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Airport Master Plan - ALP 2016
Airport Master Plan Iowa City Municipal Airport (IOW) Iowa City, Iowa Final Report October 2016 Submitted by: Bolton & Menk, Inc. 2730 Ford Street PO Box 668 Ames, IA 50010-0668 P: 515-233-6100 Airport Sponsor: City of Iowa City 410 E. Washington St. Iowa City, Iowa 52240 P: 319-356-5000 U.S. Department of Transportation Federal Aviation Administration Central Region Iowa, Kansas, Missouri, Nebraska 901 Locust Kansas City, Missouri 64106 (816) 329-2600 November 07, 2016 Mr.Michael Tharp Operations Manager Iowa City Municipal Airport 1801 Riverside Drive Iowa City, IA 52246 Dear Mr. Tharp: Airspace Analysis Determination – No Objections Iowa City Municipal (IOW), Iowa City, IA 14 CFR Part 77 – Airspace Case No. 2016-ACE-3624-NRA We conducted a review of the subject Airport Layout Plan (ALP) based on considerations relating to the safe and efficient utilization of airspace, factors affecting the control of air traffic, conformance with FAA design criteria, and Federal grant assurances or conditions of a Federal property conveyance. Our determination of No Objections is derived from the analysis of information supplied in the ALP. We conclude that the proposal will not adversely affect the safe and efficient use of navigable airspace by aircraft provided the conditions are met as explained in the enclosed FAA Memorandum dated November 07, 2016. We have reviewed the proposal from an airport’s planning viewpoint and the effect on airport programs. We have coordinated the proposal with the appropriate FAA offices, and their comments are contained in the enclosed FAA Memorandum. We have reviewed the ALP for structures that may adversely affect the flight or movement of aircraft, cause electromagnetic interference to NAVAIDs, communication facilities, or, when applicable, derogate the line-of-sight visibility from a control tower. Comments on objects that exceed the obstruction standards of 14 CFR Part 77 are enclosed. Comments on the development of the ALP, which are based on requirements contained in FAA Advisory Circular (AC) 150/5070-6, Airport Master Plans, and AC 150/5300-13A, Airport Design, have already been provided. This determination does not constitute a commitment to provide Federal financial assistance to implement any development contained on the ALP. An ALP is a graphic depiction of the existing and future airport facilities showing the clearance and dimensional requirements to meet applicable standards. The ALP serves as a record of aeronautical requirements and is used by the FAA in its review of proposals that may affect the navigable airspace or other missions of the FAA. This determination does not constitute FAA approval or disapproval of the physical development involved in the proposal. It is a determination with respect to the safe and efficient use of navigable airspace by aircraft and with respect to the safety of persons and property on the ground. In making this determination, the FAA has considered matters such as the effects the proposal would have on existing or planned traffic patterns of neighboring airports, the effects it would have on the existing airspace structure and projected programs of the FAA, the effects it would have on the safety of persons and property on the ground, and the effects that existing or proposed manmade objects (on file with the FAA), and known natural objects within the affected area would have on the airport proposal. The FAA cannot prevent the construction of structures near an airport. The airport environs can only be protected through such means as local zoning ordinances, acquisitions of property in fee title or aviation easements, letters of agreement, or other means. As a reminder, the sponsor is advised to coordinate the completion of project construction with the cycle of FAA publications, and to notify the FAA with the required information before the cut-off date coinciding with the next publication cycle. This determination does not constitute a commitment of Federal funds and does not indicate that the proposed development is environmentally acceptable in accordance with applicable Federal laws. An environmental finding is a prerequisite to any major airport development project when Federal aid will be granted for the project. This approval is given subject to the condition that the proposed airport development identified below shall not be undertaken without prior written environmental approval by the FAA. These items include: Move runway thresholds Acquire property Remove obstructions Construct taxiways Construct hangars Construct new apron Expand existing apron If you have any questions regarding this project please call me at at (816) 329-2637 or via email at jeff.deitering@faa.gov. Sincerely, Jeffrey D. Deitering, P.E. Iowa State Planner Enclosures CC: Melissa Underwood, Bolton & Menk, Inc. Michelle McEnany, Iowa Office of Aviation Memorandum U.S. Department of Transportation Federal Aviation Administration Date: November 7, 2016 Subject: IOWA CITY MUNICIPAL (IOW) – IOWA CITY, IA Aeronautical Study Number: 2016-ACE-3624-NRA Airport Layout Plan Update From: Airports Airspace Specialist, ACE-620F Reply To: John D. Karrasch, ext 2617 To: Mr. Jeff Deitering, ACE 611D We have completed an airspace analysis of: Future RWY 7/25 and RWY 12/30 Extensions Our aeronautical study has determined that the proposed updates will not adversely affect the safe and efficient use of airspace by aircraft. Therefore, we have no objection to the proposal. NOTE: Any request for IFPs is a separate action that must be submitted to the FAA in writing or via the AVN website a minimum of 24 to 36 months before the desired usage. All runway data VGSI, runway lighting information must be submitted not later than 12 months prior to the publication date. We will determine eligibility and notify you following receipt of the request. Please contact the Central FPO at 817 - 222 5841 when you're ready to submit your request. We will provide you the web address or other physical address and specialist contact information at that time. NOTE: Noting on the ALP that an obstruction will be removed does not constitute an official request that an obstruction has been removed. If it is noted that an obstacle has been identified, but, wil l be removed later, this action must be followed-up on, and a confirmation letter sent that the obstacle has actually been removed. Future structures and/or construction equipment were not evaluated as part of this study. These must be submitted separately in accordance with 14 CFR Part 77. This determination does not constitute FAA approval or disapproval of the physical development involved in the proposal. It is a determination with respect to the safe and efficient use of navigable airspace by aircraft and with respect to the safety of persons and property on the ground. In making the determination, the FAA has considered matters such as the effects the proposal would have on existing or planned traffic patterns of neighboring airports, the effects it would have on the existing airspace structure and projected programs of the FAA, the effects it would have on the safety of persons and property on the ground, and the effects that existing or proposed manmade objects (on file with the FAA) and known natural objects within the affected area would have on the airport proposal. This aeronautical study was not circulated to the public for comments. 2016-ACE-3624-NRA The FAA cannot prevent the construction of structures near an airport. The airport environs can only be protected through such means as local zoning ordinances, acquisitions of property in fee title or aviation easements, letters of agreements, or other means. This determination in no way preempts or waives any ordinances, laws, or regulations of any government body or agency. This aeronautical study was not circulated to the public for comments. Iowa City Municipal Airport - (IOW) Master Plan TABLE OF CONTENTS i TABLE OF CONTENTS TABLE OF CONTENTS ............................................................................................................................................... i LIST OF FIGURES ....................................................................................................................................................... ii LIST OF APPENDICES ..............................................................................................................................................iii EXECUTIVE SUMMARY .......................................................................................................................................... iv 1. INTRODUCTION ........................................................................................................................................1-1 1.1. Purpose............................................................................................................................. 1-1 1.2. Background ...................................................................................................................... 1-1 1.3. Areas of Emphasis ........................................................................................................... 1-1 1.4. Structure of an Airport Master Plan ................................................................................. 1-2 1.5. Public & Agency Outreach .............................................................................................. 1-2 2. AIRPORT INVENTORY .............................................................................................................................2-1 2.1. Location ........................................................................................................................... 2-1 2.2. History ............................................................................................................................. 2-1 2.3. Surrounding Development ............................................................................................... 2-2 2.4. Socioeconomic ................................................................................................................. 2-2 2.5. Airport Role ..................................................................................................................... 2-4 2.6. Airport Management ........................................................................................................ 2-5 2.7. Aviation Activity ............................................................................................................. 2-5 2.8. Airport Design Standards & Obstructions ....................................................................... 2-7 2.9. Climate ........................................................................................................................... 2-11 2.10. Airside Facilities ............................................................................................................ 2-12 2.11. Landside Facilities ......................................................................................................... 2-18 2.12. Surrounding Land Use & Zoning .................................................................................. 2-21 2.13. Environmental Overview ............................................................................................... 2-22 3. AVIATION FORECASTS ...........................................................................................................................3-1 3.1. Introduction ...................................................................................................................... 3-1 3.2. Aviation Trends ............................................................................................................... 3-1 3.3. Emerging Business & Population Trends ........................................................................ 3-3 3.4. User survey Summary ...................................................................................................... 3-3 3.5. Business User Survey ...................................................................................................... 3-6 3.6. Existing Based Aircraft & Annual Operations ................................................................ 3-9 3.7. Based Aircraft Forecast ................................................................................................. 3-11 3.8. Annual Operations Forecast ........................................................................................... 3-13 Iowa City Municipal Airport - (IOW) Master Plan TABLE OF CONTENTS ii 3.9. Future Critical Design Aircraft ...................................................................................... 3-22 3.10. Summary ........................................................................................................................ 3-22 4. FACILITY REQUIREMENTS ....................................................................................................................4-1 4.1. Introduction ...................................................................................................................... 4-1 4.2. Airfield Capacity & Demand Analysis ............................................................................ 4-2 4.3. Instrument Approaches .................................................................................................... 4-3 4.4. Runway Facility Requirements ........................................................................................ 4-9 4.5. Primary Runway 7/25 ...................................................................................................... 4-9 4.6. Secondary Crosswind Runway 12/30 ............................................................................ 4-12 4.7. Airport Visual Aids & Navigational Aids ..................................................................... 4-13 4.8. Meteorological Facilities ............................................................................................... 4-14 4.9. Taxiway & Taxilane Facility Requirements .................................................................. 4-14 4.10. Apron Size & Tie-Down Requirements ......................................................................... 4-15 4.11. Iowa Aviation System Plan Airside Recommendations ................................................ 4-17 4.12. Landside Facility Requirements .................................................................................... 4-17 4.13. Iowa Aviation System Plan Landside Recommendations ............................................. 4-21 4.14. Summary ........................................................................................................................ 4-21 5. IMPLEMENTATION & FINANCIAL ANALYSIS ...................................................................................5-1 5.1. Capital Funding Sources .................................................................................................. 5-1 5.2. Financial Analysis & Implementation Plan ..................................................................... 5-3 LIST OF FIGURES Figure 2-1 Airport Vicinity Map ....................................................................................................... 2-27 Figure 2-2 Airport Location Map ...................................................................................................... 2-28 Figure 2-3 Existing Airport Layout ................................................................................................... 2-29 Figure 2-4 2014 Pavement Condition Index (PCI) Rating ................................................................ 2-30 Figure 2-5 Existing Building Area .................................................................................................... 2-31 Figure 2-6 Built Environment & Compatible Land Use Considerations .......................................... 2-32 Figure 2-7 Runway Protection Zone (RPZ) Dimensions .................................................................. 2-33 Figure 2-8 Airport Zoning ................................................................................................................. 2-34 Figure 2-9 Airport, County & City Zoning Map ............................................................................... 2-35 Figure 2-10 Natural Environment ....................................................................................................... 2-36 Figure 2-11 Soils & Floodplain ........................................................................................................... 2-37 Figure 2-12 Cultural Resources Information ...................................................................................... 2-38 Iowa City Municipal Airport - (IOW) Master Plan TABLE OF CONTENTS iii Figure 3-1 Drive Time ...................................................................................................................... 3-23 Figure 4-1 Planning Considerations Map .......................................................................................... 4-22 Figure 4-2 Runway 12 Existing Conditions ...................................................................................... 4-23 Figure 4-3 Runway 7 MALSF Analysis ........................................................................................... 4-24 Figure 4-4 Runway 25 Threshold Analysis Existing Conditions ...................................................... 4-25 Figure 4-5 Runway 25 Threshold Analysis No Displaced Threshold ............................................... 4-26 Figure 4-6 Runway 25 Threshold Analysis 100’ Displaced Threshold ............................................ 4-27 Figure 4-7 Runway 7 Threshold Analysis Existing Conditions ........................................................ 4-28 Figure 4-8 Runway 7 Threshold Analysis 213’ Extension ............................................................... 4-29 Figure 4-9 Runway 7 Threshold Analysis 778’ Stopway ................................................................. 4-30 Figure 4-10 Runway 30 Threshold Analysis Existing Conditions ...................................................... 4-31 Figure 4-11 Existing Building Area Expansion .................................................................................. 4-32 Figure 4-12 Future Building Area ....................................................................................................... 4-33 Figure 4-13 Future Building Area Layout ........................................................................................... 4-34 LIST OF APPENDICES Appendix A User Survey Appendix B Airport Layout Plan Iowa City Municipal Airport - (IOW) Master Plan EXECUTIVE SUMMARY iv EXECUTIVE SUMMARY The Airport Master Plan for the Iowa City Municipal Airport (IOW) evaluates the needs of the existing and future users of the airport over the next 20 years. The Airport Master Plan was last updated in 1996 with an as-built Airport Layout Plan (ALP) update in 2012. The 2012 ALP update depicted extending Runway 7/25 to 5,015 feet and constructing a full parallel taxiway to Runway 7/25. Runway 17/35 was still in use, but was planned to be closed. Building area expansion included an extensive apron expansion and additional hangar development. The 2012 ALP update was completed to incorporate the changes that had occurred at the airport since 1996. This included closing Runway 17/35, extending Runway 7/25 5,004 feet, adding an 809-foot displaced threshold to the Runway 25 end, planning for a parallel taxiway to Runway 12/30, and building area growth in the south quadrant of the runways. The Airport Master Plan is a joint effort between the City of Iowa City, the Federal Aviation Administration (FAA), and Iowa Office of Aviation. An Airport Master Plan includes discussion of the existing inventory at the airport, the results of the user survey submitted to the service area around the airport, the forecasts of aircraft activity including based aircraft and operations, the facility recommendations to meet the forecasted needs of the users of the airport, alternatives of the recommended facilities, and the financial analysis. The City of Iowa City is located in Johnson County in eastern Iowa. The City is located approximately 25 miles south of Cedar Rapids and 55 miles west of Davenport. Iowa City is the county seat of Johnson County. The airport is a general aviation facility primarily service business owners and recreational pilots that use single-engine and multi-engine propeller driven aircraft in addition to small and medium sized business jets. There are currently 82 based aircraft at the airport. There is an A/D building, one public conventional hangar for transient aircraft storage, one private conventional hangar, six T-hangars for based aircraft storage, one four-unit mixed hangar, one hangar for the Fixed Based Operator (FBO), and 14 in pavement tie-downs available for aircraft parking. The airport has two runways. Runway 7/25 is a concrete runway 5,004 feet long by 100 feet wide. There is an 808-foot displaced threshold on the Runway 25 end. Crosswind Runway 12/30 is a concrete runway 3,900 feet long by 75 feet wide. There is a Global Positioning System (GPS) with vertical guidance (LPV) approach to the Runway 25 end, and a GPS approach to the Runway 30 end. There is a full parallel taxiway to Runway 7/25 and connecting taxiways to both runways for access to the building area. The aviation forecasts show growth in based aircraft over the next 20 years to 117 aircraft in 2034, which represents a growth of 35 aircraft. The annual operations area estimated to be 36,900 growing to 52,650 over the next 20 years. The forecasted based aircraft and operations numbers are supported by the FAA. Based on the 20 year forecasts, facility recommendations were developed. The critical design family of aircraft proposed to use the airport over the next 20 years are B-II aircraft. The existing airport is design to C-II aircraft standards which represent aircraft with faster approach speeds that require larger safety areas around the runway. This change in runway classification allows the safety areas to be smaller and gains additional landing distance to the Runway 25 end from 4,196 feet to 4,904 feet. In addition, the classification change allows a runway extension to the Runway 7 end of 213 feet. The combined changes allow for a future landing distance to the Runway 25 end of 5,117 feet with a total runway length of 5,217 feet. Additional needs addressed in the user survey and activity forecasts included additional hangar space for private hangar development, development of the south quadrant of the airport, and obstruction removals to both runway ends. Iowa City Municipal Airport - (IOW) Master Plan AIRPORT INVENTORY Page 1-1 1. INTRODUCTION 1.1. PURPOSE An Airport Master Plan is a comprehensive study of an airport and describes the short (0-5 year), mid (5- 10 year), and long-term (10-20 year) development plans to meet existing and future aviation demand based on identified airport safety, facility, and aviation system needs. The Airport Master Plan will provide direction and guidance to the airport owner, the Iowa City Airport Commission, regarding future airport preservation and development priorities for the Iowa City Municipal Airport (IOW). It will become the Airport Commission’s realistic strategy for the development of the airport considering financial, environmental, and socioeconomic factors. The Federal Aviation Administration (FAA) outlines the requirements and process to prepare an Airport Master Plan through Advisory Circular (AC) 150/5070-6B, Airport Master Plans. 1.2. BACKGROUND The City of Iowa City last completed an Airport Master Plan in 1996 with an as-built Airport Layout Plan (ALP) update in 2012. The 2012 ALP update depicted extending Runway 7/25 to 5,015 feet and constructing a full parallel taxiway to Runway 7/25. Runway 17/35 was still in use, but was planned to be closed. Building area expansion included an extensive apron expansion and additional hangar development. The 2012 ALP update was completed to incorporate the changes that had occurred at the airport since 1996. This included closing Runway 17/35, extending Runway 7/25 5,004 feet, adding an 809-foot displaced threshold to the Runway 25 end, planning for a parallel taxiway to Runway 12/30, and building area growth in the south quadrant of the runways. The Iowa City Municipal Airport Five Year Strategic Plan was completed in April 2010. The plan’s purpose was to guide the direction of the airport for fiscal years 2011-2015. The Johnson County Council of Governments completed the Long Range Multi-Modal Transportation Plan for the years 2007-2035. The plan references the strategic planning efforts undertaken in the Iowa City Municipal Airport Strategic Plan. Additionally, the Iowa Department of Transportation Office of Aviation has published an Aviation System Plan for the years 2010 through 2030. This report includes both an overview of the Iowa aviation system as well as specific information related to the Iowa City Municipal Airport. The report serves to provide a better understanding of their role within the state and as a guide to improve facilities and services for their aviation users. The previously completed airport documents provide useful references to the goals for the airport over the previous 20 years. The information in these documents will be incorporated into this Airport Master Plan report. One of the goals of this document is to have one cohesive report to use as a guide to the development at the airport for the next 20 years. 1.3. AREAS OF EMPHASIS An Airport Master Plan process evaluates many aspects of an airport facility. The following areas of emphasis have been specifically identified by the Airport Commission and will be reviewed in greater detail for IOW. Runway Alternatives The airport is land locked, however there may be opportunities to maximize runway length and/or reduce impacts to certain surrounding landowners. The Airport Master Plan will review various runway alternatives including shifting runway end locations, lengthening the runway, and accommodating a non- precision approach to Runway 7. Airport design standards will be evaluated against the current and future critical design aircraft. Impacts will be evaluated including cost, land acquisition, and obstruction Iowa City Municipal Airport - (IOW) Master Plan AIRPORT INVENTORY Page 1-2 removal. The tradeoffs between the alternatives will be evaluated with the Airport Commission and Master Plan Advisory Group. Obstruction Evaluation There is a need for the airport to mitigate FAR Part 77 obstructions to the navigable airspace. The Airport Master Plan and ALP will identify obstructions to existing and proposed future runway configurations and design standards. The analysis will help determine impacts of airport development on surrounding landowners. Building Area Plan The existing terminal area is constrained by two runways and West Frontage Road. Although some development areas exist, a long-term plan will be developed to accommodate aircraft storage and aviation business development. The Airport Master Plan will evaluate development and access options for the four quadrants around the airport’s runways. Surrounding Land Uses The Airport Master Plan will evaluate ways to maximize on-airport land use to attract business development to the airport. Other City land uses will be evaluated to ensure off-airport impacts are compatible with airport operations, community planning needs, and airport zoning requirements. Financial Feasibility The Airport Master Plan will evaluate revenue enhancement strategies, which may include air cargo, industrial park development, and other airport business development. This will allow the airport to be maintained, operated, and developed in an efficient manner. 1.4. STRUCTURE OF AN AIRPORT MASTER PLAN Existing airport inventory Environmental overview Aviation activity forecasts Capacity and demand analysis Facility requirements including alternative analysis Implementation plan 1.5. PUBLIC & AGENCY OUTREACH Outreach is an important aspect of the Airport Master Plan process to solicit input and foster support for the vision of the airport over the next 20 years. The Airport Master Plan is to be used as a guide for decision makers when evaluating existing and future needs of the airport and implementing improvements. Although more detailed justification and funding of individual projects are key components before any development can occur, the Airport Master Plan recognizes the “big picture” potential of the airport and puts an overall plan in place for the future. There were two primary forms of outreach throughout the Airport Master Plan process. Development of a Master Plan Advisory Group (MPAG) – this group met six times through the Airport Master Plan process to provide input on the issues, needs, and development for the airport over the next 20 years. The MPAG consisted of members from the Airport Commission, City of Iowa City staff, Johnson County, FBO staff, pilots at the airport, and FAA staff. Staff from the various organizations represented the interest of their areas of expertise. Iowa City Municipal Airport - (IOW) Master Plan AIRPORT INVENTORY Page 1-3 Airport User Survey – A user survey was distributed to current and potential recreational users of IOW and another user survey was sent out to business users of the airport. The recreational pilots were asked how often they use the airport, why they use the airport, and what facilities, services, or airport improvements are needed to increase their use of the airport. The business user survey asked about the business purpose for using the airport, how often they go to IOW for business, if they transport passengers or cargo, the type of aircraft they use and if they plan to purchase a different aircraft type in the future. This information was used to assist in development the forecasts and facility requirements for IOW. Public Open House – After the inventory and forecasts were determined by the MPAG and approved by FAA, a public open house was held to inform the public of the airport Master Plan process and the 20 year forecasts for based aircraft and operations at the airport. Approximately 50 people from the public were in attendance. The open house included a presentation about the project and a forum for those in attendance to ask questions about the project or the airport in general. A second public open house was held after the alternatives were developed for the airport. Approximately 30 people were in attendance. The open house included a presentation about the airside and landside development alternatives proposed at the airport. Other community meetings – In addition to the MPAG meetings, updates were given throughout the project to the Airport Commission. This allowed additional input throughout the process and concurrence with the reasoning for the development alternatives. Iowa City Municipal Airport - (IOW) Master Plan AIRPORT INVENTORY Page 2-1 2. AIRPORT INVENTORY The existing facilities and conditions at the airport provide the baseline for comparison to the improvements determined necessary to implement future safety and capacity airport improvements. This will result in a plan for the future development of the airport. Collection of both on-airport and off-airport background information is important so that the development of the future facilities can be accomplished in partnership with the surrounding community. 2.1. LOCATION The City of Iowa City is located in Johnson County in eastern Iowa. The City is located approximately 25 miles south of Cedar Rapids and 55 miles west of Davenport. Iowa City is the county seat of Johnson County and is a Metropolitan Statistical Area (MSA) as defined by the United States Census Bureau. An MSA is a geographical region with a high population density and strong economic ties throughout the area. Figure 2-1, at the end of this chapter, shows the regional location of Iowa City. The Iowa City Municipal Airport (FAA Identifier: IOW) is two miles southwest of the central business district of Iowa City. The airport access road is located off South Riverside Drive east of the airport. The airport property is located within Iowa City limits. Figure 2-2, at the end of this chapter, shows the local airport location. Airport property consists of approximately 580 acres in fee and 0.36 acres in easement, owned and operated by Iowa City. The field elevation for the airport is 684 feet above mean sea level (MSL). The airport’s official location is defined by the Airport Reference Point (ARP), which marks the center area of the usable runways at the airport. The ARP for IOW is N 41°38’23.16”, W 091°32’53.29”. 2.2. HISTORY The Iowa City Airport is the oldest civil airport west of the Mississippi River still in its original location. Of the 113 public airports in Iowa, the Iowa City Municipal Airport is the second busiest general aviation airport in the state. The Iowa City Municipal Airport has been a public use airport since the City of Iowa City purchased land in 1929 to develop an airport. However, the idea of an airport within the City began in 1918 when pilots used the area as a landing strip. Some of the major milestones in the history of the airport’s development are documented below: 1918: Pilots used the airport location as a landing strip. 1920: The landing strip area was used by the U.S. Postal Service as a fuel stop for the Chicago to Omaha airmail route. 1920s: United Airlines constructed a hangar for aircraft storage. 1929: Public ownership was established and land acquired to develop a municipal airport. 1930 – 1959: United Airlines provided commercial service to the surrounding community. 1937: An asphalt runway, Runway 12/30, and a rock surfaced runway, Runway 6/24, was opened. Iowa City Municipal Airport - (IOW) Master Plan AIRPORT INVENTORY Page 2-2 1940: Additional land acquired to improve Runway 6/24 to a concrete runway 150 feet wide and 4,000 feet long. Runway 12/30 was also extended an additional 600 feet. The runway improvements were completed to provide a base for the Rock Island Arsenal. 1943: The Iowa City Municipal Airport included three runways. 1944: The Airport Commission was created to oversee the day to day operations at the airport. 1951: Arrival/Departure (A/D) building was constructed. 1959 – 1972: Ozark Airlines provided commercial air service to the surrounding community. 2004 – 2005: Runway 7/25 was extended to 5,004 feet. More fencing was added at the airport. 2006: Taxilanes to the south corporate hangar area were constructed. 2007: Added a Jet A Fuel System. 2008 – 2009: Performed Runway 7/25 rehabilitation/reconstruction. 2010: A corporate hangar was constructed. 2011: Updated the A/D building, added airfield lighting, and improved security at the airport. 2012 – 2013: The full parallel taxiway to Runway 7/25 was constructed. 2.3. SURROUNDING DEVELOPMENT The Iowa City Municipal Airport is surrounded by the Iowa River to the east, Highway 218 to the west, and Highway 1 to the north. Land uses in the immediate vicinity of the airport include commercial, industrial, and public institutional. Sturgis Ferry Park is located east of the airport off the Runway 25 approach. The Iowa City Municipal Airport has developed land uses on all sides of the airport. This report will evaluate expandability and development alternatives at the airport to meet the needs of the community and the flying public. 2.4. SOCIOECONOMIC Socioeconomic information provides background on area population, employment, and income. These measures identify trends in the airport service area which may contribute to changes in airport activity. Long-term, steady growth of population, employment, and personal income in the airport service area is generally an indication of a healthy local economy and increased aviation demands. 2.4.1. POPULATION Iowa City is the largest city in Johnson County and has had an annual growth rate of 0.93% since 1970. Johnson County has also had a steady population increase since 1970. Table 2-1 depicts the historic and projected population information for these two areas in addition to the State of Iowa. The increasing population trends are expected to continue. Both Johnson County and the City of Iowa City are growing at a faster rate than the reported statewide rate of 0.5% per year. Iowa City Municipal Airport - (IOW) Master Plan AIRPORT INVENTORY Page 2-3 Table 2-1 Local and Regional Existing and Forecasted Population Year Iowa City Johnson County State of Iowa 1970 46,850 72,127 2,824,376 1980 50,508 81,717 2,913,808 1990 59,735 96,119 2,776,755 2000 62,220 111,006 2,926,324 2010 67,862 130,882 3,046,355 2020 81,368 158,456 3,172,237 2030 97,563 184,445 3,328,308 2040 116,980 210,695 3,487,942 Historical Trend (increase/year) 0.93% 1.50% 0.19% Forecast Trend (increase/year) 1.80% 1.80% 1.80% Source: U.S. Census Bureau (2010), Iowa Data Center Forecasts (2009) *Iowa City growth rate extrapolated from projected 2010 to 2013 forecasted growth rate Iowa City is one of nine MSAs within the State of Iowa. The Iowa City MSA consists of Johnson and Washington Counties. Johnson County has the second fastest growing county population in Iowa, and the Iowa City MSA is the fastest growing MSA in Iowa. Table 2-2 shows the population growth of the nine MSAs in Iowa. Table 2-2 Metropolitan Statistical Area (MSA) population Iowa Metropolitan Statistical Areas (MSA) 2010 2011 2012 2013 Average Annual Growth Rate 2010- 2013 Iowa City MSA 152,941 155,303 158,370 161,170 1.76% Des Moines-West Des Moines MSA 571,955 580,779 589,443 599,789 1.60% Ames MSA 89,595 90,834 91,630 92,406 1.04% Omaha-Council Bluffs MSA 868,087 876,836 885,471 895,151 1.03% Dubuque MSA 93,887 94,460 95,062 95,697 0.64% Cedar Rapids MSA 258,362 260,856 261,628 262,421 0.52% Waterloo-Cedar Falls MSA 167,888 168,221 168,536 169,484 0.32% Davenport-Moline-Rock Island MSA 380,267 381,069 382,590 383,681 0.30% Sioux City MSA 168,789 168,822 168,754 168,714 -0.01% Source: U.S. Census Bureau (March 2014) The Iowa City MSA has the highest average annual growth rate among the nine MSAs in the state of Iowa. This information is useful when determining future growth in aviation. Iowa City Municipal Airport - (IOW) Master Plan AIRPORT INVENTORY Page 2-4 2.4.2. EMPLOYMENT Employment is another socioeconomic measure of the vitality of a regional economy and associated demand for aviation. Johnson County has a well-rounded employment which includes health care (28.1%), retail trade (14.3%), accommodation/food services (12.4%) and manufacturing (8.3%). Total employment within the Iowa City MSA is growing faster than the State of Iowa. According to the U.S. Bureau of Economic Analysis, data taken from 1970 to 2012 shows a historical trend of growth in total (full-time and part time) employment rates of 1.04% for the State of Iowa and 2.38% for the Iowa City MSA. Johnson County has a yearly total employment growth rate of 2.64% per year from 1970 through 2012. Unemployment in Johnson County is 4.3% of the labor force (2012), which is lower than the Iowa rate of 5.6% and the United States average of 9.3%. Employment is anticipated to continue to grow consistent with projected population growth referenced above. Based on Iowa City Comprehensive Annual Financial Report (CAFR) for 2013, the 10 largest employers in Iowa City are: University of Iowa and University of Iowa Hospital and Clinics (30,804 employees) Iowa City Community School District (1,700 employees) Veterans Administration Medical Center (1,562 employees) City of Iowa City (1,283 employees) NCS Pearson (1,200 employees) Mercy Hospital (1,187 employees) ACT Inc. (1,181 employees) Hy-Vee (1,166 employees) System Unlimited (890 employees) International Automotive Components (785 employees) 2.4.3. INCOME Income is another socioeconomic measurement tool which can provide assumptions into new businesses and development. Generally, higher income levels translate to greater demand for aviation activities. According to the 2010 U.S. Census Bureau, the median household income for Johnson County was $53,993, which was higher than the State of Iowa average of $51,129 and the United States average of $53,046. The State of Iowa has a per capita personal income of $26,545 compared to $28,051 in the United States. Iowa City has a per capital personal income of $25,154. 2.5. AIRPORT ROLE 2.5.1. FEDERAL NPIAS The National Plan of Integrated Airport Systems (NPIAS) is made up of 3,330 airports that are open for public use. These airports are considered significant to the national air transportation system and are eligible for Federal funding. Airports are classified as commercial service (primary, non-primary), cargo service, reliever airports, or other general aviation airports. Iowa City Municipal Airport is classified by the FAA as a general aviation airport. Over 2,900 airports in the NPIAS have this classification. General aviation airports economically support local businesses, provide critical community access, allow for emergency response, and provide other specific aviation functions. In 2012, a study was completed by the FAA in an effort to classify general aviation facilities, titled General Aviation Airports: A National Asset. These airport categories have been further broken Iowa City Municipal Airport - (IOW) Master Plan AIRPORT INVENTORY Page 2-5 down by the FAA as national, regional, local, basic or unclassified facilities within the NPIAS system. IOW is classified as general aviation regional airport. There are 467 regional general aviation airports in the national system. Regional – Airports located in metropolitan areas which serve relatively large populations. These 467 airports support interstate and some long distance (cross country) flying with more sophisticated aircraft. Forty-nine states currently have regional airports with the exception of Hawaii. They account for 37% of total flying at the studied general aviation airports and 42% of flying with flight plans. There is a substantial amount of charter (air taxi), jet flying, and rotorcraft flights at regional airports. There are no heliports or seaplane bases in this category. 2.5.2. STATE SYSTEM PLAN Each state is responsible for developing a more detailed system plan with development objectives. The Iowa Office of Aviation classifies airports as commercial service, enhanced service, general service, basic service, or local service. IOW is classified as an enhanced service airport in the 2010 Iowa State Aviation System Plan (SASP). Enhanced Service – airports with runways of 5,000 feet or greater in length, facilities and services that can accommodate a full range of general aviation activity including most business jets, serve business aviation, are regional transportation centers, and economic catalysts. The 2010 SASP identified projected airport development facility needs for each airport based on its classification. The 2010 SASP has identified the following anticipated needs for IOW: Reduce on-airport wildlife habitat and mitigate hazardous wildlife activity to limit potential safety concerns. Engage community leaders and stakeholders in developing a strategic plan to guide the development of the airport, coordinating with economic development interests. Develop a welcome image for visitors arriving by air and provide directional signage to the business community to ensure a connection. Actively work to protect runway approaches by developing or enforcing height and compatible land use zoning. 2.6. AIRPORT MANAGEMENT The Iowa City Municipal Airport is owned by the City of Iowa City, Iowa and operated by the Airport Commission. The Iowa City Airport Commission is comprised of five members appointed by City Council. The Airport Commission has been granted all powers to operate IOW including control of all airport funding. The Airport Commission makes decisions on the management, budgeting, operations, maintenance, and development needs at IOW. The Airport Commission has a contractual arrangement with the current Fixed Base Operator (FBO) to provide on-site airport maintenance and management services at IOW. The Airport Commission continues to provide updates to City Council on airport items. 2.7. AVIATION ACTIVITY Aviation activity provides measurement of the number and type of based aircraft and operations to an airport facility. 2.7.1. BASED AIRCRAFT Based aircraft are aircraft that are stored at an airport for the majority of a year. They are typically split Iowa City Municipal Airport - (IOW) Master Plan AIRPORT INVENTORY Page 2-6 into type of aircraft, including single and multi-engine piston aircraft, jet, and ultralight aircraft. Sources of historical and current based aircraft data include the FAA Terminal Area Forecasts (TAF), Airport 5010 Master Record, 2010 SASP, the Iowa City Municipal Airport Strategic Plan (2010), the South Airfield Planning Study (2006 based aircraft data), the 1996 Airport Master Plan, as well as local verified records and counts. Some sources do not break down the total number of based aircraft by aircraft type. Table 2-3 shows that current based aircraft estimates from existing sources. The number of based aircraft from these sources ranges from 74 to 87. Table 2-3 Based Aircraft – Existing Sources Source Single Engine Multi- Engine Jets Helicopters/ Gliders Total FAA TAF (2013) 70 11 4 2 87 FAA 5010 Report 67 6 9 2* 82 State System Plan (2010) 69 11 4 1 85 2011-2015 Iowa City Municipal Airport Strategic Plan -- -- -- -- 84 1996 Airport Master Plan -- -- -- -- 74 2009 South Airfield Planning Study (2006) 60 15 2 1 78 Local Count (2014) 65 7 7 3 82 * Helicopters and gliders not included in FAA 5010 report based aircraft totals Source: Iowa City Municipal Airport staff, FAA, Iowa DOT Office of Aviation, McClure Engineering, AECOM, www.basedaircraft.com Based on a field inventory conducted by the airport manager in 2014, the number of based aircraft at IOW is 82 including 65 single-engine aircraft, seven multi-engine aircraft, seven jets, one helicopter, and two ultralight/experimental aircraft. The number of based aircraft was confirmed on www.basedaircraft.com and was used as the baseline for forecasting future aircraft growth at IOW. The website is part of the National Based Aircraft Inventory Program created by the FAA. The aircraft submitted to this inventory are verified by FAA to ensure aircraft are not based at multiple airports across the county. The website is used to update the FAA Airport 5010 Master Record. 2.7.2. AIRCRAFT OPERATIONS An operation is classified as either a takeoff or a landing. Touch and go training operations count as two operations. Airport operations are typically split into local and itinerant operations. Local operations are defined in the FAA’s Forecasting Activity by Airport as “aircraft operating in the traffic pattern or aircraft known to be departing or arriving from flight in local practice areas, or aircraft executing practice instrument approaches at the airport. Itinerant operations are aircraft operations other than local operations.” Aircraft operations are also categorized by the use of the aircraft operating at the airport. Examples of this include commercial, general aviation, and military operations. Sources of historical and current airport operational data include the FAA TAF, Airport 5010 Master Record, 2010 SASP, the Iowa City Municipal Airport Strategic Plan (2010), the South Airfield Planning Study (2003 operations data), and the 1996 Airport Master Plan. Iowa City Municipal Airport - (IOW) Master Plan AIRPORT INVENTORY Page 2-7 Table 2-4 lists the current airport operations estimates from existing sources. The number of operations differs greatly depending on the source of information. Chapter 3: Aviation Forecasts will develop a baseline for existing airport operations and forecasts for the number of anticipated operations at the airport for a 20 year planning period. Table 2-4 Annual Operations – Existing Sources Itinerant Operations Local Operations Source Air Taxi & Commuter Commercial General Aviation Military General Aviation Military Total FAA TAF (2013) 2,200 0 13,100 287 3,700 0 19,287 5010 Report 2,200 0 13,100 287 3,700 0 19,287 State System Plan (2010) -- -- -- -- -- -- 29,750 2011-2015 Iowa City Municipal Airport Strategic Plan -- -- -- -- -- -- 36,000 1996 Airport Master Plan 0 0 29,637 0 7,409 0 37,046 2009 South Airfield Planning Study (2003) -- -- 20,470 -- 15,570 -- 36,040 Source: Iowa City Municipal Airport staff, FAA, Iowa DOT Office of Aviation, McClure Engineering, AECOM, www.basedaircraft.com Note: -- represents information that is not reported in the referenced source. Available FAA Instrument Flight Rules (IFR) data was also obtained to determine the number of flights arriving and departing IOW under IFR operations. There were 4,061 arrivals and departures from November 2013 to October 2014. 2.8. AIRPORT DESIGN STANDARDS & OBSTRUCTIONS FAA airport design standards are based on two key components. The first component is based on the critical aircraft family currently using the airport or proposed to use the airport within the next five years. The second component is based on the type of approach developed for each runway end. Both the critical aircraft and the approach type are discussed in the next two sections to determine the design standards to be followed when planning future development at IOW. 2.8.1. CRITICAL DESIGN AIRCRAFT Airport Reference Code (ARC) Development of the existing and future facilities at an airport relies upon the identification of the most demanding aircraft type currently utilizing or projected to utilize the airport. The FAA defines the critical aircraft as an aircraft or a family of aircraft that is expected to conduct at least 500 annual itinerant operations at the airport (one takeoff and one landing is considered two operations). Iowa City Municipal Airport - (IOW) Master Plan AIRPORT INVENTORY Page 2-8 The ARC translates the operational and physical characteristics of the aircraft intended to operate at the airport to FAA airport design criteria. The ARC is based on three components which include approach speed, wingspan, and tail height. The approach speeds are divided into four categories and are defined in Table 2-5. The wingspan and tail heights are divided into six Airport Design Groups (ADG) and are defined in Table 2-6. Table 2-5 FAA Aircraft Approach Category Category Approach Speed (knots) Example Aircraft Type A < 91 Cessna 172, Piper Warrior B 91 - < 121 Beech King Air, Cessna Citation I & II C 121 - < 141 Learjet 35, Gulfstream 550, B-737 D 141 - < 166 B-757, B-747, B-777 Source: FAA AC 150/5300-13A, Airport Design Table 2-6 FAA Aircraft Design Group (ADG) Group Wingspan (feet) Tail Height (feet) Example Aircraft Type I < 49 < 20 Beech Baron 58, Cessna 172 II 49 - < 79 20 - < 30 Beech King Air, Cessna Citation Series III 79 - < 118 30 - < 45 B-737, DC-9, CRJ-900 IV 118 - < 171 45 - < 60 A-300, B-757, B-767 V 171 - < 197 60 - < 66 B-747, B-777 VI 197 - < 262 66 - < 80 Lockheed C-5A, A-380 Source: FAA AC 150/5300-13A, Airport Design According to AC 150/5300-13A, Airport Design, the ARC does not restrict the type of aircraft that can safely use the airport, the ARC is for planning and design purposes only. The existing ARC is C-II for Runway 07/25 and B-II for Runway 12/30. Approach Reference Code (APRC) & Departure Reference Code (DPRC) An Approach Reference Code (APRC) system is used to determine the current operational capabilities of a runway and associated parallel taxiway with regard to landing operations. An APRC identifies the operational capabilities of a runway using the ARC (aircraft approach category, airplane design group) with planned runway approach visibility minimums to establish design standards. Visibility minimums are expressed in Runway Visual Range (RVR) values, in feet, as defined in Table 2-7. The Departure Reference Code (DPRC) describes the current operational capabilities of a runway and associated parallel taxiway with regard to takeoff operations. It is similar to the APRC and is composed of the airport approach category and the airplane design group, however, not visibility minimums. In addition, a runway may have more than one DPRC designation. Iowa City Municipal Airport - (IOW) Master Plan AIRPORT INVENTORY Page 2-9 Table 2-7 Runway Visual Range (RVR) values RVR (feet) Approach Type Visibility Minimums VIS Visual – no instrument approach Not applicable 5000 Non-Precision Approach or Approach with Vertical Guidance No lower than 1 mile 4000 Approach with Vertical Guidance Lower than 1 mile but not lower than ¾ mile 2400 Precision Approach (Category I) Lower than ¾ mile but not lower than ½ mile 1600 Precision Approach (Category II) Lower than ½ mile but not lower than ¼ mile 1200 Precision Approach (Category III) Lower than ¼ mile Source: FAA AC 150/5300-13A, Airport Design The existing APRC for Runway 7/25 is C-II-5000 and the DPRC is C-II. The APRC for the crosswind runway, Runway 12/30, is B-II-5000 and the DPRC is B-II. Both the APRC and DPRC may change over time as improvements are made to each runway such as obtaining lower visibility minimums. Runway Design Code (RDC) The Runway Design Code (RDC) signifies the design standards to which the runway is to be built. The RDC is composed of the same three components as the APRC. However, the RDC is based on planned development for each runway and does not have any operational application for the current conditions for the runway as with the APRC and the DPRC. The RDC will be discussed in greater detail at the end of Chapter 3: Aviation Forecasts to determine the runway design standards to be used for the critical aircraft proposed to use the airport over the next 20 years. 2.8.2. APPROACH TYPES Instrument approach procedures provide arriving pilots with guidance to the airport runway environment during periods of low visibility. FAA publishes instrument approach procedures defining the horizontal and vertical flight path to land at an airport. Flight visibility and cloud ceiling height minimums are established for each instrument approach procedure based on available navigational aids, airspace obstructions, aircraft equipment, and pilot certification. Weather minimums change as the approach speed of an aircraft increases. Visual approaches to a runway have no instrument approach procedure nor do they require additional aircraft or ground equipment. There are three types of instrument approaches: Non-Precision Approach – A standard instrument approach procedure with horizontal guidance but no vertical descent guidance. Types of non-precision approaches include localizer, RNAV/GPS (area navigation/global positioning system), RNAV/RNP (area navigation/required navigation), NDB (non-directional beacon), and VOR/TVOR (very high frequency omni- directional range/terminal very high frequency omni-directional range). These type of approaches require additional equipment in the aircraft but no additional ground-based equipment is needed. Approach with Vertical Guidance – An instrument approach procedure providing electronic course and vertical descent guidance. These approaches usually require additional aircraft equipment. These approaches can utilize ground-based navigational aids such as a glide slope or can be accomplished with only a satellite based navigational aid such as a Localizer Performance with Vertical Guidance (LPV). Iowa City Municipal Airport - (IOW) Master Plan AIRPORT INVENTORY Page 2-10 Precision Approach – An instrument approach procedure with both vertical descent guidance and horizontal guidance to the runway. These type of approaches utilize ground based equipment such as an Instrument Landing System (ILS). Currently IOW has an RNAV (GPS) approach to Runway 25 and Runway 30. The approach to Runway 30 is non-precision GPS with lateral navigation (LNAV) while the GPS approach to the Runway 25 end is a non-precision approach that has Localizer Performance with Vertical Guidance (LPV) capability, which lowers the cloud ceiling minimums to 394 feet. The LPV approach to Runway 25 has visibility minimums of 1½ miles and the LNAV approach to Runway 30 has 1 mile visibility minimums. The airport has a VOR approach which enables aircraft with a receiving unit to determine their position in relation to IOW. The nearest precision approach is available at the Eastern Iowa Airport located approximately 16 miles northwest of IOW. The ILS approach procedure provides a 200-foot cloud ceiling minimum with ½ mile visibility. This approach is a good alternative if weather conditions are below instrument approach minimums at IOW. Based on current weather data, this occurs at IOW 10% of the time. 2.8.3. AIRPOT OBSTRUCTIONS Federal Aviation Regulations (FAR) Part 77 Federal Aviation Regulations (FAR) Part 77 Safe, Efficient Use, Preservation of the Navigable Airspace defines the standards used in determining obstructions in the navigable space around the airport. Simply put, FAR Part 77 is an obstruction identification standard. Obstructions are considered to penetrate the imaginary airspace surfaces and can be a hazard to air navigation unless an airspace study would show otherwise. Imaginary surfaces include the approach surface, primary surface, horizontal surface, and conical surface. The slopes and dimensions of these surfaces are determined by the approach type for the runway as discussed in Section 2.8.2. Obstructions must be lowered below the FAR Part 77 airspace surfaces, lighted with FAA approved obstruction lighting, or removed unless an FAA airspace study determines otherwise. If obstructions to these surfaces are not mitigated, the published approaches to the airport may be cancelled. Approach/Departure Surfaces In addition to FAR Part 77 surfaces, approach/departure surfaces are determined for each runway end based on the type of aircraft and visibility minimums planned for the runway. These surfaces are defined in FAA Advisory Circular 150/5300-13A, Airport Design. The surface applicable to IOW is Row 3 from Table 3-2 and defined as “approach end of runways expected to accommodate instrument approaches having visibility greater than or equal to ¾ statute miles, or expected to serve large airplanes (day or night).” Large airplanes are aircraft that weigh greater than 12,500 pounds. The FAR Part 77 and approach/departure Row 3 surfaces cover very similar areas for IOW; however, Row 3 is a narrower surface and therefore requires clearance of a smaller area of obstructions. Airspace obstructions at IOW Numerous airspace obstructions currently exist at IOW and the Airport Commission has a program in place to mitigate them. An Environmental Assessment (EA) is currently underway at IOW to comply with National Environmental Policy Act (NEPA) environmental documentation requirements. The primary purpose of the EA is to cover actions that are required to mitigate existing obstructions to Runway 12/30. The primary obstruction mitigation actions that will be required will be tree removal (or possibly trimming) and some lighting or lowering of power poles. Approximately 85 individual tree obstructions were identified. If the landowner desires trimming instead of removal, FAA and City funding will cover the initial trimming, but the landowner is then responsible for all future trimming for the life of the tree. Additional mitigation needs will be evaluated in Chapter 4.0, Facility Requirements. Iowa City Municipal Airport - (IOW) Master Plan AIRPORT INVENTORY Page 2-11 2.9. CLIMATE Climate considerations for airport planning include wind, temperature, precipitation, cloud cover and visibility. East Iowa, including Iowa City, experiences a humid continental climate characterized by large seasonal temperature differences. Precipitation is well distributed year-round. Wind data is important as it helps define runway characteristics at an airport. Aircraft are designed to take off and land into the wind. Crosswinds and tailwinds can create a hazardous situation for pilots, particularly those flying smaller aircraft. Wind data defines prevailing winds and crosswind components at the airport. The National Climatic Data Center in Ashville, North Carolina collects wind data through an Automated Surface Observing System (ASOS) at the airport. The FAA recommends ten years of wind data be collected at the airport site or the closest airport site where the data is available to conduct a wind analysis. Wind data for IOW was gathered from the on-site ASOS for the time period from January 2005 through December 2014 to conduct a wind analysis. The existing wind coverage for both Runway 7/25 and 12/30 at IOW is summarized in Table 2-8. The FAA recommends the primary runway orientation provide 95 percent wind coverage. When this is not achieved, a crosswind runway may be needed. The allowable crosswind component per Runway Design Code (RDC) is 10.5 knots for RDC A-I and B-I, 13 knots for RDC A-II and B-II, 16 knots for RDC A- III, B-III, C-I through C-III, and D-I through D-III, and 20 knots for RDC A-IV and B-IV, C-IV through C-VI, D-IV through D-VI, and E-I through E-VI. Table 2-8 Wind Coverage Runway All Weather Crosswind Component 13 knots 16 knots 7/25 93.08% 98.02% 12/30 96.63% 99.07% Runway IFR Crosswind Component 13 knots 16 knots 7/25 93.67% 97.75% 12/30 96.11% 98.66% Source: National Climatic Data Center for Iowa City, IA (2005-2014) Runway Combined All Weather Crosswind Component 13 knots 16 knots 7/25 and 12/30 98.70% 99.70% Runway Combined IFR Crosswind Component 13 knots 16 knots 7/25 and 12/30 98.79% 99.63% Iowa City Municipal Airport - (IOW) Master Plan AIRPORT INVENTORY Page 2-12 The ARC for the primary runway (Runway 7/25) is C-II which has an allowable crosswind component of 16 knots. However, the crosswind runway is utilized by smaller aircraft with an ARC of B-II and an allowable crosswind component of 13 knots. Table 2-9 below is the combined wind coverage including the varying allowable wind coverage at the airport. Table 2-9 Combined Wind Coverage Combined 7/25 (16kts) & 12/30 (13kts) All Weather Conditions 99.5% IFR Conditions 99.4% Source: National Climatic Data Center for Iowa City, IA (2005-2014) Runway 7/25 is below the recommended 95% wind coverage for 13 knot crosswinds, but has adequate wind coverage for 16 knot crosswinds. Smaller aircraft are affected by wind more than operations with larger aircraft. The crosswind Runway 12/30 has adequate wind coverage for 13 knot crosswinds. The combined crosswind coverage for Runway 12/30 at 13 knots and Runway 7/25 at 16 knots is 99.5%. The future RDC may change based on the operations forecasts that will be developed in the next chapter. The type of aircraft proposed to use the airport over the next 20 years will be evaluated to determine if the RDC will change and if additional wind coverage is needed at the airport. Temperature is important in determining airfield facility requirements as it is a critical factor in calculating required runway length. Warm temperatures cause the air to become less dense, thus requiring aircraft to use longer runway lengths for takeoff. Additionally, precipitation causes contamination of the runway leading to longer required runway lengths. Cloud cover and visibility influences the need for navigational aids and approach procedures to runways. The closest observation station with reliable historical temperature data is a co-operative station located in Iowa City. The mean maximum temperature in the hottest month (July) was measured at 87 degrees Fahrenheit from 1981 to 2010. Average total annual precipitation is 37.6 inches annually, with a maximum of 5.1 inches in June. Annual snowfall is 28.0 inches. Using available data from the IOW ASOS, weather conditions requiring pilots to operate aircraft with reference to instruments rather than visual landmarks occurs, on average, 10% of the time. 2.10. AIRSIDE FACILITIES The existing airside facilities are defined as the airport features that support aircraft operations. These include runways, taxiways, aprons, navigational aids, and visual aids. Figure 2-3, at the end of this chapter, depicts the existing facilities at the airport. Iowa City Municipal Airport - (IOW) Master Plan AIRPORT INVENTORY Page 2-13 2.10.1. RUNWAYS Runway 7/25 The primary runway at the airport, Runway 7/25, is 5,004 feet in length, 100 feet in width, and is a paved concrete surface. Runway 7/25 is marked with non-precision runway markings delineating the centerline, aiming point, and threshold. This runway accommodates visual and non- precision (Runway 25 only) instrument approaches. The published pavement strength for the runway is 25,000 pounds for single-wheel gear aircraft and 45,000 pounds for dual-wheel gear aircraft. A runway with this pavement strength is considered an other-than-utility runway. The Runway 25 end has an 808-foot displaced threshold due to the location of South Riverside Drive. Instead of relocating the roadway or shortening the runway, the threshold was displaced, which requires aircraft to land beyond the displaced threshold to ensure adequate clearance over the roadway. Displaced threshold markings are depicted in the photo on the right side of the page. Runway 7/25 is designed to C-II-5000 standards. This signifies the current operational capability of accommodating aircraft with approach speeds up to 141 knots, wingspans up to 79 feet, and runway approaches as low as one mile visibility. Runway 12/30 Crosswind Runway 12/30 at is 3,900 feet in length, 75 feet in width, and is a paved concrete surface as seen in Figure 2-3. Runway 12/30 is marked with non-precision runway markings delineating the centerline, aiming point, and threshold. This runway accommodates visual and non-precision (Runway 30 only) instrument approaches. The published pavement strength for the runway is 15,000 pounds for single-wheel gear aircraft and 20,000 pounds for dual-wheel gear aircraft. A runway with this pavement strength is considered an other-than-utility runway. Runway 12/30 is designed to B-II-5000 standards, which signifies the current operational capability of accommodating aircraft with approach speeds up to 121 knots, wingspans up to 79 feet, and runway approaches as low as one mile visibility. Iowa City Municipal Airport - (IOW) Master Plan AIRPORT INVENTORY Page 2-14 2.10.2. AIRPORT VISUAL AIDS Airport visual aids are an important feature that provides airport visual references to pilots, especially during low visibility or night operations. The following is a summary of the visual aids available at IOW. Rotating Beacon: A rotating beacon identifies the location of an airport facility to pilots in the air. Most civilian general aviation airports alternate white and green lights from dusk until dawn, and during instrument flight rules (IFR) conditions during the day. A rotating beacon is located east of the main apron near Holton and Airport Drive and is in marginally fair condition (see Figure 2-3). The status of the rotating beacon will be A picture of the rotating beacon is located on the right side of the page. Runway Edge and Threshold Lighting: Runway edge and threshold lights are installed to outline the edges of runways in low-light and restricted-visibility conditions. White/orange lights identify the runway edge, while red/green lights identify the runway threshold at each end. Runway lighting systems have three different intensity levels; low, medium, and high depending on the classification of the runway. IOW has Medium Intensity Runway Lights (MIRLs) installed along both Runway 7/25 and Runway 12/30. The runways are lit from dusk until dawn. The lights are stake-mounted and in fair condition. Taxiway Edge Lighting: Taxiway edge lights or markers outline the edges of taxiways. Taxiway lights are blue and have the same intensity systems available as runway lights. Retro-reflective markers, which use reflective blue tape mounted on a pole, may be used in lieu of taxiway lighting as a low-cost alternative. IOW has Medium Intensity Taxiway Lights (MITLs) installed along the edges of the taxiways. Runway Markings: Runway markings are installed for visual identification of a paved runway during all weather conditions. Markings vary in complexity based on the type of approach for a runway; visual, non- precision instrument, and precision instrument. Runways 7/25 and 12/30 have non-precision runway markings delineating the runway centerline and threshold. Displaced threshold markings indicate the first 808 feet at the Runway 25 end. The runway markings are in good condition. Guidance Signs: Guidance signs provide location, direction, and guidance information to pilots. Mandatory signs are to be placed at intersections with runways to indicate critical holding areas. IOW has all mandatory guidance signs installed along with additional identifier and directional signs. The signs are in good condition. A picture of one of the guidance signs is located on the right side of the page. Runway End Identifier Lights (REILs): REILs are installed to provide rapid and positive identification of the approach end of a runway during night and low visibility conditions. The REILs system consists of two synchronized flashing white strobe lights, located laterally on each side of the runway facing the approach path. IOW has REILs installed at the Runway 7 and 25 ends, which are in fair condition. Iowa City Municipal Airport - (IOW) Master Plan AIRPORT INVENTORY Page 2-15 Visual Glide Slope Indicators (VGSI): VGSI provide vertical guidance to the runway to ensure the proper glide path is maintained for landing. Short Approach Visual Approach Slope Indicator (SVASI), Visual Approach Slope Indicator (VASI), and Precision Approach Path Indicator (PAPI) lights are types visual aids installed to provide guidance information. There is a four light PAPI system installed on each end of Runway 7/25, which are in fair condition. A picture of the PAPI system can be seen on the right side of the page. 2.10.3. NAVIGATIONAL AIDS Instrument navigation aids are satellite or ground based equipment established to provide pilots with critical guidance information to the airport environment. With the proper equipment and procedures developed, pilots can use the instrument navigational aids for horizontal and/or vertical guidance to a waypoint or a runway. Instrument-based navigation, including approaches to airport runways, is required for flight in Instrument Meteorological Conditions (IMC). These navigational aids include: Very-high frequency Omni-directional Range (VOR): Ground-based facilities that provide distance and radial information used for non-precision en-route and terminal navigation. A VOR station is located at IOW. Instrument Landing System (ILS): Ground-based facilities (Localizer Antenna, Glide Slope Antenna, Approach Lighting System) provide distance, horizontal and vertical guidance information to capable airport runways. The closest ILS runway is at the Eastern Iowa Airport in Cedar Rapids. Runway 9 and 27 in Cedar Rapids are served by this navigational aid. Global Positioning System (GPS): Equipment and satellites that enable pilots to navigate to a waypoint without the primary need for primary ground-based equipment. GPS provides horizontal guidance, but can also provide vertical guidance for instrument approaches with published procedures. GPS with vertical guidance is called Localizer Performance with Vertical Guidance (LPV) procedures. A GPS approach procedure has been established to the Runway 25 and Runway 30 ends at IOW. Runway 25 has LPV capabilities. Non-Directional Beacon (NDB): Ground-based facilities that provide horizontal directional guidance. The closest non-directional beacon (NDB) is located at the Washington Municipal Airport, approximately 23 miles south of Iowa City. This beacon can be utilized to assist pilots navigating to this area. NDBs are currently being decommissioned by FAA in lieu of GPS navigation. Iowa City Municipal Airport - (IOW) Master Plan AIRPORT INVENTORY Page 2-16 2.10.4. METEOROLOGICAL FACILITIES Timely weather information is important to the safety of aircraft operations. Pilots can locally obtain weather information from the following sources: Wind Cone: The wind cone is used to indicate wind direction at IOW. The wind cone is located north of the building area (see Figure 2-3). A picture of the wind cone can be seen on the right side of the page. Segmented Circle: A segmented circle indicates the traffic pattern at the airport. The segmented circle is located south of the apron and includes a wind indicator in the center. Automated Surface Observing System (ASOS): An ASOS measures critical meteorological data on-site at airports including wind speed, wind direction, temperature, dew point, cloud coverage and ceiling, visibility, precipitation, and barometric pressure. IOW has an ASOS weather facility on-site located east of the Runway 7/25 and Runway 12/30 intersection near the abandoned Runway 18/36 (see Figure 2-3). 2.10.5. TAXIWAYS AND TAXILANES A taxiway system at an airport provides access to and from the runways, aircraft aprons, and hangar facilities. Taxiways are constructed for safety purposes to expedite the flow of departing and arriving aircraft from the runway. A taxiway system consists of parallel taxiways and/or connecting taxiways. IOW currently has one connector taxiway to the north providing access from the apron and hangar area to the Runway 25 end and one connector taxiway to the south providing access to the Runway 30 end. A full parallel taxiway to Runway 7/25 was constructed in 2012 and connects the runway to the building area (see Figure 2-3). There is currently an aligned taxiway to the Runway 25 end. The centerline of an aligned taxiway coincides with the runway centerline. Operations on an aligned taxiway are considered runway operations and therefore preclude other aircraft from using the runway once an airplane has maneuvered onto the aligned taxiway. According to FAA Advisory Circular 150/5300-13A, aligned taxiway should be removed as soon as practicable. The existing aligned taxiway will be evaluated in greater detail in Chapter 4: Facility Requirements. Taxilanes are used within the building area to provide access from the apron to the hangars. Various taxilanes for low speed use have been constructed at IOW to provide access to the public and private hangars within the building area. 2.10.6. APRON The aircraft apron provides an area for aircraft parking, aircraft movements, fueling operations, and access to the Arrival/Departure (A/D) building and other hangars. The existing apron is approximately 8,900 square yards and is located west of the building area (see Figure 2-3). There are 14 in-pavement tie- downs available for aircraft parking in addition to eight grass tie-downs. A picture of the apron can be seen on the right side of the page. Iowa City Municipal Airport - (IOW) Master Plan AIRPORT INVENTORY Page 2-17 2.10.7. PAVEMENT CONDITION In order to continue to receive federal funding, all airports must implement a pavement maintenance program for any pavement constructed or repaired with federal money. The Iowa DOT Office of Aviation helps airports with this grant assurance by having a research company prepare pavement evaluation reports. All airports within the state are evaluated on a three year cycle. An evaluation update was completed for IOW in November 2014. The evaluation report identifies the Pavement Condition Index (PCI) for each pavement section at the airport. The rating is used to identify pavement improvement needs based on FAA AC 150/5380-7A, Airport Pavement Management Program and American Society for Testing and Materials (ASTM) D5340. The pavement ratings are shown in Table 2-10. Table 2-10 PCI Ratings PCI Rating Color Code Work Repair Levels 81 – 100 Preventive Maintenance 66 – 80 51 – 65 Major Rehabilitation 41 – 50 0 – 40 Reconstruction Periodic pavement rehabilitation projects have been completed at the airport in recent years. Table 2-11 summarizes the PCI rating for each major pavement section at IOW. These areas are graphically represented in Figure 2-4 at the end of this chapter. Table 2-11 Pavement Condition Index (PCI) Ratings Pavement Area Last Construction Date(s) 2014 PCI Runway 7/25 2008 – 2009 95 – 98 Runway 12/30 2009 98 Full Parallel Taxiway 2012 100 Connector Taxiways 1945, 2008 – 2013 48, 96 – 100 Apron 2007 98 Parking Lot 1945 73 Source: IOW Pavement Condition Report (2015), Iowa DOT The pavement at IOW ranges from reconstruction to preventative maintenance conditions. The runways and apron are in excellent condition. Older pavements include the south connector taxiway to the Runway 30 end and the automobile parking lot which will require reconstruction in the near future. Iowa City Municipal Airport - (IOW) Master Plan AIRPORT INVENTORY Page 2-18 2.11. LANDSIDE FACILITIES 2.11.1. ARRIVAL/DEPARTURE (A/D) BUILDING An Arrival/Departure (A/D) building is utilized at a general aviation airport to provide an area for local and transient pilots and passengers to transition to and from the aircraft operations area. The A/D building at IOW was constructed in 1951 and is east of the apron area. The A/D building is approximately 5,400 square feet (see Figure 2-5 at the end of this chapter). Facilities within the building include restrooms, a pilot’s briefing area, a large conference room on the second floor, airport manager and Fixed Base Operator (FBO) offices, and lounge space for local and transient pilots. A picture of the A/D building can be seen on the right side of this page. 2.11.2. AUTOMOBILE ACCESS & PARKING The primary airport access point to the A/D building and automobile parking area is located off South Riverside Drive. The airport access road and automobile parking lot are paved. There are 45 automobile parking stalls near the A/D building. The parking lot is in fair condition and is commonly used by airport business employees, visitors, and transient passengers. Airport tenants commonly park their vehicle adjacent to their aircraft storage hangar (see Figure 2-5). 2.11.3. AIRCRAFT STORAGE Aircraft hangars provide indoor storage for aircraft and aircraft tie-downs provide outdoor storage. Public hangars at IOW include the following: Five, 10-unit T-hangars One, 9-unit T-hangar One, 4-unit mixed hangar One, 2-unit public conventional hangar One conventional hangar (FBO) There is also one private conventional hangar located at the airport (see Figure 2-5). The FBO has a large conventional hangar south of the A/D building. This hangar stores FBO aircraft and also provides transient aircraft storage. There are 14 tie-downs and grass tie-downs for outdoor aircraft storage. In addition to aircraft storage, Building D houses Care Ambulance Service. They store their medical vehicles in this building. Iowa City Municipal Airport - (IOW) Master Plan AIRPORT INVENTORY Page 2-19 2.11.4. AIRPORT FUEL SYSTEM The Airport Commission owns two 12,000 gallon fuel tanks – one for 100LL fuel and one for Jet A fuel. The tanks are operated by the FBO, who also owns and operates a 1,200 gallon 100LL fuel truck, as well as a 2,200 gallon Jet A fuel truck. The FBO is available for full service fueling, however, a credit card reader is available for fuel 24 hours a day. 2.11.5. FIXED BASE OPERATOR (FBO) A common airport tenant is a fixed based operator (FBO). An FBO is a commercial business providing one or more aviation-related services to the general flying public. Examples of these services include aircraft maintenance, flight instruction, charter services, aircraft fueling, aircraft parking, and hangar storage. IOW is served by one multi-service FBO: Jet Air, Inc. – provides aviation services including executive travel, air medical services, aircraft sales, aircraft maintenance, and flight training. Other services include hangar space, aircraft parking, a pilot lounge, lavatory service, oxygen service, and courtesy cars. The aircraft fleet includes six Cessna Citation 500 series jets, a Learjet 35A, a Cessna 402 Businessliner, Cessna 421 Golden Eagle, and a Cessna 425 Conquest I. 2.11.6. AIRPORT MAINTENANCE The Iowa City Airport Commission entered into an agreement with the FBO to provide and monitor the condition of the airport. This includes providing snow removal, grass cutting, and general maintenance services at the airport such as building maintenance, routine hangar maintenance, maintaining runway/taxiway lighting, maintaining signage, fence maintenance, and issuing Notice to Airmen for pilots. Airport maintenance equipment storage is located outside. The Airport Commission provides the FBO with the following equipment: a large truck with a blade, a pickup truck, a tractor with blade, loader, mower, and snow blower attachments, a skid loader, a snow fence, and hand and riding mowers. 2.11.7. FENCING & SECURITY Airport fencing is installed to deter or prevent unauthorized access by persons or vehicles onto airport property. Fencing is typically installed for protection from wildlife, as well as define outer airport property boundaries. There is perimeter fencing located around the majority of the airport except for some areas near Runway 12 and along Willow Creek. A picture of the fencing and a public viewing area located north of the A/D building can be seen in the picture to the right of the page. There are two vehicle access gates, one to the north building area, and one to the south building area. Each requires a code to access the building area. Iowa City Municipal Airport - (IOW) Master Plan AIRPORT INVENTORY Page 2-20 2.11.8. UTILITIES & DRAINAGE Electrical and natural gas service to the airport is provided by MidAmerica Energy. Communication lines including cable and internet are provided by Mediacom and Quest South Slope. The City of Iowa City provides water service through a six-inch water main along Airport Drive. Drainage patterns on the airport are identified in Figure 2-10, at the end of this chapter. Stormwater on airport property travels southeast towards the Iowa River. 2.11.9. AIRPORT PROPERTY Airport property consists of approximately 580 acres, owned in fee by the City of Iowa City. The airport also has acquired approximately 0.36 acres in aviation easements protecting airport airspace and land use compatibility interests (see Figure 2-3). Runway Protection Zone FAA has established land use standards in the form of a Runway Protection Zone (RPZ). An RPZ area is designed to enhance protection of persons and property on the ground in the vicinity of the runway approach. An RPZ has a trapezoidal shape centered along runway centerline. It begins 200 feet beyond the end of each runway. The FAA prefers that the RPZ be clear of structures, and purchased in fee whenever practicable. RPZ dimensions are based on the runway design and approach types established for a runway. According to the FAA, land uses prohibited in the RPZ include buildings, residences, and places of public assembly (i.e. churches, schools, hospitals, office buildings, shopping centers, and other uses with similar concentrations of persons). The FAA in 2012 published interim guidance about land uses within RPZs. If the RPZ dimensions or location change, or if there is a local development proposal, FAA coordination is required for the following land uses: Building and structures Recreational land uses Transportation facilities (including public roads/highways, vehicular parking facilities) Fuel Storage facilities Hazardous material storage Wastewater treatment facilities Above-ground utility infrastructure If the RPZ isn’t proposed to be clear, coordination with the FAA is required. An alternative analysis must be performed to avoid the new land use, minimize its impacts within the RPZ, or mitigate risk to people and property on the ground. There is a separate approach RPZ and departure RPZ for the Runway 25 end due to the displaced threshold on the runway end. The dimensions of the arrival and departure RPZ is the same, however, the footprint of the RPZ are different. The approach and departure RPZ have the same dimensions on other runways. Figure 2-7, at the end of this chapter, depicts the RPZ’s at the airport. Table 2-12 lists the dimensions of the RPZs for each runway end at IOW. Iowa City Municipal Airport - (IOW) Master Plan AIRPORT INVENTORY Page 2-21 Table 2-12 FAA Runway Protection Zone Dimensions Runway RPZ Dimensions (Inner width x length x outer width) 7 500’ x 1,700’ x 1,010’ 25 Approach RPZ 1,000’ x 1,700’ x 1,010’ Departure RPZ 1,000’ x 1,700’ x 1,010’ 12 500’ x 1,000’ x 700’ 30 500’ x 1,000’ x 700’ Source: FAA AC/150 5300-13A Airport Design The Iowa City Airport Commission owns the majority of property within the RPZs to each runway end. However, there are small areas not owned in fee due to the surrounding urban development. Runway 7 RPZ: Approximately 90% of the Runway 7 RPZ is owned in fee. The remaining portion is over Highway 1, which will limit development in this area. Runway 25 RPZ: The Runway 25 approach and departure RPZ areas are owned in fee by either the City of Iowa City or the Airport Commission except for two or three businesses located on the southeast corner of the approach RPZ. Runway 12 RPZ: The airport owns the entire Runway 12 RPZ in fee. This area was purchased in November 2014. Runway 30 RPZ: Half of the Runway 30 RPZ is owned in fee. South Riverside Drive traverses under the RPZ. There is an existing 0.68 acre easement on the east side of South Riverside Drive. Easements allow for airspace protection and restrict the heights of objects in these areas. Ownership of the remaining portions of the existing or future RPZ will be discussed in Chapter 4: Facility Requirements. 2.12. SURROUNDING LAND USE & ZONING Adjacent land use considerations are important in this Master Plan from two perspectives. First, the evaluation of airport improvement alternatives needs to consider existing and future neighboring land uses. Second, development in the vicinity of the airport must meet airport compatibility standards and aviation safety restrictions to protect the airport, those on the ground and in the air. 2.12.1. LAND USE AND GENERAL ZONING INFORMATION Figure 2-6 at the end of this chapter provides aerial imagery and identifies significant built environment elements in the vicinity of IOW. The airport is located within the southern portion of Iowa City, on its southerly border. West Lucas Township is directly south of the airport. To the west, north, and east, the airport is surrounded by existing roadways and urban development, primarily in the form of commercial and light industrial land uses. In addition, Sturgis Ferry Park is directly adjacent to the airport across Riverside Drive east of Runway 25. There are some vacant parcels north of the airport and north of Ruppert road which are available for continued commercial development per local zoning regulation. As can be seen on Figure 2-6, there is land directly south and southwest of the airport which is currently agricultural and which may be developed with other land uses in the future. The identified commercial Iowa City Municipal Airport - (IOW) Master Plan AIRPORT INVENTORY Page 2-22 subdivision was approved by the City of Iowa City in 2005. Figure 2-9, at the end of this chapter, depicts general land use zoning information for the airport and surrounding areas. For the land in Iowa City, this information was provided by the City of Iowa City. For the land in West Lucas Township, this information was provided by Johnson County. The airport itself is in the City’s Neighborhood Public zoning category. It can be seen that the area south of the airport and north of Mormon Trek Boulevard within the City is a combination of Intensive Commercial and Commercial Office, and within the Township is Residential R20 or is unspecified. It may be noted that in the Future Land Use Map in the 2013 Iowa City Comprehensive Plan, the area south of the airport and north of Mormon Trek Boulevard in West Lucas Township is Intensive Commercial to the west and General Industrial to the east. It is recommended that further coordination take place between the City of Iowa City, West Lucas Township, and Johnson County regarding guided land use in the area south of the airport and north of Mormon Trek Boulevard. 2.12.2. AIRPORT ZONING Iowa Code Chapter 329 enables municipalities with airports to adopt, administer, and enforce zoning regulations to prevent airport-related hazards. Under this authority, the City of Iowa City has adopted Airport Zoning Regulations in Title 14 Chapter 6 of the Iowa City Code. Because some of the restricted areas are outside of City limits, Johnson County has jurisdiction and responsibilities for enforcement in those areas. The Airport Zoning Regulations apply overlay zones around the airport to protect people on the ground and the pilots and passengers in the air from incompatible land uses around the airport. The overlay zones can be seen in Figure 2-8 at the end of this chapter. Information on the individual zones is provided below: • Approach Overlay – intended to provide clear airspace along the approach surface to the runway ends. Clearance heights along the approach surface vary depending on the runway end. The clearance height becomes less restrictive the farther it is from the runway end. • Controlled Activity – a critical overlay surface that reflects the RPZ areas for each runway end. The ordinance prescribes limitations in these areas from incompatible land uses. • Transitional Overlay – includes those areas that are parallel to the runway pavement and extend 1,050 feet from the edge of the primary surface. • Horizontal Overlay – elliptical in shape, the zone protects structures from penetrating a 150-foot ceiling above the airport elevation. • Conical Overlay – this area is the outermost zone and has the least number of land use restrictions. The zone begins at the edge of the horizontal overlay and is 4,000 feet in width. The approved airport zoning maps currently depict Runway 18/36 as a useable runway. Since this runway has since been abandoned, it is recommended that zoning be discussed in greater detail in Chapter 4: Facility Requirements. 2.13. ENVIRONMENTAL OVERVIEW The purpose of this section is to provide a general overview of environmental features which should be considered in the future development of the airport. The intent is not to perform detailed analysis, but rather to assemble readily available information in a systematic manner. More comprehensive environmental analysis would be performed during the National Environmental Policy Act (NEPA) process when a future project becomes justified and triggers this type of review. Iowa City Municipal Airport - (IOW) Master Plan AIRPORT INVENTORY Page 2-23 Following FAA guidance, the discussion of existing environmental conditions and considerations are provided in the following sections. Figures 2-10 through and 2-12, at the end of this chapter, depict important environmental considerations in and around IOW. 2.13.1. AIR QUALITY CLASSIFICATION The Clean Air Act (CAA) established National Ambient Air Quality Standards (NAAQS) for six pollutants (particulate matter, ground-level ozone, carbon monoxide, sulfur oxides, nitrogen oxides, and lead) termed “criteria pollutants.” There are no non-attainment areas in Johnson County. General conformity regulations do not apply to a Federal action in an area that is designated attainment for all six criteria pollutants. 2.13.2. AQUATIC CONCERNS Airport Drainage Overall drainage in the area of the airport is east to the Iowa River. General airport drainage flow is depicted on Figure 2-10. Along the northern portion of the airport, drainage runs to the east-northeast via a wetland directly northeast of Runway 12 and ditch along the northern edge of the airport property. This drainage is conveyed under Old Highway 218 via a culvert to discharge to the Iowa River. The western portion of the airport drains to Willow Creek which enters airport property from the northwest and then is aligned along the southern airport boundary until it crosses under Mormon Trek Boulevard approximately 900 feet west of Runway 36. This drainage then is routed along the south side of Mormon Trek Boulevard under Old Highway 218 for discharge ultimately to the Iowa River. The central portion of the airport drains generally east-southeast to a culvert under Old Highway 218 approximately 500 feet northeast of Mormon Trek Boulevard. Drainage from the eastern portion of the airport building area is routed to a culvert under Old Highway 218 approximately 500 feet south of the main airport access road. Rivers As referenced above, Willow Creek passes through the airport and receives drainage from the western portion of the airport. It discharges to the Iowa River after crossing under Old Highway 218 and South Riverside Drive. Willow Creek is not identified as an impaired water. Drainage from the airport ultimately discharges to the Iowa River. Based on a 2010 Water Quality Assessment performed by the Iowa Department of Natural Resources, the reach of the Iowa River that receives airport drainage has been classified as impaired under section 303(d) of the Clean Waters Act. The impaired use is Primary Contact Recreation, and the cause/stressor category is Indicator Bacteria (E. coli). The Water Quality Assessment referenced above states that, while the monitored levels bacteria during the 2006-2008 timeframe were high enough to trigger the impaired classification, they are not excessively high relative to other Iowa rivers. The Iowa River is not classified as by the Iowa DNR as an Outstanding Iowa Water. Wetlands Wetlands can often be a significant issue for municipal airport planning and development. The National Wetlands Inventory (NWI) is compiled and maintained by the US Fish and Wildlife Service. NWI wetlands in the vicinity of IOW are depicted on Figure 2-10. It can be seen that there are no NWI wetlands on the airport and only a limited number of NWI wetlands in the vicinity of the airport. The wetland directly north of Runway 12 is a classified as a Freshwater Pond and the wetland on the south side of Mormon Trek Boulevard is classified as a Lake. Neither of these can be identified on 1930 or 1950 historic aerial photographs. The Clean Water Act affords protection for wetlands by the U.S. Army Corps of Engineers under Section 404 and by the Iowa Department of Natural Resources by Section 401 of the Clean Water Act. Iowa City Municipal Airport - (IOW) Master Plan AIRPORT INVENTORY Page 2-24 Construction, excavation, or filling of wetland habitats may require permit approval, and possibly mitigation of wetland impacts, from both agencies. Floodplains Floodplains are defined in Executive Order 11988, Floodplain Management, as: “…the lowland and relatively flat areas adjoining inland and coastal waters including flood prone areas of offshore islands; including, at a minimum, that area subject to a one percent or greater chance of flooding in any given year.” This definition refers to any area that would be inundated with floodwaters from a 100-year flood. To meet Executive Order 11988, federally approved actions must avoid the floodplain, if a practicable alternative exists. If not practicable alternative exists, actions in a floodplain must be designed to minimize adverse impact to the floodplain’s natural and beneficial values. The design must also minimize the potential risks for flood-related property loss and impacts on human safety, health, and welfare. As identified on Figure 2-11, most of the airport is in the 100-year floodplain as designated by the Federal Emergency Management Agency (FEMA) Flood Insurance Rate Map (FIRM). This means that the area has a 1 percent annual chance of flooding and it triggers regulatory requirements for construction. The Iowa Department of Natural Resources regulates construction in all flood plains and floodways in the state and requires permit approval for construction, excavation or filling within the floodplain. 2.13.3. TERRESTRIAL CONCERNS Soils Figure 2-11 depicts soil types on and around the airport based on US Department of Agriculture Natural Resource Conservation Service (NRCS) classifications. It can be seen that most of the developed portion of the airport is identified as Orthents, loamy. In these areas, original soils have generally been cut away or covered with loamy fill material. Other soils present on the airport include: Wiota silt loam, 1-3 percent slopes Sparta loamy fine sand, 0-2 percent slopes Nevin silty clay loam, 0-2 percent slopes Colo silty clay loam, 0-2 percent slopes Watseka loamy fine sand, 0-2 percent slopes Hoopeston fine sandy loam, 0-2 percent slopes Lawler loam, 0-2 percent slopes Bertrand silt loam, 1-3 percent slopes For the most part, these soils as they are present on the airport are poorly drained to somewhat poorly drained, based on NRCS information. Prime and Unique Farmlands This is not a major environmental category at IOW given that the airport is generally surrounded by urban development. With this context, coordination with NRCS of the US Department of Agriculture regarding airport development projects under the Farmland Protection Policy Act would result in low impact scores. Contaminated Areas Federal, State, and local laws regulate hazardous materials use, storage, transport, or disposal. These laws may extend liability to past and future landowners of properties containing these materials. In addition, disrupting sites containing hazardous materials or contaminants may cause significant impacts to soil, surface water, groundwater, air quality, and the organisms using these resources. Iowa City Municipal Airport - (IOW) Master Plan AIRPORT INVENTORY Page 2-25 In reviewing the Contaminated Sites Database maintained by the Iowa Department of Natural Resources (DNR), there is only one site of potential interest on the airport property. This is a leaking underground storage tank (UST) leaksite on the airport which was reported in August of 2001. The location identified is in the north hangar area. This site received a determination of No Action Required by the DNR on May 16, 2002. Habitat-Endangered/Threatened Species The airport is largely surrounded by urban development which limits the potential for airport development projects to have impacts to protected species and their habitat resources. The areas that are most likely to provide animal habitat in the general vicinity of the airport are: a) the band of woods on either bank of Willow Creek, and b) relatively limited riparian vegetation along the Iowa River directly east of the airport. The US Fish and Wildlife Service compiles a list of federally protected species organized by county within the US. The species identified for Johnson County, along with their habitat as described by USFWS are summarized in Table 2-13. Table 2-13 Federally Protected Species in Johnson County Species Habitat Indiana bat (Myotis sodalist) Status: Endangered Summer habitat includes small to medium river and stream corridors with well-developed riparian woods. Winter habitat for hibernation is primarily in a relatively limited number of caves that meet their physical requirements. Northern long-eared bat (Myotis septentrionalis) Status: Proposed by USFWS for Endangered Summer habitat include live and dead trees underneath bark, in cavities, or in crevices. Use tree species based on suitability to retain bark or otherwise provide cavities or crevices. Winter habitat for hibernation is in caves and mines. Eastern massasauga rattlesnake (Sistrurus catenatus catenatus) Status: Candidate Wet areas including wet prairies, marshes and low areas along rivers and lakes. Higgins eye pearlymussel (Lampsilis higginsii) Status: Threatened Iowa River. Prairie bush clover (Lespendeza leptostachya) Status: Threatened Dry to mesic prairies with gravelly soil. Eastern prairie fringed orchid (Platanthera leucophaea) Status: Threatened Mesic to wet prairies. Western prairie fringed orchid (Platanthera praeclara) Status: Threatened Wet prairies and sedge meadows. Based on the information provided above, it appears unlikely that development projects at the airport would have significant impacts to federally protected species, assuming proper design in accordance with applicable regulatory requirements. However further review and coordination with appropriate agencies would be required as part of the NEPA review process for future projects. Iowa City Municipal Airport - (IOW) Master Plan AIRPORT INVENTORY Page 2-26 2.13.4. CULTURAL RESOURCES Residential and Parks Most of the developed land use directly adjacent to the airport is commercial. However, there is a large (approximately 80 acres) manufactured housing park directly south of the airport on the south side of Mormon Trek Boulevard (see Figure 2-6). These areas often have Environmental Justice characteristics. Under Executive Order 12898, federal actions may not have disproportionately high and adverse impacts on low income or minority populations. Federal actions would in this case include significant improvements to IOW. Environmental Justice is one of the impact categories that needs to be addressed in environmental review documents prepared to comply with NEPA requirements. Park locations are depicted on Figure 2-6. It can be seen that there are many parks/open spaces in the general vicinity of the airport, including 15 within one mile: Benton Hill Park Sand Lake Park Brookland Park Sand Prairie Open Space Harlocke Hill Park Sturgis Ferry Park Kiwanis Park Tower Court Park Mesquakie Park Villa Park Napoleon Park Wetherby Park Ned Ashton Park Willow Creek Park Ryersons Woods Park One of these, Sturgis Ferry Park, is directly adjacent to the airport, approximately 200 feet east of the Runway 25 threshold on the other side of Old Hwy 218. This is a 38 acre park which includes boat ramps for access to the Iowa River. Given the abundance of parks surrounding the airport, improvement projects need to consider the potential for impacts to parks. Historic and Archeological According to the National Park Service there are 11 individual properties and one Historic District that are currently listed on the National Register of Historic Places (NRHP) within one mile of existing airport property. None of these NRHP-listed properties is on airport property, however, IOW itself is inventoried as being considered eligible for NRHP-listing. Additionally, there are numerous standing structures within one mile of that are inventoried by the State Historic Preservation Office, with and without a formal evaluation of NRHP-eligibility. The files of the Office of the State Archaeologist (OSA) contain 50 records for known archaeological sites within one mile of the airport. Of these 50 sites, 34 contain prehistoric components and 28 contain historic components. None of these sites is located on or immediately adjacent to airport property, however, according to the OSA files, less than 20% of existing airport property has been surveyed for cultural resources and it possible that cultural resources are present that have not been identified. These properties and the previously-surveyed areas are depicted in Figure 2-12. Future improvements at IOW are likely to require Section 106 consultation to consider specific potential impacts to cultural resources. ^_Iowa City MunicipalAirport LEEAPPANOOSEDAVISVANBUREN DESMOINES MONROE WAPELLO JEFFERSON HENRY LOUISA MAHASKA KEOKUK WASHINGTON MUSCATINE SCOTT JASPER POWESHIEK IOWA JOHNSON CEDAR CLINTON TAMA BENTON LINN JONES JACKSON GRUNDY BLACKHAWK BUCHANAN DELAWARE DUBUQUE BUTLER BREMER FAYETTE CLAYTON Map Document: C:\Users\christopherga\Desktop\AVIA_Transfers\IACY\ESRI\Maps\MP_FIGURES\CH2\107851_Fig1_2CH.mxd Date Saved: 11/4/2014 11:05:26 AM Iowa City Master Plan Iowa City Municipal Airport Figure 2-1 Airport Vicinity Map Legend ^_Iowa CityMunicipal Airport Johnson County 0 15 Miles I Source: ESRI, IOWA DNR, Johnson County CLIENTLOGO ^_ Iowa City MunicipalAirport Willo w C r e e k In Iow a R i v e r12 307 25Runw a y 1 2 / 3 0 3 , 9 0 0 ' X 7 5 ' Runway 7/25 5,004' X 100' UNIVERSITYHEIGHTS WEST LUCAS TWP IOWA C ITY WEST LUCAS TW PIOWA CITY I O W A C I T Y E A S TLUCAST W PKESWICK DRBRIARDRTEGDREALINGDR PLAEN VIEWDR EVA S H E V S K I DR WESTWINDSDRKOSER AVEGRYN DRGILBERT CTDANE RDDANE RDJOHNSON STCLARK STWEEBERSTSTAD IUMDR SANDUSKY DR PLUM ST SOUTH RIVERSIDE DRIVEDODGE STOLIVE CTS DUBUQUE STRIDGE STKITTY LEE RDNAPLES AVEHAWKINSDR M O R M O N TREK B LVD SUNSETSTMCC O L L I S T E R CT US 6 WESTGATE STBARTLETT RD S P E NCE RDRABBEY L N ABER AVE MARCY STKEOKUKCT CROSS PARK AVE O A KCRE STAVE DENBIGHDR MAIDEN LNCRESCENT STMELROSE CTMILLER AVEHUDSON AVEDOUGLAS ST SEYMOURAVE SANDRDJEFFREY STSCAPITOLSTE COURT ST S CAPITOL STPAGE ST JENSEN STLUCAS STCALVINAVE SGRANDAVELUKIRKSTSOUTHGATE AVE LITTLECREEKLNABURDEENCTCLARK STISAAC WALTON RD VAN BUREN STBROADWAY STOLYMPIC CT MYRTLE AVE N LINN STN CLINTON STFINKBINECOMMUTERDRN DUBUQUE STSUMMITSTEVANS STLUCAS STBOWERY ST MARKET ST PETSEL PL 2ND ST E JEFFERSON ST EARL RD 3RD ST IOWA AVE DI ANAS TWEBSTER STCOLL CT MAIDENLNMAPLE ST P R AI RI EM EADO WDR GOVERNOR STBIRCHSTHOLLYWO O D BLVD CLAPPSTGRANDAVE WBURLINGTONST E BENTON ST OAKCRESTHILLRDNEIOWA AVE W BENTON ST HAWKEYEPA RK RD S MADISON STS LINN STDANE RDMELROSE AVE 1ST ST A S P E N C TS RIVERSIDE DRWOOLFAVEIOWA 1US 2 1 8 TOWER CT I°MCCOLLISTE R B L V D Pr operty Prop e r t y STURGISFERRY PARK Iowa City Master Plan Iowa City Municipal Airport Figure 2-2 Airport Location Map CLIENTLOGO Legend I Source: ESRI, IOWA DNR, Johnson County Airport Iowa City Township Easements Parks 0 2,000 Feet J z 2 A <:::<:::<:::<:::ASO S C riticalArea$Precision Approach PathIndicator Lights (PAPI)$Precision Approach PathIndicator Lights (PAPI)$Segmented Circle$Wind Cone $Airport Beacon $ASOS$REILs $ REILs 12Runway 7/25 5,004' X 100' Runw a y 1 2 / 3 0 3 , 9 0 0 ' X 7 5 '307 Apron Willo w C r e e k Iow a R i v e r$808' Displaced Threshold Parallel Taxiway M O R M O N T R E K BLVD ASHLEYDRIOWA 1SOUTHGATE AVE WILLOW CREEK DR BANGOR CIR US 6 COMMERCIAL CT HAFOR DR EDINGALEDRWATERFRONT D R RIVERSIDE DRPENKRIDGE DRWILLOWCREEKCTIMPERIAL CT WATERFRONT DR HIGHLAND AVEPENFRO DR WREX HAM DR M O R M O N TRE K BLVDGRACE DRABER AVE SGILBERTSTS GI L B E RT S T STEVENS DR STEVENSDRDENBIGH DR SUNSETSTSUNSET STWEEBER STCARDIFFCIR OLD HIGHWAY 218OLDHIGHWAY218WYLDE GREEN RDCOMMER C IAL DREALING DR EALING DRRUPPERT RD Prope r ty PropertyPropertyProperty PropertyProperty Prop e r t y Property PropertyPr oper t yPropertyIowa City Master Plan Iowa City Municipal Airport Figure 2-3 Existing Airport Layout Legend I 0 600 FeetSource: ESRI Imagery, City of Iowa City, Johnson County Airport Boundary Runway Protection Zone (RPZ) Easements 12Runway 7/25 5,004' X 100'25Runw a y 1 2 / 3 0 3 , 9 0 0 ' X 7 5 '307 Pr oper t y PropertyPropertyProperty PropertyProperty Prop e r t y PropertyPropertyPr oper t yPropertyM O R M O N T R E K BLVD ASHLEYDRIOWA 1SOUTHGATE AVE DANE RDWILLOW CREEK DR BANGOR CIR US 6 COMMERCIAL CT HAFOR DR EDINGALEDRWATERFRONT D R RIVERSIDE DRPENKRIDGE DRWILLOWCREEKCTIMPERIAL CT WATERFRONT DR HIGHLAND AVEPENFRO DR WREX HAM DR M O R M O N TRE K BLVDGRACE DRABER AVE SGILBERTSTS GI L B E RT S T STEVENS DR STEVENSDRDENBIGH DR SUNSETSTSUNSET STWEEBER STCARDIFFCIR OLD HIGHWAY 218OLDHIGHWAY218WYLDE GREEN RDCOMM ER C IAL DREALING DR EALING DRRUPPERT RD Iowa City Master Plan Iowa City Municipal Airport Figure 2-4 2014 Pavement ConditionIndex (PCI) Rating Map Document: C:\Users\christopherga\Desktop\AVIA_Transfers\IACY\ESRI\Maps\MP_FIGURES\CH2\107851_Fig4_2CH.mxd Date Saved: 11/23/2015 9:26:22 AM Legend I 0 600 FeetSource: City of Iowa City, Johnson County Airport Boundary Easements PCI Rating 0-10 11-25 26-40 41-55 56-70 71-85 86-100 J z 2 A <:::<:::¬«A¬«B¬«C ¬«D ¬«E ¬«F ¬«G ¬«H ¬«M ¬«I¬«K ¬«J ¬«L$Precision Approach PathIndicator Lights (PAPI)$Segmented Circle$Wind Cone $Airport Beacon $ASOS $REILs Runway 7/25 5,004' X 100' Runw a y 1 2 / 3 0 3 , 9 0 0 ' X 7 5 '9-Unit T-Hangar10-Unit T-Hangar10-Unit T-HangarIow a R i v e r10-Unit T-Hangar10-Unit T-Hangar10-Unit T-Hangar$A/D Building Apron $Conventional HangarFBO Building Parallel Taxiway Abandoned Runway$Airport Access Road $Auto Parking $ CareAmbulanceService $PublicConventionalHangars $PrivateConventionalHangar $2-Unit PublicConventionalHangar$4-Unit Mixed Hangar Sout hRi v er s i deDri v e SGI LBERTSTRIVERSIDEDRIMPERIAL CT SOUTHGATE AVE STEVENS DR STEVENS DRPropertyPropertyProperty Iowa City Master Plan Iowa City Municipal Airport Figure 2-5 Existing Building Area Map Document: C:\Users\christopherga\Desktop\AVIA_Transfers\IACY\ESRI\Maps\MP_FIGURES\CH2\107851_Fig5_2CH.mxd Date Saved: 2/3/2015 8:56:07 AM Legend I 0 300 FeetSource: ESRI Imagery, City of Iowa City, Johnson County Airport Boundary !!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!! ! ! ! ! ! ! ! !!! ! ! ! ! ! ! ! !!!!!!!!!! ! ! ! ! ! ! ! ! ! ! ! ! !!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!nm î nm nm nm înm nm î nm înmî nmnm nm nm nm nmÆP nmIHIH îî îînmî ÆP nmînmîînmnm ïnmÆPnmÆP nmnmînmînmnmnmnmnm nmnmnm înmîîîîînmnmnmnmnm nm nm nmÆPîîÆPîIH nmî ÆP înm nmÆPîî Runway 7/25 5,004' X 100' Runw a y 1 2 / 3 0 3 , 9 0 0 ' X 7 5 ' Iow a R i ve r I° In $ManufacturedHousingDevelopment West Lucas Township Iowa City University Heights $Approved CommercialSubdivision US 2 1 8 IOWA 1S RIVERSIDE DRUS 6 1ST ST NAPLES AVEMELROSEAVE RIVERSIDEDRD A N E RDE BENTON ST W BURLINGTON S T SRI VERSI DEDRROHRET RD MCCOLLISTERBLVD 3RD ST 2ND ST RIVERSIDEDRW HARRISON ST BOWERY ST W COURT ST DANE RDWILLOWCREEKCTMYRTLE AVE I ST S A N D R D LUKIRKSTLO W E R M U S C A T I N E R D E COURT ST GRACE DRF ST BARTLETT RD GREENW OODDRKITTY LEE RDRUPPERT RD OAK CREST HILL RD SEOLDHIGHWAY218MAIER AVEMAIER AVEProperty Prop e r t y KIWANISPARK RYERSONWOODS FAIRMEADOWSPARK HIGHLANDPARK MERCERPARK BLACKHAWKPARK OAKGROVEPARK CREEKSIDEPARK VILLAPARK BROOKLANDPARK COLLEGEGREEN PARK WHISPERINGMEADOWSWETLANDS COURTHILL PARK HARLOCKEHILL PARK SYCAMOREGREENWAY LONGFELLOWNATURETRAILBENTONHILL PARK NED ASHTON PARK MESQUAKIEPARK NAPOLEONPARK BICYCLETRAIL SOUTHSYCAMOREGREENWAY SANDPRAIRIE STURGISFERRY PARK HUNTER'SRUN PARK WILLOWCREEKPARK TOWERCOURT PARK WETHERBYPARK JOHNSONCOUNTYFAIRGROUNDS Iowa City Master Plan Iowa City Municipal Airport Figure 2-6 Built Environment & CompatibleLand Use Considerations Map Document: C:\Users\christopherga\Desktop\AVIA_Transfers\IACY\ESRI\Maps\MP_FIGURES\CH2\107851_Fig6b_2CH.mxd Date Saved: 2/2/2015 10:50:02 AM Legend I 0 1,800 FeetSource: ESRI Imagery, City of Iowa City, Johnson County Airport Boundary Iowa City Boundary !!!!!!!1 Mile Airport Buffer ï Cemetery nm College / University ÆP Hospital/Polyclinic IH Library î Place of Worship nm School Parks Runway 7/25 5,004' X 100' Runw a y 1 2 / 3 0 3 , 9 0 0 ' X 7 5 ' 7 3012In $ 808' Displaced Threshold Proper t yPropertyPropertyProperty PropertyProperty Prop e r t y Property Iowa City Master Plan Iowa City Municipal Airport Figure 2-7 Runway Protection Zone (RPZ) Dimensions Map Document: C:\Users\christopherga\Desktop\AVIA_Transfers\IACY\ESRI\Maps\MP_FIGURES\CH2\107851_Fig7b_2CH.mxd Date Saved: 2/2/2015 10:51:50 AM Legend I 0 600 FeetSource: ESRI Imagery, City of Iowa City, Johnson County Airport Boundary Easements Runway Protection Zone (RPZ) Primary Surface Dimensions RUNWAY Base Length Outer Width 12/30 500' 1,000' 700' 7/25 500' 1,700' 1,010' RPZ DIMENSIONS î î nmî nm nmnm nm înm nm înmînmînmnmî nm nm nm nmÆP nmIHIH îîîînmî ÆPÆP înmînmîînmnmïnmÆPnmÆPnmnmînmînmnmnmnmnmnmnmnmnmînmîîîîînmnmnmnmnmnmnm nmnmÆPîîÆPîIHnmîÆPînmnmnmÆPîîînmnmîÆPÆPÆPîÆPîîîÆPîÆPÆPÆP nmÆPÆPÆPîînmnmîîînmnmnmnmînmnmî ÆPnm ï nmÆPnmÆPnm ïnmÆPÆPÆPÆPÆPnmIH Runway 7/25 5,004' X 100' Runw a y 1 2 / 3 0 3 , 9 0 0 ' X 7 5 ' Iow a R i ve r Property Iowa City Master Plan Iowa City Municipal Airport Figure 2-8 Airport Zoning Map Document: C:\Users\christopherga\Desktop\AVIA_Transfers\IACY\ESRI\Maps\MP_FIGURES\CH2\107851_Fig8_2CH.mxd Date Saved: 2/2/2015 10:52:43 AM Legend I 0 3,000 FeetSource: ESRI Imagery, City of Iowa City, Johnson County Airport Boundary Iowa City Boundary Airport Zoning Approach Overlay (AO) Controlled Activity (CA) Conical Overlay (CO) Horizontal Overlay (HO) Transitional Overlay (TO) ï Cemetery nm College / University ÆP Hospital/Polyclinic IH Library î Place of Worship nm School Parks Runway 7/25 5,004' X 100' Runw a y 1 2 / 3 0 3 , 9 0 0 ' X 7 5 'S LUCAS STHOLLYWO O D BLVDS JOHNSON STMUSCATINEAVESRIVERSIDEDR GINTER AVEMILLER AVEM E L R O S E A V E HOLLYWOODBLVDMORMON TREK BLVDS7AVETAYLOR DRW BENTON ST ALPINEDRLA NGEN BE R G A VESVANBURENST E COURT ST WIL S O N S T 4 AVEBIRCHSTHEINZR DCLARK STDEFOREST AVE SOME RSETLNMYRTLE AVE GRAND AVE MELROSEAVE WATERWAY DR S DUBUQUE STS GOVERNOR STWASHINGTONPARK RDCRESCENT STRIVERSIDEDRFINKBINECOMMUTERDRRAVEN CT KIRKWO ODCT ABBEY L N CLARK CT GRANDAVE E 1 ST INDIGO D ROAKLAND AVEW HARRISON ST 5 AVEE COURT ST SHERIDAN AVE LOWERMUSCATINE RD WAYNE AVE S TU RGISC O RNERDR RIVERSIDEDRBEACH VIEW DR UNKNOWN CLARK STYEWELL STGRYNCTDICKENSON LNWESTGATE STWADE STLAFAYETTE ST WILLIAM STMAIDEN LN5 AVEHIGHWAY 6 E T ERRA P IND R STERLING DR E COLLEGE ST MACBRIDEDR BLUESTEMCT LINDENCTUNKNOWNBROO KWOOD DR CALVINCT LO W E R M U S C A T I N E RDDEARBORN STPINE STHOLLYWOOD BLVD MEADO W S TASHLEYDR BST DENBIGHDR MARCYSTJUNIPER DRWEBSTER STD E RWEND R BRADFORD DR MAYFIELD RD SPE NCERDRMARCY STCOURTSTREETPLMELROSE CTUPLAND AVEPAGE ST PLUM STLUCON DRSHRADERRDWET H ERB Y D R 4 AVE HOWELLSTSHERMAN DRHIGHWAY1WAPPLECT HAFORDR LUKIRKSTCOLLEGECTMILLERAVEOLDHIGHWAY218SC ST ASH STE 3 ST H ST ESSEXSTSPRUCESTFRANKLIN STTOULO NJACKSONAVE CENTER AVE PALMERC IRLEAMERCTMICHAELSTHIGHLANDCTSTREBSTROHRETRD SYLVANGLENCT MCCOLLISTER CT E 2 ST ARBORDR BALSAM CTFAIRVIEWAVESPRING STGOL F V I E W A V E CROSBY LN PETSELPL S CAPITOLSTS CAPITOL STGARDENSTVESTI LN CARVERSTS LINN STBOWERY STSDUBUQUESTE WASHINGTON ST J ST W WASHINGTONST WALNUT ST D ST I ST A ST F ST W BURLINGTON S T F ST G ST WARW I C K CIR SEYMOURAVE ESTHERCTHIGHWAY 6 EMAIDENLNBROADWAY STEASTWOOD DR SOUTHLAWNDRG IL MOREC T WA K E F IEL DCTMORMON TREKBLVD ABER AVE THISTLECTIMPE RIALCT S VAN BUREN STCASCADELN ASPE N CT CORNELL AVE MORMON TREK BLVD GIBLINDRRADCLIFFEAVE 4 AVEE ST DE GAULLENEVADAAVE5 AVEMELROSECIRCANNESBORDEAUX I ST CRO SS PARK AVEB STMELROSEPL HIGHST IN DIGOCTA STSHIRKEN DRABURDEE NCTCARRIAGEHLLITTLECREEKLNSTERLINGCTDOWNEYDR O L D E OAKLNSW MOSS WOOD LN MCCOLLISTER B LVDBAY RIDGE DR G R EENWOODDRWALESSTM I NE R A L P OI N T L NHIGHWAY1SW ANISTONSTLINDENRD NAPOLEONLNCAMBRIACTO AKCREST STUN KNOWNESCORT LN EAG L E VIEW DR CALVINAVE GLENCREST DRPRIM R OSECTJEMACT SIERRA CT CAR R OLLSTARTHURSTC S T MONROESTSPR U CESTMAHASKADRH A WK I N S DRBUR RYDRJEFFREY STHI G H W A Y 2 1 8 S W WILLOW CREEK DR OLD HIGHWAY218LA KE RID GEAVESE TOWER CT GRACEDRASTERAVE GRASLONDR G L E A S ON AV EFLATIRONAVE HIGHWAY6EPENKRIDGEDR UNKN OWNHI G H W A Y 2 1 8 S EHIGHWAY218 S W SYCAMORE ST SEMALL DR S A N D R D S E RUPPERT RD HI G H W A Y 2 1 8 S E S DODGE STFRIENDSHIP ST VILLAGERDVILLAGERDORCHARD STS1AVES 1AVEINDUSTRIALPARKRDSYCAMORE STRIDGE STRUSHM O R E DR DIANA STNAPLESAVE SUNSETSTS DUBUQUE STCHARTRESTEGDRTEGDR3 AVEDANE RD SESSUMMITSTKOSER AVEKOSER AVE SANDUSKY DR HIGHW AY218SE RIVIERABLVDRUSSELLDRELLIOTTCT6 AVEUNION RDDOVER STPADDO C K C IR DOUG LAS SC T HIGHLAND D R B R OOKSIDE D R OXEN LNCRANDICRAILROADPEPPER DR E ALING DR CLOV ERST SPRUCESTKESWICK DRWYLDEGREENRDSTEVENS DR GRANTWOODSTESTHER STMIAMI DRWEEBERSTESTRONSTBANCROFT DRCATSKILLC T PINE STDAVIS STP LAENVIEWDR BOYRUM STWILLOW STMORNINGSID EDRRAVEN ST LONGFELLO WCTBARTELTRD WOODSIDEDR LE HARVES GILBERT CTWESTERN RDPOTOMACDR SGRANDAVEWEST SIDE DRBRIAR D RALYS S A CTS W MARIETTA AVE EVASHEVSKIDRKITTY LEE RD SW2 AVEOLIVE CTGLENNDRTAL WRNCTHUDSON AVESRI VERSIDEDRTRI PLECROWNLNWESTWIN D S DR PENFRODR REGALL NAMBER LNEMERALD STNAPLESAVESWUNKNOWN Iowa City Master Plan Iowa City Municipal Airport Figure 2-9 Airport, County &City Zoning Map Legend I 0 2,000 FeetImagery Source: ESRI Approach Overlay (AO) Controlled Activity (CA) Conical Overlay (CO) Horizontal Overlay (HO) Transitional Overlay (TO) Iowa City Zoning Central Business Central Business Service Central Business Support Community Commercial Intensive Commercial Neighborhood Commercial Commercial Office General Industrial ID-Multifamily ID-Single Family Neighborhood Public Institutional Public Planned High Density Multi Family Low Density Multifamily Medium Density Multifamily High Density Multifamily Neighborhood Stabilization Residential Neighborhood Stabilization Residential Rural Residential Low Density Single Family Medium Density Single Family High Density Single Family Johnson County Zoning Rural Rural Residential Commercial Agri-Business Highway Commercial Heavy Industrial Residential Residential R20 Residential R5 Multi-Family Residential Manufactured Housing Residential Urban Residential Iowa City Boundary NOTE: ZoningInformation withincity limits providedby the City of IowaCity. Zoninginformation outsidecity limits providedby Johnson County. Runway 7/25 5,004' X 100' Runw a y 1 2 / 3 0 3 , 9 0 0 ' X 7 5 ' Iow a R i v e r a a a a a257 3012aa a aaa a aa a a a aa a a aa aaaaaaaaa K» a Willow C r e e k Willow Cree k S RIVERSIDE DRMORMON TREK B L V DUS 2 1 8 IOWA 1OAKCRESTHILLRDSEN A P L E S AVERIVERSIDEDRBROADWAY STUS 6 MCCOLLIST E R B L V D DANE RDIMPERIAL CTHIGHLAND A V E SOUTHGATE AVE GRACE DRNERAMPCURV S A N D R D ESCORT LNKITTY LEE RDS G I L B E R T S T RUPPERT RD OLDHIGHWAY218OLDHIGHWAY218NW RAMP CURV7607207006806506407507 4 0 710700 680670660 710 690 740 7 3 0 710 7 0 0 7206907507407 2 0 710 700750740730710760750 7707607507307607507607407 6 0750740 750740 74 0 730 730720 720 7 1 0 700 6907 6 0 750740 730 73 0 720 670 660 660650660650770760760 750 740730710700710700 650 640650 6406506406 5 0 640650 640 65 0 640730760 740 730750 740750730730710 720 720 710 690 670 680760760760 760 750 750750 75075 0 740740 740 7 3 0730 720720 720 720 7 1 0 710 71071071071070 0 71071 0 710 710 700700 700690 700 7006906 9 0 680680680 670 670 670 660660 650650 660660 650650 6 5 0 650 650650650 650 640650640 650650 650 650650 650 650 650650 650650650650650640640770740 690 660 660 650 650650 650 650 650 650 650 650 650 650 650 640640640 640 640 640 640 640 PropertyPropertyProperty Property Property Iowa City Master Plan Iowa City Municipal Airport Figure 2-10 Natural Environment Map Document: C:\Users\christopherga\Desktop\AVIA_Transfers\IACY\ESRI\Maps\MP_FIGURES\CH2\107851_Fig10_2CH.mxd Date Saved: 2/2/2015 10:54:36 AM Legend I 0 1,000 FeetSource: ESRI Imagery, City of Iowa City, Johnson County Airport Boundary National Wetlands Inventory d General Drainage Intermediate Contours 10' Index Contours Runway 7/25 5,004' X 100' Runw a y 1 2 / 3 0 3 , 9 0 0 ' X 7 5 ' Iow a R i v e r 7 253012I°PropertyPropertyPropertyProperty Property MORMONTREKBLVD SANDUSKYA V E US 2 1 8 IOWA 1S RIVERSIDE DRASHLEYD R US 6 ASPEN C T 1ST ST RIVERSIDEDRKIR K W O O DCT DANE RDWALDENRDGINTER AVE S G I L B E R T S T WILLOW CREEK DR BROADWAY STW BENTON ST HOLLYWO O D B L V D GRYNCTKIRKWOOD AVE HOLLYW O O D BLVDDIANASTCARROLL STBOYRUM STKEOKUKSTED IN G ALEDRGIBLINDRMCCOLLIST E R B L V DMILLERAVE3RD ST EARL RD PICKARD ST2ND STSTREB STSPRINGSTGEORGESTBALSAMCTRIVERSIDE DRCHESTNUTCT ROOSEVELTSTOAKCRESTHILLRDSERIVERSIDEDR FLORENCEST DANE RDWILLOWCREEKCTDERWEN DR W O O D B ER RY C T OLYMPIC CT IMPERIAL CTBROADWAY STDIANAC TCLARK STDEFORESTAVE EUC L ID AVESUMMIT STLUCAS STABURDEENCT WEBSTER STWATERFRONTDRVAN BUREN STGILBERT CTSCLINTONSTHIGHLAND CTHI G HLA ND A V E SOUTHGATE AVESDUBUQUES T W E S T W I N D S DR COTTONWOODAVEHOWELL STHICKORYC TMAIDEN LNSPENCERDRMARCYSTBURRY DRJEFFREY STDOUGLAS ST KATHLIN D R GRACE DRFLANIGAN CT HUDSON AVEMILLER AVEFRIENDLY AVEGRASLONDR NERAMPCURV DENBIGHDRCROSS PARK AVE KEOKUK CT MARCY STABER AVEABBEYLN CA E D R HAFORDR ESCORT LN MCCOLLISTERCT SUNSETSTSUNSETST NAPLES AVENAPLESAVEKITTY LEE RDRIDGE STRUPPERT RD OXENLN STEVENS DR STEVENSDRPLUM ST OLDHIGHWAY218OLDHIGHWAY218WEEBER STPEPPER DR PEPPERD RDODGE STBOYRUM STG RYN DREMERALD STCAMBRIACTWESTGATE STLAUREL S TCARROLLSTHARLOCKEDRDOUGLAS CT PLAENVIEWDR PLAEN VIEWDRTALWRN CTORCHARDSTWYLDEGREENRDC O M M E R C IA L DRESTRON DREALING DR TEGD RTEGDR A RB U RY D R ARBURY DR SE RAMP CURV BRIAR DR PENFRO DR WESTSIDEDRDOLANPLDOLANPL 163C,Fayette 163C,Fayette 793,Bertrand 163G,Fayette163D3,Fayette 163E2,Fayette80D2,Clinton 120B,Tama80D2,Clinton 80D2,Clinton 5040,Udorthents,loamy 7, Wiota 163D2,Fayette80C2,Clinton 80C2,Clinton 11B,Colo 291,Atterberry442D2,Tama 5010,Pits, sandand gravel 520,Coppock 120B,Tama 163E3,Fayette 729B,Arenzville 120C2,Tama80D2, Clinton 41B,Sparta76D2,Ladoga 293F,Fayette133,Colo 226,Lawler 88,Nevin W, Water 76B,Ladoga 76B,Ladoga 76B,Ladoga 76B,Ladoga 65F2,Lindley 173,Hoopeston 976,Raddle 793,Bertrand 163D2,Fayette 162D2,Downs 76D2,Ladoga 162C2,Downs163E3,Fayette 76C2,Ladoga 76C2,Ladoga 163C,Fayette 163F,Fayette 43,Bremer 163E3,Fayette 120C,Tama 120B,TamaW, Water 65F,Lindley 41B,Sparta 1315,Spillville 41,Sparta 226,LawlerW, Water75,Givin 163E2, Fayette 41,Sparta 162C,Downs 162C,Downs 7, Wiota 163D,Fayette 520,Coppock 484, Lawson 688,Koszta 520,Coppock 226,Lawler 120B,Tama88,Nevin 11B,Colo 11B,Colo 120C2,Tama 120B,Tama 7, Wiota 163E3,Fayette 41,Sparta 5040,Udorthents,loamy 41B,Sparta 88,Nevin 5040,Udorthents,loamy 163D2,Fayette 162B,Downs 163D,Fayette 162C,Downs 793,Bertrand 162B,Downs 175B,Dickinson 5010,Pits, sandand gravel 41B,Sparta 80D2,Clinton 163E2,Fayette 163D3,Fayette 88,Nevin 162C2,Downs 163F,Fayette 41,Sparta 11B,Colo 163D,Fayette 163D,Fayette11B,Colo 729B,Arenzville 120B,Tama163F2,Fayette 65F,Lindley 320,Arenzville W, Water 88,Nevin 120B,Tama 133+,Colo 80D2,Clinton 88,Nevin 160,Walford 43, Bremer 160,Walford 120C2, Tama163E2,Fayette 141,Watseka 122, Sperry 163E2,Fayette 163D2,Fayette 173,Hoopeston 41C,Sparta 163D2,Fayette163D2,Fayette 163D2,Fayette 163D,Fayette 163D,Fayette 11B,Colo 793,Bertrand 11B,Colo 163D2,Fayette 88,Nevin 163E3,Fayette163E2,Fayette 162D2,Downs 133,Colo 11B,Colo W, Water 688,Koszta 163C2,Fayette 41,Sparta 7, Wiota 163E2,Fayette 428B, Ely 163E2,Fayette 80C2,Clinton 80C2,Clinton 162C,Downs 163E3,Fayette 793,Bertrand80D2,Clinton 88, Nevin 80D2,Clinton 1315,Spillville 826,Rowley 122,Sperry173,Hoopeston 428B,Ely 133,Colo 41B,Sparta 428B,Ely 727,Udolpho163E3,Fayette 178,Waukee80D3,Clinton 163B,Fayette 163E2,Fayette 41,Sparta 41D,SpartaW, Water 729B,Arenzville 11B,Colo163F2,Fayette 178,Waukee520,Coppock 122,Sperry 793,Bertrand 162C2,Downs 41,Sparta 88,Nevin 5040,Udorthents,loamy 430,Ackmore 88,Nevin 162D2, Downs 80D3,Clinton 428B,Ely 291, Atterberry41D,Sparta 485,Spillville173,Hoopeston 11B,Colo 163D2,Fayette 178,Waukee 80D2,Clinton W, Water75,Givin 5010,Pits, sandand gravel 88,Nevin W, Water 80C2,Clinton 80C2,Clinton 80C2,Clinton 688,Koszta163E2,Fayette 520,Coppock W, Water 80D2,Clinton 41D, Sparta 80D2,Clinton 175B,Dickinson 163F2,Fayette 76C2,Ladoga 76C2,Ladoga 175C,Dickinson 160,Walford793,Bertrand163E2, Fayette 163E2,Fayette 976,Raddle Iowa City Master Plan Iowa City Municipal Airport Figure 2-11 Soils & Floodplain Map Document: C:\Users\christopherga\Desktop\AVIA_Transfers\IACY\ESRI\Maps\MP_FIGURES\CH2\107851_Fig11_2CH.mxd Date Saved: 2/2/2015 10:55:59 AM Legend I 0 1,000 FeetSource: ESRI Imagery, City of Iowa City, Johnson County Airport Property Soils FEMA DFIRM Flood Zones AE AH Series Drainage Taxonomic ClassAckmore Somewhat poorly drained Aeric Fluvaquents, Fine-Silty, Mixed, Nonacid, MesicArenzville Moderately well drained Typic Udifluvents, Coarse-Silty, Mixed, Nonacid, MesicBertrandWell drained Typic Hapludalfs, Fine-Silty, Mixed, MesicBremerPoorly drained Typic Argiaquolls, Fine, Montmorillonitic, MesicColoPoorly drained Fine-Silty, Mixed, Superactive, Mesic Cumulic EndoaquollsCoppockPoorly drained Fine-Silty, Mixed, Superactive, Mesic Mollic EndoaqualfsDownsWell drained Mollic Hapludalfs, Fine-Silty, Mixed, MesicFayetteWell drained Typic Hapludalfs, Fine-Silty, Mixed, MesicHoopeston Somewhat poorly drained Aquic Hapludolls, Coarse-Loamy, Mixed, MesicKoszta Somewhat poorly drained Udollic Ochraqualfs, Fine-Silty, Mixed, MesicLadoga Moderately well drained Fine, Smectitic, Mesic Mollic HapludalfsLawler Somewhat poorly drained Aquic Hapludolls, Fine-Loamy Over Sandy Or Sandy-Skeletal, Mixed, MesicLawson Somewhat poorly drained Cumulic Hapludolls, Fine-Silty, Mixed, MesicLindleyWell drained Typic Hapludalfs, Fine-Loamy, Mixed, MesicMuscatine Somewhat poorly drained Aquic Hapludolls, Fine-Silty, Mixed, MesicNevin Somewhat poorly drained Aquic Argiudolls, Fine-Silty, Mixed, MesicRaddleWell drained Typic Hapludolls, Fine-Silty, Mixed, MesicRowley Somewhat poorly drained Aquic Argiudolls, Fine-Silty, Mixed, MesicSpartaExcessively drained Entic Hapludolls, Sandy, Mixed, MesicSpillville Moderately well drained Cumulic Hapludolls, Fine-Loamy, Mixed, MesicTamaWell drained Typic Argiudolls, Fine-Silty, Mixed, MesicUdorthents, loamy Loamy UdorthentsWatseka Somewhat poorly drained Aquic Hapludolls, Sandy, Mixed, MesicWaukeeWell drained Typic Hapludolls, Fine-Loamy Over Sandy Or Sandy-Skeletal, Mixed, MesicWiotaWell drained Typic Argiudolls, Fine-Silty, Mixed, Mesic !!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!! ! ! ! ! ! ! ! !!! ! ! ! ! ! ! ! !!!!!!!!!! ! ! ! ! ! ! ! ! ! ! ! ! !!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!") ") ") ") ")") ") ") ") ") ")") ") ") ")") ") ") ") ")")") ") ")")")")") ") ")")") ") ")") ") ") ") ") ")") ")") ") ") ")") ")")") ") ") ") ") ") ") ") ") ")")") ") ") ") ")") ") ")")")") ")")")")") ")") ") ") ") ") ")")")") ")") ") ") ") ") ")")")")") ")")")")")") ")")")")")") ")")")")")")")") ") ")")") Runway 7/25 5,004' X 100' Runw a y 1 2 / 3 0 3 , 9 0 0 ' X 7 5 ' In K» Iow a R i ve r D ANE RDResidentialStructures ResidentialStructures Rock's Roadhouse United StatesArmy ReserveTraining Center James McCollisterFarmstead MelroseHistoricDistrict Iowa CityMunicipalAirportUS 2 1 8 IOWA 1S RIVERSIDE DRUS 6 1ST ST NAPLES AVEMELROSEAVE RIVERSIDEDRD A N E RDE BENTON ST W BURLINGTON S T SRI VERSI DEDRROHRET RD MCCOLLISTERBLVD 3RD ST 2ND ST RIVERSIDEDRW HARRISON ST BOWERY ST W COURT ST DANE RDWILLOWCREEKCTMYRTLE AVE I ST S A N D R D LUKIRKSTLO W E R M U S C A T I N E R D E COURT ST GRACE DRF ST BARTLETT RD GREENW OODDRKITTY LEE RDRUPPERT RD OAK CREST HILL RD SEOLDHIGHWAY218MAIER AVEMAIER AVEProperty Prop e r t y Iowa City Master Plan Iowa City Municipal Airport Figure 2-12 Cultural Resources Information Map Document: C:\Users\christopherga\Desktop\AVIA_Transfers\IACY\ESRI\Maps\MP_FIGURES\CH2\107851_Fig12_2CH.mxd Date Saved: 2/2/2015 11:06:48 AM Source: ESRI Imagery, City of Iowa City, Johnson County Legend I * Inventoried properties typically have not undergone formal evaluation for National Register eligibility. Direct or indirect impacts may necessitate additional Section 106 investigation and consultation. Source: ESRI Imagery, City of Iowa City, Johnson County Airport Boundary Iowa City Boundary !!!!!!!1 Mile Airport Buffer ")SHPO Inventoried Structure* ")NRHP Building National Historic District Nation Register Property Previous Cultural Resources Survey 0 1,800 Feet Iowa City Municipal Airport - (IOW) Master Plan AVIATION FORECASTS Page 3-1 3. AVIATION FORECASTS 3.1. INTRODUCTION Evaluation of current and forecasted aviation activity is vital in preparing an Airport Master Plan. Aviation forecasts are necessary to evaluate current and potential future airport facility safety and capacity requirements. Aviation forecasts are based on numerous factors, including socioeconomic data, local, regional, and national aviation trends, and FAA aviation forecasting methodology. Guidance used to help develop aviation activity forecasts includes the following resources: Forecasting Aviation Activity by Airport (July 2001), GRA, Inc., prepared for FAA. Model for Estimating General Aviation Operations at Non-Towered Airports Using Towered and Non-Towered Airport Data (July 2001), GRA, Inc., prepared for FAA. Forecasts for general aviation airports commonly include based aircraft, annual operations, and critical design aircraft projections over a 20-year planning period. The time period for the forecasts at IOW are from the base year, 2014, through 2034. Based aircraft counts are split by the following aircraft types: single-engine piston, multi-engine piston, turboprop, turbojet, rotorcraft, and experimental aircraft. Annual operations are classified as local or itinerant. Forecasting Aviation Activity by Airport defines local operations as “aircraft operating in the traffic pattern or aircraft known to be departing or arriving from flight in local practice areas, or aircraft executing practice instrument approaches at the airport.” Itinerant operations are defined as operations “other than local operations.” Critical design aircraft projections are used to determine the airport design standards. Forecasts developed are unconstrained; they identify the actual aviation demand for the facility regardless of limiting factors such as hangar availability or runway length, etc. If the aviation forecast differs by more than 10% from what is published in the FAA Terminal Area Forecast (TAF), additional FAA coordination is required. 3.2. AVIATION TRENDS 3.2.1. NATIONAL, REGIONAL & STATE TRENDS In 2013, there were improvements to every market segment of general aviation, except business jets. The agricultural sector saw a large increase in deliveries for turboprop, rotorcraft, and multi-engine piston aircraft. According to the General Aviation Manufacturers Association (GAMA), deliveries were up 6.4% in 2013 marking the third straight year with an increase in delivered aircraft. Single-engine piston aircraft shipments increased 4.5%, and combined with an increase of multi-engine piston aircraft shipments of 27% after years of decline, the overall piston engine segment increased 6.5% from 2012 to 2013. Turboprop shipments increased 13.8% from 2012 to 2013 with its third year of strong growth beginning in 2011 with a 76.3% increase from 2010, and in 2012 with an increase of 16.2% from 2011. Business jet deliveries in 2013 grew at a slower rate (3.7% increase) than in 2012 (4.7% increase). The total growth in turbine aircraft shipments (turboprop and business jets) was 6.3%. Iowa City Municipal Airport - (IOW) Master Plan AVIATION FORECASTS Page 3-2 According to the FAA Aerospace Forecast (2014-2034): “The long term outlook for general aviation is favorable even though the slow growth of the U.S. economy, contributed by uncertainties caused by debt ceiling crises, sequestration, government shutdown, and the European recession have affected the near term growth, particularly for the turbo jet sector. While it is slightly lower than predicted last year, the growth in business aviation demand over the long term continues, driven by a growing U.S. and world economy especially in the turbo jet, turboprop, and turbine rotorcraft markets.” Overall, according to the FAA 2014 – 2034 aerospace forecasts, the active general aviation fleet is projected to increase at an average of 0.3% per year for the forecast period with activity increasing by 1.4% per year. National and Iowa aviation trends can be measured by activity levels published in the FAA Terminal Area Forecasts (TAF). Statewide trends provide a closer look into how the national aviation trends translate on a regional level. Measures of the FAA TAF based aircraft and operations trends are listed in Table 3-1 and Table 3-2. Table 3-1 2014 FAA TAF – National, Regional, & State Based Aircraft Year United States Central Region State of Iowa 1990 162,173 8,295 2,057 1995 157,769 8,367 1,959 2000 179,740 10,170 2,130 2005 197,226 10,636 2,489 2010 165,742 8,952 2,151 2015 167,349 9,490 2,363 2020 174,642 9,756 2,444 2025 182,442 10,054 2,536 2030 190,278 10,359 2,627 2035 198,617 10,676 2,725 Future Trend 0.86% 0.59% 0.72% Source: FAA Terminal Area Forecast (2014) Notes: Trend indicates annual growth rate. Central Region includes Iowa, Kansas, Missouri, and Nebraska. Overall aviation trends show a steady increase in based aircraft for the United States, the Central Region, and in the State of Iowa. Historically, Iowa had a lower based aircraft growth rate than the Central Region, but higher than the United States. The future trend, however, shows Iowa is projected to have a higher growth rate than the Central Region, but a lower growth rate than the United States. Iowa City Municipal Airport - (IOW) Master Plan AVIATION FORECASTS Page 3-3 Table 3-2 2013 FAA TAF – National, Regional & State Annual Operations Year United States Central Region State of Iowa 1990 105,376,406 5,239,967 1,118,888 1995 109,065,416 4,994,926 1,040,325 2000 121,891,415 4,921,995 911,628 2005 115,411,625 4,344,138 848,818 2010 101,345,016 4,659,989 925,960 2015 100,067,196 4,695,718 935,910 2020 103,845,207 4,780,753 945,456 2025 107,498,471 4,861,963 955,360 2030 111,504,664 4,951,747 967,820 2035 115,718,031 5,045,532 978,273 Future Trend 0.73% 0.36% 0.22% Source: FAA Terminal Area Forecast (2013) Notes: Trend indicates annual growth rate. Central Region includes Iowa, Kansas, Missouri, and Nebraska. Overall aviation trends show an average annual decrease in operations since 1990, and an increase in future, annual operations for the United States, Central Region, and the State of Iowa. 3.3. EMERGING BUSINESS & POPULATION TRENDS The Iowa City Municipal Airport is located in the Iowa City Metropolitan Statistical Area (MSA). This is an area of growing population. Increasing population both within the City of Iowa City, Johnson County, and the larger region is anticipated to lead to increased aviation activity and demand. 3.3.1. IOWA CITY METROPOLITAN STATISTICAL AREA The Iowa City Metropolitan Core Based Statistical Area (CBSA) is defined as Johnson County and Washington County, Iowa, which includes the City of Iowa City (see Figure 3-1, at the end of this chapter). A metropolitan statistical area is a geographical region with a high population density and strong economic ties throughout the area. Population in the Iowa City MSA is 161,170, and has been growing at an average annual rate of 1.76% in recent years. This is the fastest growing MSA of the nine MSAs in Iowa (see Chapter 2: Airport Inventory for details on the nine Iowa MSAs). Iowa City is a cultural, commerce, health care, and education center for the region. The U.S. Bureau of Economic Analysis shows growth in employment for both the Iowa City MSA (2.38%) and Johnson County (2.64%) are greater than the employment growth rate for the State of Iowa (1.04%). 3.4. USER SURVEY SUMMARY To assist in determining the number of local aviation operations at IOW, and to help determine local aviation needs and trends, an airport user survey was conducted. A general aviation questionnaire was sent to users or potential users of the airport facility. In addition, a business user survey was sent to 35 known business users of the airport. A copy of the airport user survey and the business user survey is located in Appendix A. Iowa City Municipal Airport - (IOW) Master Plan AVIATION FORECASTS Page 3-4 The service area for IOW covers the area half way between IOW and the surrounding airports with similar facilities. Since one advantage to flying is reduced travel time, it is assumed that pilots will use the airport closest to their residence that has the facilities to meet their needs. The service area for IOW includes Johnson County and the northeast quadrant of Washington County. User Surveys were sent to registered pilots within the service area in addition to registered pilots within the 30 minute drive time of the airport (see Figure 3-1). The user survey at IOW was completed in September 2014. Of the nearly 300 questionnaires sent out, there were a total of 51 questionnaires returned. This is a return of 17% of the surveys exceeding the goal to have 10% of the surveys returned. There were 83 aircraft reported in the 51 surveys, with some respondents owning as many as four aircraft. A summary of the operations reported in the survey are shown in Table 3-3. Table 3-3 User Survey (2014) Annual Operations Aircraft Local Ops Itinerant Ops Total Operations 83 3,071 1,763 4,834 Source: IOW Airport User Survey (2014) Notes: Some survey respondents own more than one aircraft Of the 83 aircraft reported, 33 were based at IOW (26 surveys). This represents 40% (33 out of 82 aircraft) of the based aircraft at IOW. Another five aircraft were reported as being based at airports within 30 nautical miles of IOW. In total 38 of the 83 aircraft reported are based in and around IOW. The fleet mix of the reported aircraft can be seen in Table 3-4. Table 3-4 User Survey (2014) Fleet Mix Type Number Reported Single-Engine Piston 50 Multi-Engine Piston 5 Single-Engine Turboprop 3 Multi-Engine Turboprop 4 Helicopter 0 Jet 20 LSA/Ultralight/Glider 1 Total 83 Source: IOW Airport User Survey (2014) Notes: Some survey respondents own more than one aircraft Most of the reported aircraft were small aircraft and owned by the respondents. Nine aircraft were corporate aircraft, with 13 of the 51 returned user surveys declaring use of their aircraft for business travel. Three users expressed interest in upgrading their aircraft fleet within five years to either replace aging aircraft or for performance improvements such as increased range, speed, and payload. Pilots were asked if they use the approaches at IOW. There were 34 pilots who indicated use of the LPV approach to Runway 25, or the RNAV (GPS) approach to Runway 30. Pilots were asked to explain whether the approaches met their needs, and if they did not, what needed to be improved to meet their needs. There were nine users who responded they would like lower approach minimums, seven of which Iowa City Municipal Airport - (IOW) Master Plan AVIATION FORECASTS Page 3-5 specifically mentioned the need for a GPS approach to Runway 7, and two to Runway 12. Three surveys requested precision instrument approaches be published at the airport. Runway length was addressed in the survey by asking respondents whether the runway length was adequate for their most demanding aircraft at their desired weight. Runway 7/25 was identified by 10 surveys as not being long enough during wet or icy conditions, and seven said it was too short on hot days. Runway 12/30 had 16 users identify the length as too short during wet or icy conditions, and 12 said it was too short on hot days. The users specified runway lengths from 4,000 feet for crosswind Runway 12/30 to 6,500 feet for Runway 7/25 were required to land at the airport. Users who indicated the runway was too short for their most demanding aircraft would have to make the following concessions in order to land on the runways: must arrive/land with lower or minimal fuel (7 responses), must divert if runway is wet (7 response), purchase less fuel/depart with less fuel (3 responses), and arrive with higher weather minimums (1 response). The basis for these requirements were from pilot operating handbooks, company policy, insurance requirements, Part 135 requirements, personal judgment/experience, and standard operating procedures/aero club. Four pilots indicated they would base their aircraft at IOW if adequate facilities existed such as: an available single hangar; a hangar with a 46-foot door; longer runways, ILS approaches, larger hangars; and one mentioned they would be based at IOW once they completed construction of their hangar. There were 11 surveys from pilots based at IOW, or soon to be based, who indicated they needed hangar space, and three surveys indicated a need for hangar space from pilots not currently based at IOW. The following question asked what type of hangar they would like to have (users were allowed to select more than one answer): T-hangar (7 responses), “Box” hangar (3 responses), and private hangar (6 responses). In order to gauge the effectiveness of facilities at IOW, respondents rated the airport facilities with regards to their operations at IOW. Table 3-5 indicates the user responses. Iowa City Municipal Airport - (IOW) Master Plan AVIATION FORECASTS Page 3-6 Table 3-5 Survey Question 11: Please rate the airport facilities with regards to your operations at IOW Inadequate Marginal Adequate Not Applicable Runway 7/25 Length 4 8 35 1 Aircraft storage - T-hangar rental unit 2 6 15 25 Aircraft storage - Conventional hangar development site 4 5 8 31 Aircraft storage - Transient/overnight 4 4 16 24 Aircraft Repair/Maintenance 1 2 24 21 Self Service Fueling 1 1 35 11 Full Service Fueling/Line Service/ Fueling Truck 0 3 39 6 Ground transportation (shuttle, taxi service, rental cars, courtesy car) 0 2 28 18 Pilot Shop 4 11 13 20 Crew Rest Area 1 5 28 14 Flight Training/Instruction 0 3 19 26 Aircraft Charter 0 0 10 22 Business center/meeting facilities 1 5 22 20 Source: IOW Airport User Survey (2014) Most of the airport facilities were considered adequate by respondents. Other facilities that were inadequate to pilots were the pilot shop, development sites for hangar storage, and overnight storage. Additional comments included: Adequate hangar space at a reasonable price (3 responses); taxiway improvements are needed (2 responses); a grass runway would be nice (3 response); MOGAS availability (2 responses); snow clearance gets behind/nothing is used to melt the snow on the runway after it is plowed (2 responses); improved utilities in hangars (2 responses); improved approaches (2 responses); reconsider closure of 18/36, consider 18/36 an emergency runway (2 responses); increase ramp space (4 responses); need a longer runway (3 responses); and would like a crew rest area (2 responses). 3.5. BUSINESS USER SURVEY The user survey at IOW was completed between September and December 2014. There were 35 surveys sent out, and 11 surveys were returned. This is a return of 31.4%. The business user survey asked businesses how they use general aviation, how often they fly to IOW, and what airport accommodations they use or need at IOW. Some corporate pilots may have responded to a user survey instead of a business user survey, and their survey data is included in the user survey section. A summary from the websites of a few of the businesses are listed below: Iowa City Municipal Airport - (IOW) Master Plan AVIATION FORECASTS Page 3-7 425 Investments Company LLC o 425 Investments Company LLC is the group behind a number of projects such as Mindseye Project Partners and Advancement Resources. Mindseye was created to create compelling donor engagement, communications, and presentation projects. Advancement Resources is a world leader in philanthropic research and professional education in development. They operate several aircraft, including one they own, all based at IOW. If they are not operating their Cessna 425 Conquest I based at IOW, they fly charter from on one of the Cessna Citations at IOW. A picture of a Cessna 435 Conquest I, similar to the one flown by 425 Investments Company LLC, can be seen on the right side of the page. They perform approximately 108 flights annually out of IOW, and their clients visit approximately 40 times per year. Billion Auto Group (http://www.billionauto.com/) o Billion Auto Group, also known as Billion Automotive, is a family owned auto dealer that operates in Iowa, Montana, and South Dakota. They have been in business since 1935, and have expanded to over 23 locations with nearly 7,000 automobiles at their dealerships. They currently have 800 full-time employees, including a corporate flight department. They operate a Beechcraft King Air 200 based at Joe Foss Field Airport (FSD) in Sioux Falls, South Dakota. A picture of a King Air 200, similar to one flown by Billion Auto Group, can be seen on the right side of the page. They perform approximately 36 flights annually out of IOW for site visits, meetings, marketing, checking inventory, and for technical visits. Their clients visit approximately 30 times a year. Carver Aero, Inc. (http://www.carveraero.com/index.php/) o Carver Aero Inc. is the FBO at Davenport Municipal Airport (DVN) in Davenport, Iowa. They have a second FBO location at the Muscatine Municipal Airport (MUT) in Muscatine, Iowa. They provide charter services, aircraft management, aircraft maintenance, flight training, and aircraft rental at both locations. They operate out of IOW approximately 120 times annually. A picture of their fleet of charter aircraft including aircraft such as the Cessna Citation XLS, Beechcraft King Air 350, and Cessna Citation Ultra can be seen on the right side of the page. Iowa City Municipal Airport - (IOW) Master Plan AVIATION FORECASTS Page 3-8 Fortney Hospitality Group, Inc. o Flying a Cessna Citation 525, Fortney Hospitality Group visits IOW about 12 times a year, and has clients who visit four times a year. Their aircraft is based at La Crosse Regional Airport (LSE) in La Crosse, Wisconsin. A picture of a Cessna Citation 525, similar to the one operated by Fortney Hospitality Group, can be seen on the right side of the page. HawkeyeSky LLC o HawkeyeSky LLC flies a Piper Malibu Meridian based at the Sheldon Municipal Airport (SHL) in Sheldon, Iowa. Their clients visit IOW approximately 10 ti mes a year. A picture of a Piper Malibu Meridian, similar to the one operated by HawkeyeSky LLC can be seen on the right side of the page. Industrial Maintenance Services, Inc. (IMS) (http://www.imscontracting.com/) o IMS is a heavy and general construction company with a diversified project portfolio. They also provide professional, technical, and construction services to many industries and agencies. They operate a Cessna 208B Grand Caravan based at Delta County Airport (ESC) in Escanaba, Michigan. They operate out of IOW approximately 24 times a year and have clients that use IOW 20 times a year. A picture of a Cessna 208B Grand Caravan, similar to the one operated by IMS, can be seen on the right side of page. Iowa City Municipal Airport - (IOW) Master Plan AVIATION FORECASTS Page 3-9 Jet Air, Inc. (http://www.jetairinc.com/) o Jet Air, Inc. is the Fixed Based Operator (FBO) at IOW, Galesburg Municipal Airport (GBG) in Galesburg Illinois, and Southeast Iowa Regional Airport (BRL) in Burlington, Iowa. They are a provider of aviation services including executive travel, air medical services, aircraft sales, aircraft maintenance, and flight training. Their location at IOW offers hangar space, aircraft parking, a pilot lounge, lavatory service, oxygen service, courtesy cars, and does not charge handling fees. Their fleet, many of which operate or are based at IOW, includes six Cessna Citation 500 series jets, a Learjet 35A, a Cessna 402 Businessliner, Cessna 421 Golden Eagle, and a Cessna 425 Conquest I. One of Jet Air’s Cessna 500 series jets can be seen on the right side of the page. They estimate an annual 240 operations in their Cessna Citations at IOW. Overall the businesses flying into IOW conduct business in Iowa City, or have clients who visit them using IOW. Of the businesses, 73% said their operations were to remain the same, with the remaining 27% indicating their use of IOW was to increase. The length of Runway 7/25 was an issue for 45% of the respondents who indicated they would increase their use of IOW if it were longer. 3.6. EXISTING BASED AIRCRAFT & ANNUAL OPERATIONS Previous forecasts provide useful insights into the projected demand at IOW. One study, the Iowa City Airport Relocation Feasibility Study, was completed in 1991. Table 3-6 shows the IOW forecasts from the 1991 study. Table 3-6 1991 Aviation Forecast Summary Forecast Data 1991 1997 2002 2012 Based Aircraft 53 57 63 76 Annual Operations 22,500 26,000 30,000 39,000 Operations Per Based Aircraft 425 450 470 510 Local Operations 4,500 5,200 6,000 7,800 Itinerant Operations 18,000 20,800 24,000 31,200 Military Operations 400 400 400 400 Annual Instrument Approaches 440 640 850 1,200 Source: Coffman Associate, Inc. Iowa City Airport Relocation Feasibility Study, 1991 The forecasts from the 1996 Master Plan are referenced below in Table 3-7. Iowa City Municipal Airport - (IOW) Master Plan AVIATION FORECASTS Page 3-10 Table 3-7 1996 Master Plan Aircraft Operational Activity, 1996-2015 1996 2000 2005 2010 2015 Based Aircraft 58 61 66 70 75 Annual Operations 26,730 31,161 34,794 37,046 39,529 Itinerant Operations 21,384 24,929 27,835 29,637 31,630 Local Operations 5,346 6,232 6,959 7,409 7,908 Source: McClure Engineering Company, Iowa City Municipal Airport Master Plan, 1996 Another forecast was developed during the South Airfield Planning Study in 2009. The preferred based aircraft and operations forecast can be seen in Table 3-8. Table 3-8 2009 Preferred Aviation Forecast Summary 2003 2012 2017 2022 2026 2046 Based Aircraft 74 93 100 108 114 146 -Single Engine 59 70 76 81 84 108 -Multi Engine 11 16 16 17 18 23 -Turboprop 3 2 3 4 5 6 -Jet 0 4 4 4 5 6 -Other 1 1 1 2 2 3 Annual Operations -Local 15,570 21,800 23,850 26,250 28,200 36,150 -Itinerant 20,470 22,810 25,050 27,520 29,600 37,900 -Instrument Operations 3,750 4,100 4,550 4,900 6,250 Total Operations 36,040 48,360 53,000 58,320 62,700 80,300 Source: AECOM, South Airfield Planning Study, 2009 Both the FAA TAF and the 2010 Iowa State Aviation System Plan (SASP) provide based aircraft and operations forecasts for individual airports. These forecasts provide baseline data to aid in forecasting based aircraft and operations at a local level. Table 3-9 shows the based aircraft forecasts for IOW from the FAA TAF and the 2010 Iowa SASP. Table 3-9 Existing Based Aircraft Data Year FAA TAF Based Aircraft 2010 Iowa SASP Based Aircraft 2010 77 85 2015 87 90 2020 87 96 2025 87 102 2030 87 109 Trend: 0.61% 1.25% Source: FAA Terminal Area Forecast (2013); Iowa State Aviation System Plan (2010) Iowa City Municipal Airport - (IOW) Master Plan AVIATION FORECASTS Page 3-11 According to the City of Iowa City, there are currently 82 based aircraft at IOW in 2014. There are currently 10 aircraft on a waiting list for hangar space. In addition to based aircraft, both the TAF and SASP forecast annual operations at IOW for the next 20 years. Table 3-10 shows the FAA TAF operations forecast data through 2035, and Table 3-11 depicts the SASP operations data through 2030. The SASP projected airport operations using local, regional, and national data as well as trends for general aviation. The SASP develops its operations based on the growth of the based aircraft. The compound annual growth rate for based aircraft is 1.25%. The SASP then multiplies the based aircraft by an acceptable operations per based aircraft determined by the number of based aircraft. For airports with 31 to 99 based aircraft, an OPBA of 350 is applied. The TAF forecasts operations and based aircraft from historical data collected since 1990. The TAF typically shows no growth for most general aviation airports. The current operations were assigned in 2008 and have not changed since. Table 3-10 FAA TAF Trends (2014) Year TAF Itinerant Operations TAF Local Operations Total Operations Based Aircraft OPBA 2012 15,587 3,700 19,287 87 222 2015 15,587 3,700 19,287 87 222 2020 15,587 3,700 19,287 87 222 2025 15,587 3,700 19,287 87 222 2030 15,587 3,700 19,287 87 222 2035 15,587 3,700 19,287 87 222 Source: FAA Terminal Area Forecast (2014, 2012 data) Notes: Trend indicates annual growth rate; OPBA = Operations Per Based Aircraft Table 3-11 State Aviation System Plan Operations Forecast (2010) Year Total Operations Based Aircraft OPBA 2010 29,750 85 350 2015 31,500 90 350 2020 33,600 96 350 2025 35,700 102 350 2030 38,150 109 350 Source: Iowa State Aviation System Plan (2010) for IOW Notes: Trend indicates annual growth rate; OPBA = Operations Per Based Aircraft 3.7. BASED AIRCRAFT FORECAST Based demand is typically a product of population, income, and labor force. The baseline for the number and type of based aircraft at IOW was derived from local records. There are 82 aircraft based at IOW including 64 single-engine, piston aircraft; 6 multi-engine, piston aircraft; 1 single-engine, turboprop aircraft; 1 multi-engine, turboprop aircraft; 7 jet aircraft; 1 helicopter; and 2 ultralight/experimental aircraft. This number and mix of aircraft was confirmed on the FAA National Based Aircraft Inventory Program (www.basedaircraft.com). Iowa City Municipal Airport - (IOW) Master Plan AVIATION FORECASTS Page 3-12 The SASP provides a forecast of based aircraft for airports in Iowa. An annual growth rate can be established based on these numbers over the 20 year period from 2010 to 2030. According to the SASP, IOW has a based aircraft annual growth rate of 1.25%. The service area for IOW is shown in Figure 3-1. To determine trends in the IOW service area, nearby airports were considered and their growth rates were also evaluated. The average annual growth rate for based aircraft of the four nearby airports is 1.28%. The surrounding airports include: The Eastern Iowa Airport, Iowa City (CID); Muscatine Municipal Airport, Muscatine (MUT); Mathews Memorial Airport, Tipton (8C4); and Washington Municipal Airport, Washington (AWG). The individual growth rates can be seen in Table 3-12. Table 3-12 Based Aircraft Growth Rates of Nearby Airports SASP Based Aircraft Nearby Airports to IOW Base Year 2010 2015 2020 2025 2030 Annual Growth Rate Iowa City (IOW) 85 90 96 102 109 1.25%* Cedar Rapids (CID) 135 144 153 163 173 1.25% Muscatine (MUT) 32 34 36 39 41 1.25% Tipton (8C4) 10 11 11 12 13 1.32% Washington (AWG) 27 29 31 33 35 1.31% Average: 1.28% Source: Iowa State Aviation System Plan (2010) *IOW is not included in the annual growth rate average The population of the State of Iowa, Johnson County, and the Iowa City MSA is projected to increase over the next 20 years. In addition, the SASP shows growth in based aircraft over the next 20 years. These are both indications that based aircraft will also continue to grow at IOW. The 1991 Aviation Forecast Summary showed a based aircraft growth rate of 1.73% and the 1996 Master Plan forecasted a growth rate of 1.36%. Using the average growth rate of the surrounding airports is more realistic than using the population growth rate, or the growth rate of previous Master Plans, considering the slow growth rate of the industry according to the FAA Aerospace Forecasts 2014-2034. Therefore, the average annual growth rate of 1.28% was used to forecast the based aircraft over the 20-year planning period at IOW. Another factor considered was aircraft waiting for hangar space. Of the 30 pilots on the hangar waiting list, 10 are ready to base at IOW. The five single-engine piston aircraft waiting for hangar space are artificially added to the growth of based aircraft in the year 2020 to simulate the completion of a private hangar development area. A new corporate area is planned in the future as well, and in 2025, five new aircraft were added to the based aircraft to account for corporate development. One multi-engine, one turboprop, and three jet aircraft are added to the growth of the based aircraft in 2025. The growth rate from year-to-year still remains 1.28%. The 20-year planning period shows an increase in based aircraft from 82 aircraft in 2014, to 117 based aircraft in 2034. Table 3-13 shows the based aircraft forecasts over the next 20 years including the increase in based aircraft in 2020 due to private hangar construction and 2025 for the corporate hangar construction. Growth of individual aircraft types are shown according to growth rates seen in the General Aviation section of FAA Aerospace Forecast Fiscal Years 2014-2034. Iowa City Municipal Airport - (IOW) Master Plan AVIATION FORECASTS Page 3-13 Table 3-13 Based Aircraft Forecast Year Single Piston Multi Piston Turboprop Turbojet Helicopter Ultralight/ Experimental Total 2014 64 6 2 7 1 2 82 2015 65 6 2 7 1 2 83 2016 66 6 2 7 1 2 84 2017 66 6 2 8 1 2 85 2018 67 6 2 8 1 2 86 2019 68 6 2 8 1 2 87 2020 74 7 2 8 1 2 94 2021 74 7 2 9 1 2 95 2022 75 7 2 9 1 2 96 2023 75 7 3 9 1 3 97 2024 76 7 3 9 1 3 98 2025 77 8 4 13 1 3 105 2026 78 8 4 13 1 3 106 2027 79 8 4 13 1 3 107 2028 79 8 4 14 1 3 109 2029 80 8 4 14 1 3 110 2030 78 9 4 15 2 3 112 2031 79 9 4 15 2 3 113 2032 79 9 4 16 2 3 114 2033 81 9 4 16 2 3 116 2034 81 9 5 17 2 3 117 Source: Bolton & Menk Analysis 3.8. ANNUAL OPERATIONS FORECAST 3.8.1. CONFIRMED OPERATIONS The lack of an FAA Air Traffic Control Tower does not allow for exact aircraft operation counts at a general aviation airport like IOW. Therefore, FAA Instrument Flight Rules (IFR) flight data from November 2013 – October 2014 was obtained to get an understanding of the larger corporate users at IOW. IFR flight data is recorded when pilots file a flight plan with the FAA. It does not take into account fair weather flights, touch and go operations, or flights with flight plans cancelled before landing at the airport. Table 3-14 shows the confirmed operations from the IFR data from November 2013 to October 2014 for piston aircraft, and Table 3-15 shows the total operations by turboprop and turbofan/jet aircraft over the same time period. Table 3-16 summarizes the operations by aircraft ARC The ARC for the critical design aircraft, the aircraft or family of aircraft performing more than 500 annual operations, will determine what design standards the airport will adhere to. Iowa City Municipal Airport - (IOW) Master Plan AVIATION FORECASTS Page 3-14 Table 3-14 Aircraft Types and Operations from IFR Data, Piston Operations Piston Aircraft Aircraft ARC Total Ops Aircraft ARC Total Ops Aero Commander 500 A-II/s 8 Diamond DA-20 A-I/s 1 Beechcraft 35 Bonanza A-I/s 113 Diamond Katana A-I/s 1 Beechcraft 55 Baron B-I/s 12 Douglas DC-3 A-III/L 2 Beechcraft Baron (58) B-I/s 38 Eurocopter EC-130 HELI 1 Beechcraft Bonanza (33) A-I/s 27 Eurocopter EC-635 HELI 5 Beechcraft Bonanza (36) A-I/s 131 Experimental OTH 12 Beechcraft Duchess A-I/s 3 Flight Design CT A-I/s 1 Beechcraft Musketeer A-I/s 1 Grumman AA5 A-I/s 10 Beechcraft Queen Air B-II/s 3 Mooney M20 A-I/s 34 Beechcraft Sierra A-I/s 6 Mooney M20 Turbo A-I/s 43 Beechcraft Travel Air A-I/s 1 Navion G A-I/s 4 Bell 429 Global Ranger HELI 36 North American P-51 Mustang B-I/s 2 Cessna 140 A-I/s 1 OMF Symphony A-I/s 1 Cessna 150 A-I/s 10 Piper Aerostar A-I/s 12 Cessna 152 A-I/s 2 Piper PA 20 Pacer A-I/s 1 Cessna 172 Skyhawk A-I/s 195 Piper PA 23/27 Aztec A-I/s 14 Cessna 177 Cardinal A-I/s 46 Piper PA 24 Commanche A-I/s 76 Cessna 182 Skylane A-I/s 126 Piper PA 28 Cherokee A-I/s 130 Cessna 182 Turbo Skylane RG A-I/s 4 Piper PA 28 Cherokee Arrow A-I/s 13 Cessna 195 A-I/s 5 Piper PA 28 Dakota/Pathfinder A-I/s 2 Cessna 205 A-I/s 2 Piper PA 28 Turbo Arrow A-I/s 8 Cessna 206 Stationair A-I/s 10 Piper PA 30 Twin Commanche A-I/s 5 Cessna 210 Centurion A-I/s 29 Piper PA 31 Navajo A-I/s 65 Cessna 310 A-I/s 11 Piper PA 32 Saratoga A-I/s 115 Cessna 340 B-I/s 13 Piper PA 32R Saratoga/Lance A-I/s 13 Cessna 402 Businessliner B-I/s 155 Piper PA 34 Seneca A-I/s 37 Cessna 414 Chancellor B-I/s 15 Piper PA 44 Seminole A-I/s 5 Cessna 421 Golden Eagle B-I/s 107 Piper PA 46 Malibu Mirage A-I/s 43 Cessna Cutlass RG A-I/s 1 Piper PA-31T3-500 T-1040 Navajo A-I/s 3 Cessna T303 Crusader A-I/s 11 Stoddard-Hamilton Glasair A-I/s 5 Champion Decathlon A-I/s 1 Van's Aircraft RV10 A-I/s 1 Cirrus SR20 A-I/s 9 Van's Aircraft RV4 A-I/s 1 Cirrus SR22 A-I/s 118 Van's Aircraft RV6 A-I/s 2 Columbia 300/Cessna 350 A-I/s 3 Van's Aircraft RV7 A-I/s 10 Columbia 400/Cesna 400 A-I/s 13 Van's Aircraft RV9 A-I/s 4 Diamond 40 Diamond Star A-I/s 7 Velocity Aircraft A-I/s 2 Diamond 42 Twin Star A-I/s 7 Total Piston Operations: 1,964 Iowa City Municipal Airport - (IOW) Master Plan AVIATION FORECASTS Page 3-15 Table 3-15 Aircraft Types and Operations from IFR Data, Turbine and Turbofan/Jet Operations Turboprop Aircraft Aircraft ARC Total Ops Aircraft ARC Total Ops Beechcraft Bonanza Turbine A-I/s 2 Daher-Socata TBM850 A-I/s 32 Beechcraft King Air 90 B-II/s 69 Fairchild Dornier SA-227DC Metro B-II/L 2 Beechcraft King Air 100 B-II/s 4 Grumman OV-1 Mohawk B-I/L 1 Beechcraft Super King Air 200 B-II/s 280 Mitsubishi MU-2 B-I/s 47 Beechcraft Super King Air 300 B-II/L 18 Piaggio P.180 Avanti C-I/s 6 Beechcraft Super King Air 350 B-II/L 15 Pilatus PC 12 A-II/s 27 Cessna 208 Caravan A-II/s 28 Piper PA 31T1-620 Cheyenne II B-I/s 14 Cessna 425 Conquest I B-I/s 112 Piper PA 31T1-620 Cheyenne III B-I/s 8 Cessna 441 Conquest II B-II/s 12 Piper PA 46 Malibu Meridian A-I/s 29 Daher-Socata TBM700 A-I/s 79 Rockwell Turbo Commander 690 B-I/s 12 Total Turboprop Operations: 797 Turbofan/Jet Aircraft Aircraft ARC Total Ops Aircraft ARC Total Ops Aero L29 Delfin B-I/s 17 Dassault Falcon 2000 B-II/L 2 Aero L39 Albatros B-I/s 1 Dassault Falcon 900 B-II/L 8 Beechcraft Beechjet B-I/L 38 Dassault Mystere-Falcon 50 B-II/L 3 Bombardier Global 5000 B-III/L 2 Eclipse 500 A-I/s 4 Cessna Citation CJ1 B-I/s 28 Embraer Phenom 100 B-I/s 8 Cessna Citation CJ2 B-II/s 9 Embraer Phenom 300 B-II/L 8 Cessna Citation CJ3 B-II/L 12 IAI Gulfstream G150 C-II/L 2 Cessna Citation CJ4 B-II/L 15 Learjet 25 B-I/L 4 Cessna Citation Excel B-II/L 23 Learjet 31 B-I/L 2 Cessna Citation I B-I/s 66 Learjet 35 C-I/L 14 Cessna Citation I B-I/s 20 Learjet 45 C-I/L 51 Cessna Citation II B-I/L 389 Learjet 60 C-I/L 6 Cessna Citation III B-I/s 12 Mitsubishi MU-300 Diamond B-I/L 4 Cessna Citation Mustang A-I/s 10 North American Sabreliner B-I/L 2 Cessna Citation Sovereign B-II/L 8 Raytheon Hawker 800 B-II/L 6 Cessna Citation V B-II/L 148 Raytheon Premier 1 B-I/s 6 Dassault Falcon 10 B-I/L 11 Total Turbofan/Jet Opeartions: 939 Total IFR Operations (All Aircraft): 3,700 Source: FlightAware, Nov. 2013 to Oct. 2014 Notes: HELI = Helicopter; OTH = Experimental or Glider; /s = small aircraft; /L – large aircraft greater than 12,500 pounds Iowa City Municipal Airport - (IOW) Master Plan AVIATION FORECASTS Page 3-16 Table 3-16 Aircraft ARC and Operations from IFR Data ARC Total Ops ARC Total Ops A-I/s 1,711 B-III/L 2 A-II/s 63 C-I/s 6 A-III/L 2 C-I/L 71 B-I/s 693 C-II/L 2 B-I/L 451 HELI 42 B-II/s 377 OTH 12 B-II/L 268 Source: FlightAware, Nov. 2013 to Oct. 2014 Notes: HELI = Helicopter; /s = small aircraft; /L – large aircraft greater than 12,500 pounds Data collected from IFR flights show there were 126 unique aircraft that operated at IOW. There were 3,700 flights from these unique aircraft. An additional 361 operations were conducted from aircraft that were either unknown or had their aircraft information blocked. There were a total of 4,061 operations at IOW from November, 2013 to October, 2014. Pilots who reported their operations in the user survey confirm their use of IOW. The user survey asked the type of aircraft and how many flights performed annually at IOW in that aircraft. Table 3-17 shows the confirmed operations from the user survey, and Table 3-18 shows the total operations by aircraft ARC from the user survey. The ARC for the critical design aircraft, the aircraft or family of aircraft performing more than 500 annual operations, will determine what design standards the airport will adhere to. Iowa City Municipal Airport - (IOW) Master Plan AVIATION FORECASTS Page 3-17 Table 3-17 Aircraft Types and Operations from User Survey Responses Piston Aircraft Aircraft ARC Total Ops Aircraft ARC Total Ops Aero Commander 500 A-II/s 5 Cessna 421 Golden Eagle B-I/s 54 Aeronca Champ A-I/s 36 Christavia Mk I A-I/s 10 Aerospool Dynamic WT9 A-I/s 50 Cirrus SR22 A-I/s 60 Arion Lightning A-I/s 150 Flight Design CT A-I/s 60 Beechcraft Baron 58 B-I/s 13 Glassair III A-I/s 100 Beechcraft Bonanza A-I/s 464 Hannaford D-1 A-I/s 2 Boeing Stearman A-I/s 12 Mooney M20 A-I/s 14 Cessna 150 A-I/s 399 Piper PA-18 Super Cub A-I/s 3 Cessna 172 Skyhawk A-I/s 1,592 Piper PA-24 Commanche A-I/s 275 Cessna 177 Cardinal A-I/s 70 Piper PA-28 A-I/s 81 Cessna 182 Skylane A-I/s 284 Piper PA-32 Saratoga A-I/s 30 Cessna 402 Businessliner B-I/s 150 Rutan VariEze A-I/s 120 Cessna 414 Chancellor B-I/s 13 Turboprop Aircraft Aircraft ARC Total Ops Aircraft ARC Total Ops Beechcraft King Air 90 B-II/s 8 Cessna Conquest I B-I/s 58 Beechcraft Super King Air 300 B-II/L 8 Daher-Socata TBM 700 A-I/s 83 Beechcraft King Air 200 B-II/s 13 Pilatus PC-12 A-II/s 8 Turbofan/Jet Aircraft Aircraft ARC Total Ops Aircraft ARC Total Ops Beechjet 400 B-I/L 43 Cessna Citation V B-II/L 12 Cessna Citation CJ1 B-II/s 8 Dassault Falcon 900EX B-II/L 26 Cessna Citation CJ4 B-II/L 20 Dassault Mystere-Falcon 50 B-II/L 5 Cessna Citation I B-II/L 65 Learjet 45 C-I/L 130 Cessna Citation II B-I/L 300 Total Operations (All Aircraft): 4,834 Source: IOW Airport User Survey (2014) Notes: /s = small aircraft; /L – large aircraft greater than 12,500 pounds Iowa City Municipal Airport - (IOW) Master Plan AVIATION FORECASTS Page 3-18 Table 3-18 Aircraft ARC and Operations from User Survey Responses ARC Total Ops A-I/s 3,895 A-II/s 13 B-I/s 288 B-I/L 343 B-II/s 29 B-II/L 136 C-I/L 130 Source: IOW Airport User Survey (2014) Notes: /s = small aircraft; /L – large aircraft greater than 12,500 pounds There were 40 unique aircraft identified in the user survey. For reference, the following images represent the ARC of aircraft seen at IOW. A-I small (≤12,500 lbs.): Small, single-engine piston aircraft; few light multi- engine piston aircraft; Example: Mooney M20 A-II: Single-engine turboprop; agricultural aircraft; Example: Air Tractor 602 A-III Large (>12,500 lbs.): Older, piston military or civil service aircraft; large wingspans, slow flying; Example: Douglas DC-3 B-I small (≤12,500 lbs.): Most light multi-engine piston aircraft; Example: Cessna 414 B-I Large (>12,500 lbs.): Small but heavy business jets; Example: North American T-39 Saberliner B-II Small (≤12,500 lbs.): Light, multi-engine turboprop aircraft; small business jets; Example: Beechcraft C90GTi Iowa City Municipal Airport - (IOW) Master Plan AVIATION FORECASTS Page 3-19 3.8.2. ANNUAL OPERATIONS FORECAST Annual operations are the count of both takeoffs and landings at an airport. Baseline (year 2014) airport operations were estimated using FAA approved Operations Per Based Aircraft (OPBA) figures. The OPBA figure is an average that includes both based aircraft and transient aircraft traffic. FAA Order 5090.3C Field Formulation of the National Plan of Integrated Airport Systems recommends 250 operations per based aircraft for rural general aviation airports, 350 operations per based aircraft for busier general aviation airports with more itinerant traffic, and 450 operations per based aircraft for busy reliever airports. The OPBA could be as high as 750 for busy reliever airports with more itinerant traffic, however the order emphasizes the estimates should be refined by comparing to activity levels at similar airports or through a user survey. The SASP uses a similar method, but determines the size of the airport by the number of based aircraft. IOW fits in the 31 to 99 based aircraft category, which is assigned an OPBA of 350. The SASP shows 85 based aircraft in 2010, and multiplying the number of based aircraft by the OPBA yields 29,750 operations in 2010. The current FAA TAF shows 19,287 operations for IOW. Dividing the number of annual operations by the 2014 FAA TAF based aircraft number, 87, yields 222 OPBA. The 1991 Aviation Forecast Summary shows 76 based aircraft in 2012 with 36,000 operations. This yields an OPBA of 510. The Aircraft Operational Activity, 1996-2015 from the 1996 Master Plan forecasted 37,046 operations in 2010 and 70 based aircraft for an OPBA of 529. The most recent forecast (2009) shows 48,360 operations in 2012 with 93 based aircraft for an OPBA of 520. A large percentage of the operations at IOW are itinerant flights. The 1991 Aviation Forecast Summary and the 1996 Master Plan forecast itinerant operations as 80% of operations at the airport. The TAF B-II Large (>12,500 lbs.): Large turboprop aircraft; mid-large sized corporate jets; Example: Dassault Falcon 2000 C-I small (≤12,500 lbs.): Small, fast turboprop aircraft and corporate jets; Example: Piaggio P.180 Avanti C-I Large (>12,500 lbs.): Small, heavy, and fast corporate jet aircraft; Example: Learjet 55 B-III Large (>12,500 lbs.): Large corporate jets; large wingspans; Example: Bombardier Global 5000 C-II Large (>12,500 lbs.): Large Corporate Jets; Example: Gulfstream III Helicopter: Piston and turbine rotorcraft; Example: Bell 412 Iowa City Municipal Airport - (IOW) Master Plan AVIATION FORECASTS Page 3-20 shows 68% of operations were itinerant, and the most recent forecast (2009) forecasted 57% of operations were itinerant. This forecast assumes 70% of all operations are itinerant. One methodology to develop an OPBA is to compare the OPBA of surrounding airports. As seen in Table 3-19, the average OPBA at these airports is 306 according to the SASP. Table 3-19 Operations Per Based Aircraft at Nearby Airports Nearby Airports to IOW Operations OPBA Base Year 2010 Base Year 2010 Iowa City (IOW) 29,750 350 Cedar Rapids (CID) 50,490 374 Muscatine (MUT) 11,200 350 Tipton (8C4) 2,500 250 Washington (AWG) 6,750 250 Average: 306 Source: Iowa State Aviation System Plan (2010) *IOW is not included in the OPBA average An OPBA of 306 is lower than 350 suggested for busier general aviation airports. The amount of itinerant traffic into IOW suggests the OPBA should be closer to 450 instead of 350. Using an OPBA of 450 and 82 based aircraft yields 36,900 operations as a baseline in 2014. With the growth in based aircraft over the next 20 years increasing to 117, the annual operations increases to 52,650 (117 x 450). It is important to forecast operations by aircraft ARC in order to determine what design standards the airport will use. This is determined by the critical design aircraft, or the family of aircraft which exceed 500 operations annually. The baseline for all itinerant aircraft ARCs, not including A-I, come from the IFR data. A majority of operations at the airport are ARC A-I aircraft, therefore the remaining operations are applied to ARC A-I aircraft. The IFR data was a baseline for itinerant operations, and assumed to be 70% of operations by that aircraft type. The remaining 30% was calculated and added to the local operations. There are no based aircraft larger than B-I/L. The growth in operations per aircraft ARC was determined by applying the average annual growth rates for activity in certain aircraft categories based on engine type. These activity growth rates were obtained from the FAA Aerospace Forecast, Fiscal Years 2014-2034, Tables 28 and 29. ARC A-II aircraft grew by total turbine rate of 3.3%, due to a large increase in agricultural activity throughout the country and many agricultural aircraft being A-II; B-I/s and B-II/s grew by the turboprop rate of 1.8%; helicopters grew by the total rotorcraft rate of 2.8%; and B-I/L, B-II/L, C-I/L, and C-II/L grew at the turbojet rate of 4.2%. The annual operations forecast for IOW over the 20-year planning period is shown in Table 3-20. Iowa City Municipal Airport - (IOW) Master Plan AVIATION FORECASTS Page 3-21 Table 3-20 Annual Operations Forecast by Aircraft Type Year Itinerant Local Total Small Aircraft Large Aircraft Small Aircraft Large Aircraft A-I A-II B-I B-II HELI B-I B-II C-I C-II A-I A-II B-I B-II HELI B-I 2014 23,857 63 693 377 42 451 268 77 2 10,373 27 297 162 18 193 36,900 2015 24,116 65 705 384 43 470 279 80 2 10,491 28 302 164 19 201 37,350 2016 24,373 67 718 391 44 490 291 84 2 10,607 29 308 167 19 210 37,800 2017 24,628 69 731 398 46 510 303 87 2 10,724 30 313 170 20 218 38,250 2018 24,881 72 744 405 47 532 316 91 2 10,839 31 319 174 20 228 38,700 2019 25,133 74 758 412 48 554 329 95 2 10,954 32 325 177 21 237 39,150 2020 27,272 77 771 420 50 577 343 99 3 11,879 33 331 180 21 247 42,300 2021 27,518 79 785 427 51 602 357 103 3 11,992 34 337 183 22 257 42,750 2022 27,763 82 799 435 52 627 372 107 3 12,105 35 343 186 22 268 43,200 2023 28,005 84 814 443 54 653 388 112 3 12,218 36 349 190 23 279 43,650 2024 28,244 87 828 451 55 681 404 116 3 12,330 37 355 193 24 291 44,100 2025 30,371 90 843 459 57 709 421 121 3 13,251 39 361 197 24 303 47,250 2026 30,606 93 858 467 59 739 439 126 3 13,361 40 368 200 25 316 47,700 2027 30,837 96 874 475 60 770 458 131 3 13,470 41 375 204 26 329 48,150 2028 31,381 99 890 484 62 802 477 137 4 13,714 43 381 207 26 343 49,050 2029 31,606 103 906 493 64 836 497 143 4 13,822 44 388 211 27 358 49,500 2030 32,144 106 922 502 65 871 518 149 4 14,064 45 395 215 28 373 50,400 2031 32,363 109 939 511 67 908 539 155 4 14,170 47 402 219 29 388 50,850 2032 32,579 113 955 520 69 946 562 161 4 14,275 48 409 223 30 405 51,300 2033 33,107 117 973 529 71 986 586 168 4 14,514 50 417 227 30 422 52,200 2034 33,316 121 990 539 73 1,027 610 175 5 14,617 52 424 231 31 439 52,650 Source: Bolton & Menk estimates Iowa City Municipal Airport - (IOW) Master Plan FACILITY REQUIREMENTS Page 3-22 3.9. FUTURE CRITICAL DESIGN AIRCRAFT 3.9.1. RUNWAY DESIGN CODE (RDC) & AIRPORT REFERENCE CODE (ARC) Most of the existing airport operations at IOW are in small aircraft 12,500 pounds or less. This would include aircraft such as Piper PA-32 Saratoga (RDC A-I) and Pilatus PC-12 (RDC A-II). The user survey and IFR data confirm larger aircraft weighing more than 12,500 pounds operate regularly at the airport. Because user survey data may overlap with IFR data, and the user survey data is an estimate by the user, IFR data was used to determine there were 796 operations in large turboprop and jet aircraft such as the Cessna Citation II (RDC B-I, large) and the Bombardier Global 5000 (RDC B-III, large) known to use the airport from November 2013 to October 2014. As described in the Airport Inventory Chapter, the existing ARC used when establishing safety dimensional criteria at IOW was C-II, large aircraft. There are currently less than 500 operations per year for aircraft in the C-II category, but there are more than 500 operations per year by large aircraft and ADG-II aircraft. The existing critical design aircraft with greater than 500 itinerant operations is a B-II, large aircraft. These operations are typically those that support local businesses and a growing community. Based on documented data, estimates, statewide criteria, and discussions with the Master Plan Advisory Group and Airport Commission, the future airport configuration should be designed to B- II, large safety standards. Changing the critical aircraft design standards from C-II to B-II reduces the size of the Runway Safety Area, Runway Object Free Area, and Runway Protection Zone. Due to the site constraints of the existing airport facility, changes to the design standards will add takeoff and landing distances on the primary runway without physically extending the runway pavement. Runway alternatives will be discussed in greater detail in Chapter 4.0, Facility Requirements. Changing the ARC does not prevent C-II or larger aircraft from operating at the airport. However, the critical design aircraft that use the airport most frequently will gain useable runway distance and may reduce the need for the entire existing displaced threshold on the Runway 25 end. The Airport Commission should continue to monitor airport operations and evaluate the needs of current and future users of the airport. 3.10. SUMMARY The following points summarize key findings with regard to the based aircraft and general aviation forecasts at IOW: IOW airport operations are a mix of recreational and business flights. The user survey and business user survey indicated local use of aviation for business travel. These flights provide local travel needs for existing business activities. Based aircraft are projected to increase from 82 to 117 by the end of the planning period in 2034. The annual growth rate of based aircraft is 1.28%. This growth rate is comparable to the existing State Aviation System Plan forecasts of nearby airports. Baseline aircraft operations are estimated by multiplying an OPBA of 450 times the number of based aircraft to obtain 36,900 operations in 2014. As the number of based aircraft increases over the next 20 years, the annual operations will increase to 52,650 in 2034. The existing critical design aircraft is B-II, large, however, the airport is currently designed to C- II standards. It is recommended that the design standards at the airport meet B-II requirements. o o o o o o o o o o o Iowa City Municipal Airport Belle PlaineMunicipal Airport Eastern Iowa Airport Marion Airport Matthews Memorial Airport Davemport Municipal Airport Muscatine Municipal Airport Washington Municipal Airport Fairfield Municipal Airport Oskaloosa Municipal Airport Ottumwa Regional Airport DESMOINES MONROE LUCAS WAPELLO JEFFERSON HENRY LOUISA MARION MAHASKA KEOKUK WASHINGTON MUSCATINE SCOTTJASPERPOWESHIEKIOWA JOHNSON CEDAR CLINTON MARSHALL TAMA BENTON LINN JONES JACKSON GRUNDYHARDIN BLACKHAWK BUCHANAN DELAWARE DUBUQUEIowa City Municipal Airport Airport Master Plan Figure 3-1 Service Area & Drive Times Legend I 0 10 Miles Source: ESRI Imagery, City of Iowa City Drive Times 0-10 10-20 20-30 o Airports Service Iowa Counties Metropolitan Core BasedStatistical Area Map Document: C:\Users\christopherga\Desktop\AVIA_Transfers\IACY\ESRI\Maps\MP_FIGURES\107851_Service.mxd Date Saved: 1/9/2015 2:08:11 PM Iowa City Municipal Airport - (IOW) Master Plan IMPLEMENTATION & FINANCIAL ANALYSIS Page 4-1 4. FACILITY REQUIREMENTS 4.1. INTRODUCTION The Facility Requirements Chapter evaluates the airside, landside, and support facility requirements at the airport. Airside areas for general aviation airports include the runway and taxiway environment, as well as general aviation aircraft parking, storage hangars, and fueling needs. Landside and other airport support facilities include airport support buildings, access roads, parking lots, fencing, and utilities. Although there are similar infrastructure and operational requirements every Airport Master Plan evaluates, individual airports have different areas of focus to address specific safety related concerns, future facility needs, and/or environmental and planning considerations for the surrounding environment. These specific areas for IOW, both on and off airport property, are identified on Figure 4-1, at the end of this chapter. The primary planning considerations at IOW include evaluating options to maximize the existing runway configuration, identifying obstructions to the navigable airspace, determining the compatibility of airport development with the surrounding natural resources, evaluating the compatibility of airport operations with the local community comprehensive growth plan and local zoning ordinance, develop long-term building area plans and maximizing funding sources for the airport. In addition to addressing the existing conditions at the airport, this chapter evaluates the ability for the airport to accommodate the forecasted demand and meet applicable airport facility requirements for the users of the facility. These areas will be addressed in the following sections: Airfield capacity and delay analysis Instrument approaches Runway facility requirements Airport visual aids & navigational aids Meteorological facilities Taxiway & taxilane facility requirements Apron size and tie-down requirements Iowa Aviation System Plan airside recommendations Landside facility requirements Iowa Aviation System Plan landside recommendations Federal Aviation Administration (FAA) Advisory Circular (AC) 150/5300-13A, Airport Design, was referenced for the design standard criteria used to evaluate the impacts of the recommended development throughout the Airport Master Plan and corresponding Airport Layout Plan (ALP). Specific facility requirements are based on aeronautical compliance, demand, or triggering events, rather than specific time periods. This allows the Airport Commission to use the Airport Master Plan as a tool for decision making and funding prioritization over the next 20 years. Iowa City Municipal Airport - (IOW) Master Plan IMPLEMENTATION & FINANCIAL ANALYSIS Page 4-2 4.2. AIRFIELD CAPACITY & DEMAND ANALYSIS 4.2.1. AIRFIELD CAPACITY Airfield capacity is defined as the maximum aircraft operations an airfield configuration can accommodate. The FAA metric used to determine reasonable airfield capacity is Annual Service Volume (ASV). ASV is a calculated number that represents a reasonable estimate of an airport’s annual operational capacity taking into account differences in runway utilization, weather conditions, and aircraft mix that would be encountered in a year’s time. The ASV is determined by grouping aircraft into classes per FAA AC 150/5060-5, Airport Capacity and Delay. These classes identify aircraft based on recommended arrival and departure separation distances (see Table 4-1). Table 4-1 Annual Service Volume Classifications Aircraft Classification Maximum Takeoff Weight (lbs.) Number of Engines Wake Turbulence Classification A 12,500 or less Single Small B 12,500 or less Multi Small C 12,501 – 300,000 Multi Large D Over 300,000 Multi Heavy Source: FAA AC 150/5060-5 Airport Capacity and Delay The largest aircraft to utilize IOW includes ASV Class C aircraft (12,501-300,000 pounds). Examples include the Beechcraft King Air B-300 turboprop and smaller business jets. The aviation forecasts for IOW presented in Chapter 3.0, Aviation Forecasts estimate, in the long-term, operations will be comprised of 4% ASV Class C airplanes (approximately 2,300 annual operations), nearly 3% ASV Class B airplanes, and the remaining 93% being ASV Class A airplanes. FAA AC 150/5060-5, Airport Capacity and Delay was used to calculate the ASV for a single-runway scenario at IOW. The runway configuration assumes the crosswind Runway 12/30 is limited to use by small airplanes based on the lack of non-precision approaches to the runway. The results are shown in Table 4-2. Table 4-2 Annual Service Volume 2034 Annual Operations Annual Service Capacity Percentage 52,650 230,000 22.9% Source: Bolton & Menk Analysis, FAA AC 150/5060-5 Airport Capacity and Delay Under these conditions, the airfield configuration for one primary runway will adequately meet the capacity demand over the next 20 years. 4.2.2. AIRFIELD DEMAND The demand of an airfield is a function of the number and location of exit taxiways, the runway configuration, wind, and weather conditions. The methodology for computing the relationship between the demands placed upon an airport versus its capacity is also contained in FAA AC 150/5060-5. In order Iowa City Municipal Airport - (IOW) Master Plan IMPLEMENTATION & FINANCIAL ANALYSIS Page 4-3 to facilitate this comparison, computations were made to determine the hourly capacity of a single runway configuration in visual flight rules (VFR) and instrument flight rules (IFR). VFR are when a pilot operates an aircraft during weather conditions that allow the pilot to see the ground and visually avoid obstructions. IFR are when a pilot operates an aircraft using instruments within the cockpit versus referencing the ground due to the surrounding cloud cover and weather conditions. Based on the forecasts presented in Chapter 3.0, Aviation Forecasts, the peak hourly operations were calculated for the existing 2014 operations and for the future 2034 operations. The national FAA guidance for general aviation airports assumes a single general aviation runway can accommodate 98 operations per hour during VFR conditions and 59 operations per hour during IFR conditions. The FAA guidance also assumes the busiest month at a general aviation airport conducts 14.8% of the annual operations. This equates to 5,462 operations in the busiest month for 2014 and 7,792 operations in 2034. The number of peak operations for the busiest day in the busiest month is 182 (5,462/30) in 2014 and 260 (7,792/30) in 2034. The national FAA guidance also assumes at general aviation airports, the peak hour is 20% of the peak daily operations. Therefore, the peak hourly operations for 2014 are 36 (182 x 0.20) and the peak hourly operations in 2034 are 52 (260 x 0.20). Based on the airport layout and conditions at IOW, the hourly capacity is shown in Table 4-3. Table 4-3 Hourly Capacity 2034 Peak Hourly Operations VFR Hourly Capacity VFR Percentage IFR Hourly Capacity 36 98 36.7% 59 Source: Bolton & Menk Analysis, FAA AC 150/5060-5 Airport Capacity and Delay The vast majority of operations at IOW will occur under VFR conditions. Peak hourly operations will likely never be achieved under IFR conditions. Using these assumptions, the peak operations forecasted within the planning horizon will adequately meet the demand of a single runway during VFR and IFR weather conditions. No significant long-term delays are forecasted. 4.3. INSTRUMENT APPROACHES Instrument approach procedures provide arriving aircraft with electronic guidance to the airport runway environment during periods of low visibility. For FAA to develop an approach to a runway end, various airspace surfaces are evaluated to determine any obstacles that may alter or prevent a specific type of approach from being published. The airspace criteria are published in both Federal Aviation Regulations Part 77, Objects Affecting Navigable Airspace and FAA Order 8260.3C, United States Standard for Terminal Instrument Procedures (TERPS). Part 77, among other topics, was established to “provide aeronautical studies of obstructions to air navigation, to determine their effect on the safe and efficient use of airspace.” Obstructions to any Part 77 surface should be analyzed by FAA to determine if they are a hazard to the airspace of a particular runway end. In some cases, obstacles can be a penetration to the Part 77 surface but not be a hazard if the obstacle is marked or lighted. If there are obstacles that are determined to be hazardous which cannot be mitigated, approach/departure surfaces are evaluated. These Visual Area surfaces are described in FAA Order 8260.3C and dimensions for these surfaces can be found in FAA Advisory Circular 150/5300-13A, Airport Design. FAA develops approaches to a runway end based on a clear approach/departure surface. Should there be obstacles to the approach/departure surface, the approach may be cancelled or turned off during night time operations. Iowa City Municipal Airport - (IOW) Master Plan IMPLEMENTATION & FINANCIAL ANALYSIS Page 4-4 Due to the amount of obstacles surrounding IOW, both Part 77 and the approach/departure surfaces were evaluated on each runway end to determine if the existing approaches are adequate for the airport users, clear of obstructions, or if additional approach procedures can be developed. Section 2.8.2 listed the three types of instrument approaches at an airport including non-precision, approaches with vertical guidance, and precision approaches. IOW experiences weather conditions requiring the use of an instrument approach procedures approximately 10% of the time. Visual approaches to a runway have no instrument approach procedure nor do they require additional aircraft or ground equipment. A summary of the types of instrument approaches at an airport are described below: Non-Precision approach – A standard instrument approach procedure with horizontal guidance to the runway end and no electronic vertical descent guidance. These approaches utilize ground- based or satellite-based navigational aids such as GPS, VOR, and NDB. The definitions for GPS, VOR, and NDB are included in Section 2.10.3 of this report. Approach with vertical guidance – An instrument approach procedure providing course and vertical descent guidance. These approaches utilize ground-based glideslope navigational aids or satellite based navigational aids such as a Localizer Performance with Vertical Guidance (LPV). Precision approach – An instrument approach procedure with course and vertical descent guidance and visibility minimums of less than ¾ mile (4,000 foot Runway Visual Range). These approaches utilize ground-based navigational aids as part of an Instrument Landing System (ILS). The two components of an ILS are a localizer antenna for course guidance and a glideslope antenna for vertical guidance. IOW currently has non-precision approaches to Runways 25 and 30. The approach to Runway 25 also has vertical guidance. The LPV added to the Runway 25 approach lowers the cloud ceiling minimums to 394 feet. The visibility minimums are 1 mile for the Runway 30 approach and 1 ½ miles for the Runway 25 approach. If pilots do not see the runway end within 1 or 1 ½ miles of the runway end, they cannot land at the airport. There are also circling procedures available for all runway ends during the day and Runway 25 at night. A circling approach procedure is used when a straight-in landing from an instrument approach procedure is not desirable due to wind conditions or other factors. A circling procedure cannot be authorized unless the airport owner/sponsor has provided documentation that the runway has a clear approach/departure surface. There are currently obstructions to the approach/departure surfaces prohibiting use of circling approaches to the Runway 7, 12, and 30 ends at night. The dimensions of the appropriate approach/departure surface used on the runway ends in IOW are found in Table 4-4. Approach/departure surface dimensions are based on the type of approach and the type of aircraft proposed to use a specific runway end. The approach/departure surface described in Table 4-4 is for “approach end of runways expected to accommodate instrument approaches having visibility greater than or equal to ¾ statute mile, or expected to serve large airplanes (day or night). Including circling approaches.” Runway ends 25 and 30 have instrument approaches with visibility minimums greater than ¾ mile and all four runway ends have circling approaches. Iowa City Municipal Airport - (IOW) Master Plan IMPLEMENTATION & FINANCIAL ANALYSIS Page 4-5 Table 4-4 20:1 Visual Area Surface Dimensions Surface Starting Point Inner Width Length Outer Width Slope Non-precision approach & Circling approaches 200' beyond the end of the runway 400' 10,000' 3,800' 20:1 Source: FAA Advisory Circular 150/5300-13A, Change 2 There are currently four tree obstructions to the Runway 7 approach/departure surface. These tree obstructions are located on airport property. Once the obstructions are removed and documented with FAA, the night time circling approach to Runway 7 can be reinstated. Runway 25 does not have any obstructions to the approach/departure surface. The Runway 25 non-precision approach with vertical guidance is adequate for the 20 year planning period. There are 114 tree and pole obstructions to the Runway 12 approach/departure surface. Only one of these obstructions is on airport property. The remaining 113 obstructions are on private property. Runway 30 has six tree obstructions to the approach/departure surface. One of the trees is located within an existing easement owned by the airport. The remaining five trees are located on private property. Once the six trees have been removed and documented with FAA, the night time circling approach to Runway 30 can be reinstated. The FAA requires the airport sponsor to, at a minimum, own an avigation easement over the property where obstruction mitigation is needed. This ensures the airport has control over regrowth and any other potential obstructions to the airspace around the airport. The FAA will only fund obstruction removal in a particular area once at an airport. They will not participate in funding to continue to trim or remove the same obstructions multiple times. The Runway 30 end currently has six tree obstructions to the approach/departure surface. One of the tree obstructions is located within an existing avigation easement which airport staff will be able to remove. The remaining five trees are located on two privately owned parcels. Mitigation of these trees will be determined during the environmental assessment process. The Runway 12 end has 114 obstructions to the approach/departure surface. Because of these penetrations, the night time circling approach to Runway 12 is not available at night. The 114 tree and pole obstructions are located within a residential neighborhood on 87 different parcels owned by private property owners. Each parcel has a home and approximately six to ten trees on each property. The trees identified during the obstruction analysis may identify more than one tree trunk, however, due to the leaf canopy of the trees, only one tree is identified. In addition, during the analysis, the number of trees located within five feet of the approach/departure surface were also calculated so as not to remove a tree and then the following year go back to the property owners to take another tree. There are 26 trees located within five feet of the existing approach/departure surface (see Figure 4-2). Runway 12 Approach/Departure Surface Mitigation Various alternatives were discussed with the Airport Commission to mitigate the approach/departure surface without removing all 140 trees (114 plus 26 within 5 feet of the approach/departure surface) from the residential neighborhood. The devastation to the existing residential neighborhood north of Runway 12 to clear 140 trees for a visual runway end is not acceptable to the Airport Commission. Therefore, various alternatives were evaluated. Iowa City Municipal Airport - (IOW) Master Plan IMPLEMENTATION & FINANCIAL ANALYSIS Page 4-6 The approach/departure surface starts 200 feet from the runway threshold. In order to reduce the number of trees to be removed, the runway threshold location must change. The runway threshold would need to be displaced 730 feet to allow all trees to remain in the residential neighborhood and not be an obstruction to the airport. A displaced threshold of 730 feet only provides 3,170 feet of runway for aircraft landing on Runway 12 and taking off on Runway 30. This runway length is too short for aircraft that may use Runway 12/30 during days when the crosswind component is too high for Runway 7/25 or Runway 7/25 is closed for other reasons such as construction or incidents at the airport. Therefore, the Airport Commission evaluated alternatives which required less of a displaced threshold than 730 feet but did not impact the residential neighborhood in a way that could not be justified. Table 4-5 lists the number of trees to be removed with each displaced threshold that was analyzed. Table 4-5 Tree Impacts to Runway 12 Feet of Displaced Threshold Number of remaining Approach/Departure Surface obstructions to mitigate Number of obstructions cleared Number of parcel owners to contact for remaining obstruction removal 0 140 0 87 400 46 94 37 500 28 112 23 600 24 116 19 700 12 128 10 730 0 140 0 The Airport Commission evaluated the type of aircraft currently using the airport and proposed to use the airport over the next 20 years to determine a runway length that would be acceptable. The existing runway length of 3,900 feet is important to the existing users of the airport. However, the difference in the number of residential homes impacts between a 400-foot displaced threshold and a 500-foot displaced threshold was significant enough to warrant pursing a displaced threshold. The declared distances for Runway 12/30 based on the 500-foot displaced threshold are listed in Table 4-6. Table 4-6 Declared Distances – Runway 12/30 Declared Distances Runway 12 Runway 30 Takeoff Run Available (TORA) 3,900' 3,900' Takeoff Distance Available (TODA) 3,900' 3,900' Accelerate Stop Distance Available (ASDA) 3,400' 3,900' Landing Distance Available (LDA) 3,400' 3,900' A displaced threshold of 500 feet reduces the landing distance for Runway 12 to 3,400 feet. Because the existing users of the airport require a 3,900-foot runway, alternatives were evaluated to add additional landing distance to the Runway 30 end. Iowa City Municipal Airport - (IOW) Master Plan IMPLEMENTATION & FINANCIAL ANALYSIS Page 4-7 Additional Landing Distance – Runway 30 The landing distance for Runway 12 was reduced to avoid impacting 87 residential property owners north of the airport. A displaced threshold of 500 feet is being proposed which requires 28 trees to be removed from 23 residential property owners. To mitigate the loss of 500 feet of landing distance to Runway 12, alternatives were evaluated on the Runway 30 end. The existing Runway 30 threshold cannot be relocated without impacting Old Highway 218 South. In addition, moving the Runway 30 threshold would also increase the number of obstructions to the Runway 30 approach/departure surface which is not acceptable to the Airport Commission. Therefore, an alternative was evaluated to add landing distance to Runway 12 approaches without causing additional obstructions. There is enough room on existing airport property to add a 300-foot displaced threshold to Runway 30. By doing this, the runway safety areas remain on airport property and no additional approach/departure surface penetrations are added. The declared distances with the additional 300 feet of displaced threshold is depicted in Table 4-7. Table 4-7 Declared Distances with Runway 30 Displaced Threshold Declared Distances Runway 12 Runway 30 Takeoff Run Available (TORA) 4,200' 4,200' Takeoff Distance Available (TODA) 4,200' 4,200' Accelerate Stop Distance Available (ASDA) 3,700' 3,900' Landing Distance Available (LDA) 3,700' 3,900' The goal of the additional alternatives to Runway 12/30 were to maintain the existing use of the crosswind runway while avoiding detrimental tree removal to the existing residential neighborhood north of the airport. The selected alternative of displacing the Runway 12 threshold 500 feet and adding a 300- foot displaced threshold to the Runway 30 ends accomplishes this goal. Precision Approach IOW does not have a precision approach. A precision approach can lower cloud ceiling minimums to 200 feet over the runway elevation and reduce visibility minimums to ½ mile. Adding a precision approach at the airport requires a larger and steeper approach/departure surface to be clear of obstructions. The inner width is 800 feet instead of 400 feet and the slope is 34:1 instead of 20:1. To clear the Runway 25 end for a precision approach, the runway would need to be shortened by 250 feet. The existing landing distance on Runway 7/25 is already shortened to 4,196 feet. Losing 250 additional feet of runway length would not benefit the existing users of the airport. In addition, the minimum runway length required for a precision approach with ¾ mile visibility minimums is 4,200 feet. Therefore, the crosswind runway (Runway 12/30) would need to be extended before a precision approach could be published. Due to these circumstances, a precision approach is not recommended at IOW within the 20 year planning period. Consequently, the airport users expressed interest in evaluating the possibility of a non-precision approach being published on the Runway 7 or Runway 12 end. This would provide additional options for aircraft landing at IOW. Runway 7 Non-Precision Approach Alternative The Runway Safety Area and Runway Object Free Area design standards do not change when transferring from a visual approach to a non-precision approach. However, the Part 77 approach surface dimensions change from 500 feet x 5,000 feet x 1,500 feet to 500 feet x 10,000 feet x 3,500 feet. In Iowa City Municipal Airport - (IOW) Master Plan IMPLEMENTATION & FINANCIAL ANALYSIS Page 4-8 addition, the approach slope changes from a 20:1 slope to a 34:1 slope. The purpose of Part 77 surfaces is to identify obstructions to air navigation which require further airspace analysis to determine if the obstructions are hazardous to the type of approach proposed at the airport. The airspace analysis will suggest mitigation measures to mark or light obstacles if they are hazards. The controlling object for evaluating Part 77 obstructions on the Runway 7 end is Highway 1. The Part 77 approach surface is required to clear a public roadway by 15 feet. This provides adequate clearance between approaching aircraft and vehicles on the roadway. Highway 1 is a 12.7-foot penetration to the Part 77 non-precision approach surface. To determine if this is a hazard to the Runway 7 approach, an airspace analysis would need to be completed by FAA. Highway 1 is a key transportation system in the City of Iowa City and moving or closing Highway 1 is not an acceptable alternative. Because there are hazards to the Part 77 non-precision approach surface, an analysis was done for the approach/departure surfaces to Runway 7. The approach/departure surface for a non-precision approach in this situation has a 20:1 slope. The surface has a 400-foot inner width surface instead of a 500-foot inner width surface with the Part 77 approach surface. In general, the approach/departure surface is less restrictive than the Part 77 approach surface. An analysis of this surface depicted four light poles, one billboard, and eight additional tree obstructions. Publishing a non-precision approach to Runway 7 has been discarded due to the impacts of Highway 1. Another alternative considered was adding a Medium-Intensity Approach Lighting System with Sequenced Flashers (MALSF) to the Runway 7 end to provide a visual light path to the runway threshold. A MALSF is a series of sequenced flashing lights that lead pilots to the end of the runway. There are other versions of approach lighting systems, however a MALSF system fits within the physical constraints of the airport and would not require property acquisition prior to installation. The FAA will not pay for a MALSF system that isn’t justified or in association with an existing non- precision approach. The Airport Commission could consider installation of a MALSF funded 100% with local dollars, but the installation will not lower any visibility minimums or change the existing visual approach to a non-precision approach. The cost for installation of a MALSF system would be approximately $1.3 million. Figure 4-3, at the end of this chapter, shows the location of the MALSF lighting system. The Airport Commission should continue to monitor the users of the airport to determine if the cost associated with this type of development would be beneficial to airport users. Because the users of the airport feel runway length is more important than obtaining a non-precision approach to Runway 7, a non-precision approach was removed from further consideration. Runway 7 will remain a visual runway for the 20 year planning period. The Airport Commission should continue to monitor the need for an approach lighting system to the Runway 7 end. Summary – Instrument Approaches The existing non-precision approach procedures to Runway 25 and 30 are adequate for the next 20-year planning period. It is recommended that the existing Visual Surface Area obstructions be removed to Runway 7, 12, and 30 to allow for night time circling approaches to those runway ends. This includes relocating the Runway 12 threshold 500 feet and mitigating the Runway 30 end as funding allows. Iowa City Municipal Airport - (IOW) Master Plan IMPLEMENTATION & FINANCIAL ANALYSIS Page 4-9 4.4. RUNWAY FACILITY REQUIREMENTS Runways at airports need to meet applicable design standards for safe operations and to remain eligible for federal and state funding. These standards are established by regulatory agencies in order to provide for the safe and efficient operation of aircraft on and in the vicinity of an airport. The design standards are based on two components which include the critical design aircraft and the most demanding type of approach established for either runway end. The future critical design aircraft for Runway 7/25 was determined in the forecast chapter to be B-II, large aircraft throughout the 20 year planning period. The runway is currently designed to C-II standards, and is recommended to change the safety areas to meet B-II requirements. The critical design aircraft is important when determining the design standards for the future development of not only the runways, but the entire airport. 4.5. PRIMARY RUNWAY 7/25 4.5.1. RUNWAY LENGTH Runway length is a critical component to any airport design, as it provides aircraft a defined area for takeoff and landing operations. Runway length requirements are determined by reviewing the needs of the critical design aircraft planned to use the airport for a total of 500 annual operations or more. Aircraft require the most runway length during their takeoff roll. Factors affecting runway length include aircraft performance, aircraft load factor, route length, airport elevation, runway gradient, runway condition, and temperature. FAA AC 150/5325-4B, Runway Length Requirements for Airport Design, provides guidance in determining runway length requirements. Table 4-8 lists the recommended runway lengths for IOW. Table 4-8 Recommended Runway Lengths (airplanes less than 60,000 pounds) Airport Data Airport elevation 684 feet mean sea level Mean daily maximum temperature of the hottest month 87°F Maximum difference in runway centerline elevation 33 feet Aircraft Criteria Runway Length Small airplanes (with less than 10 passenger seats) 95% of these small airplanes 3,300’ 100% of these small airplanes 3,900’ Small airplanes with 10 or more passenger seats 4,200’ Large airplanes of 60,000 pounds or less 75 percent of fleet at 60 percent useful load 4,750’ 75 percent of fleet at 90 percent useful load 6,550’ 100 percent of fleet at 60 percent useful load 5,400’ 100 percent of fleet at 90 percent useful load 8,300’ Source: FAA AC 150/5325-4B, Runway Length Requirements for Airport Design Runway 7/25 has 5,004 feet of pavement. There is an 808-foot displaced threshold on the Runway 25 end to account for the safety area between Riverside Drive and the end of the runway. The useable landing distance to Runway 25, which has the non-precision approach, is 4,196 feet. Small aircraft weighing less Iowa City Municipal Airport - (IOW) Master Plan IMPLEMENTATION & FINANCIAL ANALYSIS Page 4-10 than 12,500 pounds have adequate runway length to operate at IOW. Large aircraft are grouped by percentage of fleet and useful load factor. Seventy-five percent of fleet covers those aircraft up to the 75th percentile in terms of runway length needs. The 100 percent of fleet category contains the remaining 25th percentile of aircraft and therefore, requires greater runway lengths. Useful load factor is the difference in the maximum allowable structural gross weight of an airplane and the operating empty weight. For calculations of runway length, the useful load factor is split into two groups, either 60 percent or 90 percent. Therefore, the runway length calculations take into consideration the weight of the aircraft during takeoff operations. Large aircraft currently using IOW are summarized in Table 3-15 and Table 3-17. Of the 26 large aircraft models documented in the tables, 21 are in the 75 percent of fleet category and five are in the 100 percent of fleet category. According to Table 4-8, the existing 5,004 feet of pavement is adequate for 75 percent of fleet at 60 percent useful load. However, the useable runway landing length on the Runway 25 end is not adequate for the large aircraft that use the airport. A runway length of 6,550 feet would meet the 20 year needs for the users of the airport. However, due to the physical constraints of the airport site, alternatives were evaluated to maximize the existing length of the runway within the boundaries of airport property. 4.5.2. RUNWAY WIDTH FAA airport design standards require an RDC B-II runway with a non-precision instrument approach have a width of 75 feet. The existing runway width of 100 feet exceeds these standards. The City will need to continue to justify the larger runway width for the FAA to continue to fund maintenance for this additional pavement. Due to the family of aircraft proposed to use the runway over the next 20 years, the additional runway width will need to be justified or the runway width will be reduced to 75 feet when reconstruction is required. No changes to the runway width are recommended over the 20 year planning period. 4.5.3. RUNWAY PAVEMENT STRENGTH, TYPE, AND CONDITION Airport pavement strength is based on single wheel and dual-wheel landing gear configurations. The gear configuration determines how the weight is distributed on the pavement. Published weight bearing capacity is a result of the pavement section thickness, materials, and underlying soils. The published pavement strength for Runway 7/25 is 40,000 pounds single wheel or 60,000 pounds dual wheel. The maximum gross weight of the future critical design aircraft will continue to be up to but not exceed 60,000 pounds. Aircraft greater than 60,000 pounds may use IOW on a non-regular basis. Future pavement design should ensure these operations can be accommodated without jeopardizing the pavement condition. The existing runway is concrete and is proposed to remain concrete throughout the 20 year planning period. The 2015 Pavement Condition Index report states that Runway 7/25 is in excellent condition. The implementation plan, which is discussed in Chapter 5.0, will include a pavement maintenance schedule to maintain the life of the pavement. 4.5.4. RUNWAY LENGTH ALTERNATIVES Based on the needs identified in the Runway Length section above, alternatives were evaluated to accommodate a runway length that maximizes the use of the existing airport property. Each runway end was evaluated to determine if additional runway length could be gained due to the change in Airport Reference Code from C-II to B-II as discussed in Section 3.9. Iowa City Municipal Airport - (IOW) Master Plan IMPLEMENTATION & FINANCIAL ANALYSIS Page 4-11 4.5.4.1. RUNWAY 25 END ALTERNATIVES The existing Runway 25 displaced threshold, Runway Object Free Area (ROFA), and Approach Departure Surface (APDS) are depicted on Figure 4-4, at the end of this chapter. The APDS determines the type of approach and visibility minimums allowed on each runway end. Obstructions to the APDS will turn off existing approaches until the obstruction is mitigated. The ROFA is defined in FAA Advisory Circular (AC) 150/5300-13A, Airport Design, as “An area centered on the ground on a runway centerline provided to enhance the safety of aircraft operations by remaining clear of objects, except for objects that need to be located in the OFA for air navigation or aircraft ground maneuvering purposes.” To meet C-II design standards, the ROFA is 800 feet wide and extends 1,000 feet beyond the end of the runway threshold. The existing threshold is displaced to keep the ROFA on airport property. The ROFA for B-II aircraft is 500 feet wide and extends 300 feet beyond the end of the runway. Two alternatives were analyzed to maximize the runway length to meet B-II design standards. Runway 25 – No displaced threshold Removing the displaced threshold completely while still clearing the approach surface over Riverside Drive would gain 599 feet of useable pavement. Therefore, the runway length would be 4,795 feet which is greater than the 4,196 feet of useable landing pavement that exists today (see Figure 4-5 at the end of this chapter). Runway 25 – 100-foot displaced threshold The second alternative would keep 100 feet of the displaced threshold, keep the ROFA on airport property, and gain 708 feet of useable runway pavement. Therefore, the runway landing distance available would be 4,904 feet (see Figure 4-6 at the end of this chapter). Preferred Runway 25 alternative Keeping a 100-foot displaced threshold allows pilots to use 4,904 feet of pavement when landing on the Runway 25 end. This is an addition 109 feet of pavement and was therefore chosen as the preferred alternative by the Master Plan Advisory Group. 4.5.4.2. RUNWAY 7 END ALTERNATIVES The existing Runway 7 ROFA and APDS are depicted on Figure 4-7, at the end of this chapter. The Runway 7 end is as far west as allowed because of the size of the ROFA. Two alternatives were evaluated to maximize the runway length on the west end of the airport. Runway 7 extension To maximize airport property and keep the APDS clear over Highway 1, an additional 213 feet of runway can be added to the Runway 7 end. This would increase the total pavement of Runway 7/25 to 5,217 feet with the useable landing distance on the Runway 25 end increasing from 4,904 feet to 5,117 feet (see Figure 4-8 at the end of this chapter). The runway extension would remain on airport property and meet the needs of the existing and future users of the airport. Runway 7 Stopway As previously discussed, a runway length of 5,217 feet maximizes the physical location of the airport and is adequate for the 20-year planning period. If either runway end were to be extended, either Highway 1 or Riverside Drive would need to be relocated, which is not feasible for the City of Iowa City. Iowa City Municipal Airport - (IOW) Master Plan IMPLEMENTATION & FINANCIAL ANALYSIS Page 4-12 Another option to continue to increase takeoff length calculations for pilots, while avoiding road relocation, is to construct a stopway off the Runway 7 end. Takeoff is the most critical operation for an aircraft and requires the most runway length. A stopway increases the Accelerate Stop Distance Available (ASDA). ASDA is the amount of runway plus stopway length available for the acceleration and deceleration of an aircraft aborting a takeoff and bringing the aircraft to a stop in the event of an emergency. This pavement is capable of supporting the critical design aircraft without causing structural damage, however, it is not capable of supporting regular aircraft operations and is to be used for emergency purposes only. It does not increase the length of the takeoff run. To maximize the use of airport property, a stopway of 778 feet was added to the Runway 7 end (see Figure 4-9 at the end of this chapter). This increases the ASDA to 5,995 feet when taking off from the Runway 25 end. The addition of a stopway shifts the Runway Object Free Area beyond the end of the stopway pavement. However, the start of the APDS continues to be based on the existing threshold location. At this time, FAA Airport Improvement Program funds are generally not allowed for construction of stopways. The Airport Commission should continue to monitor the need for this additional pavement. 4.6. SECONDARY CROSSWIND RUNWAY 12/30 Crosswind Runway 12/30 is 3,900 feet long by 75 feet wide. Primary Runway 7/25 has wind coverage of 93.08% for a 13 knot crosswind component. This is below the recommended 95% wind coverage for the critical aircraft at the airport. A crosswind runway is necessary for safe operation of all users of the airport. With the addition of the crosswind runway, the combined wind coverage with the primary runway is 98.70% for a 13 knot crosswind. The crosswind runway is designed to RDC B-II standards. This is adequate for the existing and future users of the airport. 4.6.1. CROSSWIND RUNWAY LENGTH The existing crosswind runway is 3,900 feet by 75 feet. The suggested crosswind runway length according to FAA AC 150/5325-4B, Runway Length Requirements for Airport Design, is “100% of the length determined for the lower crosswind capable airplanes using the primary runway.” The type of airplanes using the crosswind runway are predominately recreational aircraft with low approach and takeoff speeds. Based on review of several aircraft manufacturing manuals and discussions with the existing users of the crosswind runway, a runway length of 3,900 feet is adequate for the existing and future users of the airport over the 20 year planning period. The penetrations to the approach/departure surface to Runway 12 and Runway 30 will change the future runway length until both recommended mitigation measures can be constructed. The immediate need is to relocate the Runway 12 threshold 500 feet to reduce the number of obstructions to the approach/departure surface to 28. Once funding and justification is available, the Airport Commission can move forward with constructing a 300-foot displaced threshold to the Runway 30 end. This will keep the declared distances at a similar length as exists today. 4.6.2. CROSSWIND RUNWAY WIDTH FAA Airport Design standards recommend a runway width based on the Aircraft Approach Category and Airplane Design Group of the critical aircraft using or proposed to use the runway. B-II aircraft using a non-precision approach runway with visibility minimums greater than ¾ mile have a runway width requirement of 75 feet. The existing runway width of 75 feet is adequate for the 20 year planning period. Iowa City Municipal Airport - (IOW) Master Plan IMPLEMENTATION & FINANCIAL ANALYSIS Page 4-13 4.6.3. CROSSWIND RUNWAY PAVEMENT STRENGTH, TYPE, & CONDITION Airport pavement strength is based on single wheel and dual-wheel aircraft wheel gear configurations. The gear configuration determines how the weight is distributed on the pavement. Published weight bearing capacity is a result of the pavement section thickness, materials, and underlying soils. The published pavement strength for the crosswind runway at IOW is 15,000 pounds single wheel or 20,000 pounds dual wheel. The maximum gross weight of the future critical design aircraft will continue to be up to but not exceed 60,000 pounds. The airfield pavement should be verified that regular use of aircraft of this size can be accommodated. The 2015 Pavement Condition Index report states that Runway 12/30 is in excellent condition. The implementation plan, which is discussed in Chapter 5.0, will include a pavement maintenance schedule to maintain the life of the pavement. 4.6.4. CROSSWIND RUNWAY ALTERNATIVES No crosswind runway alternatives need to be reviewed because the existing facility meets the needs of the existing and future users of the airport. There is an existing non-precision approach to the Runway 30 end. As with the Runway 12 end, and as discussed in Section 2.8.3, there are existing tree and pole obstructions to the FAR part 77 surfaces (see Figure 4-10 at the end of this chapter). The Airport Commission is currently working on an environmental assessment and documentation to begin to remove the existing obstructions from both runway ends. 4.7. AIRPORT VISUAL AIDS & NAVIGATIONAL AIDS Airport visual aids are a necessary component to provide pilots with the proper guidance within the immediate airport environment. As discussed in the Airport Inventory chapter, there are several visual aids at the airport. Table 4-9 lists the navigational aids at the airport visual aids and navigation aids and the ownership of each of those facilities. All the visual aids at the airport are adequate for the 20 year planning period. The existing PAPIs and REILs will need to be relocated when the displaced threshold on Runway 25 is moved and also when the Runway 7 end is extended; however, no additional navigational aids are proposed at the airport over the next 20 years. Iowa City Municipal Airport - (IOW) Master Plan IMPLEMENTATION & FINANCIAL ANALYSIS Page 4-14 Table 4-9 Airport Navigational Aids Navigational Aid Ownership Rotating Beacon Airport Precision Approach Path Indicators (PAPIs) FAA Runway End Identification Lights (REILs) Airport Very-high Frequency Omni-directional Range (VOR) FAA Guidance Signs Airport Runway Lights Airport Taxiway Lights Airport Automated Surface Observing System (ASOS) FAA Source: Iowa City Municipal Airport staff 4.8. METEOROLOGICAL FACILITIES There are two wind cones located at the airport. There is a wind cone with a segmented circle located south of the apron area (see Figure 2-3.) This wind cone is visible to pilots on the Runway 12, 30, and 7 ends. An additional wind cone is located north of the Arrival/Departure building and is visible to pilots using the Runway 25 end. It is recommended that the wind cones remain in the current locations over the next 20 years. The existing Automated Surface Observing System (ASOS) must be kept clear of agricultural operations within 100 feet of the tower, clear of objects above the 30-foot sensor height within 500 feet, and clear of high objects or structures within 1,000 feet of the system. There are tie-downs located within the ASOS critical area, however, the aircraft are less than 30 feet high and will not interfere with the sensor. The existing location of the AWOS is adequate for the 20-year planning period (see Figure 2-3). 4.9. TAXIWAY & TAXILANE FACILITY REQUIREMENTS 4.9.1. TAXIWAY REQUIREMENTS The existing taxiway system at IOW consists of three paved connecting taxiways and a full parallel taxiway to Runway 7/25 (see Figure 2-3). There is also a connecting taxiway to the Runway 30 end of the crosswind runway. Taxiway facilities at an airport are established to enhance the safety and efficiency of airfield operations. A full parallel taxiway prohibits the need for aircraft to back taxi on an active runway after landing or prior to takeoff. The runway to taxiway centerline separation distance and the taxiway safety area dimensions are defined by the critical aircraft and type of approaches proposed to be used at the airport over the next 20 years. The future critical design aircraft for the runway is RDC B-II and the future approaches are proposed to be non-precision with less than one mile visibility minimums. Based on this criteria, the parallel taxiway should be constructed 240 feet from the runway centerline. The taxiway object free area (TOFA) width is 131 feet centered on the taxiway centerline to ensure proper wing tip clearance. Only objects necessary for air navigation may be placed within the TOFA. The existing runway to taxiway centerline separation is 400 feet. This separation distance is adequate for approach category C aircraft with less than ¾ mile Iowa City Municipal Airport - (IOW) Master Plan IMPLEMENTATION & FINANCIAL ANALYSIS Page 4-15 visibility minimums. Although the existing separation standard is greater than required for B-II aircraft, category C aircraft are known to use the airport and a change in separation distance is not required. Taxiway width, fillet, and curve design are based on the Taxiway Design Code (TDG) of the critical aircraft identified for use on the parallel taxiway. The TDG is based on the width of the main gear of the aircraft and the distance between the cockpit and main gear of the critical design aircraft. The classification for taxiway development at IOW is TDG-2. The taxiway width for this group of aircraft is 35 feet. The existing parallel taxiway width is 35 feet. This width is adequate for the 20 year planning period. According to the updated FAA AC 150/5300-13A, Airport Design, any taxiways leading from the apron area directly to the runway should be avoided to discourage pilots from accidently taxiing directly from the building area onto the runway. IOW has a taxiway leading from the apron area directly to the runway near the Runway 30 end. It is recommended that a full parallel taxiway be constructed on the northeast side of Runway 12/30 to avoid the direct access from the building area to the runway. The first phase of the parallel taxiway to be constructed should be the connection between the Runway 30 end and the connector taxiway leading to the building area. This will discourage pilots from taxiing directly onto the runway. There is also a direct taxiway connection between the existing building area and the Runway 25 end. This connecting taxiway extends north of the runway towards the industrial park (see Sheet 2 of the Airport Layout Plan found in Appendix B). The connecting taxiway should be removed from the parallel taxiway north to the industrial park. This will discourage pilots from taxiing directly on the runway. Pilots can access Runway 25 from the parallel taxiway which leads to the end of the runway pavement. 4.9.2. TAXILANE REQUIREMENTS While taxiways provide access from the active runway to the building areas, taxilanes provide access to hangars and other facilities throughout the building area. Taxilanes are not as wide nor do they require the same safety area widths as taxiways due to aircraft operating at a lower speeds. There are two groupings of aircraft that are in the existing hangars or do business at IOW. The TDG for the type of aircraft using the hangar area at the airport is TDG-1A and TDG-2. Based on the fillet design tables for taxiways, the minimum recommended taxilane width for TDG-1A aircraft is 25 feet and the taxilane width for TDG-2 aircraft is 35 feet. The taxilane object free area used to maintain adequate wing tip clearance between hangars is based on the ADG of the critical aircraft and should be 79 feet for ADG I aircraft and 115 feet for ADG II aircraft. The majority of separation distances in the existing building area meet standards. Any new taxilanes constructed in the building area should meet the width and separation distance standards as mentioned above. The 20 year building area plan in the ALP depicts the different separation standards and taxilane access within the building area (see Appendix B). The ALP may show more development than necessary within the 20 year planning period, however, this provides a plan in the event hangar growth occurs more rapidly than expected. 4.10. APRON SIZE & TIE-DOWN REQUIREMENTS An aircraft apron provides an area for aircraft parking, aircraft movements, fueling operations, and access to the hangar area. The apron space requirements are developed according to local trends and FAA design standards. The existing apron is 8,900 square yards and provides 14 tie-downs. Iowa City Municipal Airport - (IOW) Master Plan IMPLEMENTATION & FINANCIAL ANALYSIS Page 4-16 Aircraft Tie-Downs An analysis of the overall tie-down and apron size requirements was completed to determine the future needs at the airport. The peak number of operations on the busiest day of the year at IOW were used to calculate the number of tie-down spaces needed in the base year and also at the end of the 20 year planning period. This will ensure there are adequate tie-down spaces available at any time throughout the year. The demand at the airport was calculated at the beginning of this chapter. In 2014, the peak number of operations on the busiest day is 182. Itinerant aircraft represent 50% of the operations or 91 operations or 45 aircraft on the busiest day of the year. It is assumed 50% of itinerant aircraft that use the airport on the busiest day will stay and park at the airport for a total of 23 tie-downs needed in 2014. The same formula was used to determine the number of tie-downs necessary at the end of the 20 year planning period. The peak number of operations at the airport in 2034 is 260. Therefore, there are approximately 130 operations per day by 65 aircraft on the busiest day of the year. If 50% of the itinerant aircraft that use the airport on the busiest day stay and park at the airport, 33 tie-downs will be needed in 2034. There are currently 14 tie-down spaces available for ADG-I aircraft at IOW. Nine additional tie-downs are needed at IOW. Three or four of the future tie-downs should be able to support ADG-2 aircraft with larger wingspans. Although larger aircraft prefer indoor storage, there are instances where this type of aircraft has a short stay at the airport and indoor storage is not necessary. There are times when the apron is at capacity for tie-down space, such as during the University of Iowa home football games and during the week with business aircraft. The existing apron tie-downs are at full capacity the majority of summer months. The transient hangar storage is full during the winter months since most pilots visiting would like heated space. The building area plan on the ALP depicts the future tie-down locations. Apron Size General aviation apron space requirements necessitate an assessment of the number of aircraft tie-downs, airplane types, wingtip clearances, and aircraft maneuverability. Existing apron facilities at the airport consist of a main 8,900 square yard area for parking, aircraft tie-downs, fueling, and general aircraft circulation. FAA size factors for apron space assume 960 square yards of apron space to accommodate both the aircraft and a taxilane for ADG-I airplane and 1,385 square yards to accommodate both the aircraft and a taxilane for an ADG-II airplane. To accommodate ADG-II aircraft, an apron of 31,855 square yards is recommended for the existing conditions (23 tie-downs using ADG-II design standards) increasing to 45,705 square yards in 2034. (33 tie-downs using ADG-II design standards). The existing apron should be expanded within the 20 year Iowa City Municipal Airport - (IOW) Master Plan IMPLEMENTATION & FINANCIAL ANALYSIS Page 4-17 planning period to accommodate future demands including parking for ADG-II aircraft. Actual apron size will be based on meeting local constraints and maneuverability requirements. 4.11. IOWA AVIATION SYSTEM PLAN AIRSIDE RECOMMENDATIONS The Iowa Aviation System Plan gives a top down approach to looking at the needs of the aviation system in Iowa. Although the Airport Master Plan process is a more in depth look at a specific airport, the Iowa Aviation System Plan recommends basic needs for the airport based on how the airport serves the aviation system as a while within the state. IOW is classified as an Enhanced Service Airport in the 2010 Iowa Aviation System Plan. Enhanced Service Airports such as IOW have a paved and lighted primary runway 5,000 feet in length. These airports are capable of accommodating most business jets, serve business aviation, and are regional transportation centers. In addition, Enhanced Service Airports serve as an asset to community economic development. The existing facilities at IOW meet the target needs recommended for airside development at Enhanced Service Airports except the landing distance available to Runway 25. Gaining additional runway length as discussed in the airside facility requirements section will allow IOW to reach this target. The additional runway length will be depicted on the ALP (see Appendix B). 4.12. LANDSIDE FACILITY REQUIREMENTS Building area facilities at a general aviation airport support airfield operations providing aircraft storage, fueling operations, aviation services, Arrival/Departure (A/D) building space, and automobile parking. Overall facility requirements should be designed to accommodate ARC B-II aircraft to meet existing and future critical aircraft requirements. 4.12.1. ARRIVAL/DEPARTURE (A/D) BUILDING General aviation A/D buildings provide an area for local and transient pilots and passengers to transition to and from the aircraft operations area. The existing A/D building, located east of the apron, is 5,400 square feet in size and was constructed in 1951. The building was updated in 2011 and includes restrooms, a pilot’s briefing area, a large conference room on the second floor, airport manager and Fixed Base Operator (FBO) offices, and lounge space for local and transient pilots. The facilities located within the building are adequate for the type of users at IOW. Public space requirements are designed around the number of passengers (including the pilot) during the peak hours of operations at the airport. A general average of one pilot and one passenger per general aviation flight can be assumed. A general aviation A/D building requires approximately 50 square feet per passenger for circulation, waiting area, management/operations space, public conveniences, concessions area, and storage. The recommended size of the A/D building is based on the peak hourly operations of 36 in 2014 and 52 in 2034. Assuming two persons per flight, the existing activity at IOW requires a 1,800 square foot building increasing to 2,400 square feet within the 20 year planning period. The existing A/D building of 5,400 square feet is adequate for the 20 year planning period. 4.12.2. AIRPORT ACCESS & AUTOMOBILE PARKING Access The entrance to IOW is on the east side of the airport accessible via Riverside Drive. The airport entrance road provides access to the building area and automobile parking. The access road is paved and adequate Iowa City Municipal Airport - (IOW) Master Plan IMPLEMENTATION & FINANCIAL ANALYSIS Page 4-18 to serve the existing and projected needs of the airport. Parking An airport needs to provide adequate automobile parking to accommodate pilots, employees, visitors, and passengers. The existing automobile parking lot is paved and has 62 automobile parking stalls in immediate proximity to the A/D building and Fixed Based Operator (FBO). IOW meets the requirements in the Iowa Aviation System Plan which recommends that an Enhanced Service Airport has a paved entrance road and available parking by the A/D building. The based aircraft forecasts show 117 based aircraft in 2034. On-site aviation businesses also require additional vehicular parking needs for employees and their visitors. Additional automobile parking lots have been added to the building area to give pilots closer parking access to their hangars and near the FBO hangars to give employees and visitors additional parking spaces as well. 4.12.3. AIRCRAFT STORAGE Aircraft are typically stored in conventional box hangars, or T-hangar structures on the airport. Currently, IOW has: Five public 10-unit T-hangars One public 9-unit T-hangar One public 4-unit mixed hangar One public 2-unit public conventional hangar One conventional hangar (FBO) One private conventional hangar Planning considerations for hangar facilities include the appropriate number and type of hangars to accommodate the projected based aircraft, hangar owner/tenant needs, and geographic/environmental constraints. Aircraft storage needs are driven by the based aircraft forecast and the type of aircraft storage demand. Currently, most of the based aircraft at IOW utilize T-hangar units for storage. Demand for T-hangar space is assumed to remain strong as it is economical for the user. Currently, there are ten people on a waiting list for T-hangar space. However, the cost to construct a T-hangar is not economically feasible for the City at this time. Therefore, future growth in the existing building area is shown through private hangar development. Building area alternatives were developed not only to accommodate the existing needs of the airport but to also understand the potential of the building area and determining the appropriate location for various hangar types and other building area needs. First the existing building area was developed to determine the number of additional hangars that can be developed within the constraints of this area (see Figure 4- 11 at the end of this chapter). Additional automobile parking spaces were added in addition to an apron expansion to accommodate the additional tie-downs needed at IOW. The building area can fit four 80 feet by 80 feet hangars and five additional smaller private hangars (50 feet by 50 feet and 60 feet by 60 feet). Iowa City Municipal Airport - (IOW) Master Plan IMPLEMENTATION & FINANCIAL ANALYSIS Page 4-19 There are only approximately ten hangar development areas left within the existing building area. The forecasts show a growth of 35 based aircraft over the next 20 years. Therefore, another location for hangar development was evaluated to accommodate this growth. There is an open space area in the south intersection of Runway 7/25 and Runway 12/30 that is currently owned by the airport and would have adequate space for hangar development. Access to the area would be available from Mormon Trek Boulevard south of the airport. There is adequate space to develop a large apron, additional tie-down spaces, and both private and public hangars (see Figure 4-12 at the end of this chapter). Parking is dispersed throughout the building area to separate vehicle and aircraft traffic. Placing the building area in this location allows for potential commercial business development in the area immediately adjacent to Mormon Trek Boulevard (see Figure 4-13 at the end of this chapter). One concern with development in this area is the floodplain for Willow Creek (see Figure 4-12). Although the Iowa River is closer to the airport than Willow Creek, the airport is within the 100-year floodplain of Willow Creek but not the Iowa River. In May 2015, Hawkeye Consulting, Inc. completed a Master Redevelopment Plan for the airport. One of the purposes of the report was to recommend options to development the south quadrant of the airport while taking into consideration the flooding concerns in the area. Various alternatives were developed during the study. The outcome of the study determined that a levee system would need to be installed prior to development of the south quadrant of the airport. The hangar development for the existing building area and the south quadrant are depicted on the ALP included in Appendix B. 4.12.4. AIRPORT FUELING SYSTEM Fuel storage requirements are based on the average forecasted number of annual operations and fuel sales data for the airport. Based on fuel sales data since 2008, the average fuel sales at IOW are 66,355 gallons (100LL) and 134,665 gallons (Jet A) annually. The peak month for fuel sales is estimated to be 20% of the total annual operations. Tank capacity at an airport should be large enough to store peak month fuel sales on site. Thank size for 100LL should be 13,300 gallons and tank size for Jet A fuel should be 27,000 gallons. Iowa City Municipal Airport - (IOW) Master Plan IMPLEMENTATION & FINANCIAL ANALYSIS Page 4-20 The existing Jet A fuel facility at IOW is located on the south side of the east apron and the 100LL fuel facility is located on the south side of the west apron. Both of the fuel tanks can hold 12,000 gallons of fuel. The FBO also owns and operates a 1,200 gallon 100LL fuel truck and a 2,200 gallon Jet A fuel truck. The existing underground storage capacity does not meet the needs of the existing fuel sales at the airport. It is recommended that larger tanks be installed at the airport. An additional fuel system is proposed to be added at the airport when the south quadrant building area is being constructed. By installing a fueling system in the new building area, aircraft will not need to taxi back to the existing building area for fuel. 4.12.5. AIRPORT MAINTENANCE The Airport Commission entered into an agreement with the FBO to provide and monitor the condition of the airport. This includes providing snow removal, grass cutting, and general maintenance services at the airport such as building maintenance, routine hangar maintenance, maintaining runway/taxiway lighting, maintaining signage, fence maintenance, and issuing Notice to Airmen for pilots. Airport maintenance equipment is currently stored outside. An airport maintenance and snow removal equipment storage building on airport property is recommended. This structure would be located in the north building area near the existing 10-unit T-hangars. A snow removal equipment storage building of 60 feet by 60 feet would be adequate to store airport snow removal equipment and attachments. The proposed location for the SRE building is shown in Figure 4-11 and will be depicted on the ALP (see Appendix B). 4.12.6. AIRPORT PROPERTY Airport property consists of 580 acres, owned in fee by the City of Iowa City. In addition, the City has acquired 0.36 acres in aviation easements protecting airport airspace and land use compatibility interests. All future development recommendations can be accomplished on the existing airport property, including the extra runway length for Runway 7/25 and the development of a new building area in the south quadrant of the airport. There are small areas of the existing Runway Protection Zones that are not owned in fee. Purchasing these areas will be shown on the ALP to meet FAA standards. 4.12.7. FENCING & SECURITY IOW has a perimeter fence located around the majority of the airport except for some areas near Runway 12 and along Willow Creek. There are two vehicle access gates, one to the north building area, and one to the south building area. Each requires a code to access the building area. It is recommended that the perimeter fence be completed around the runway 12 end in addition to the area along Willow Creek once the south quadrant development begins. 4.12.8. STATE AIRPORT ZONING The City of Iowa City has adopted Airport Zoning Regulations in Title 14 Chapter 6 of the Iowa City Code. The ordinance generally protects from new airspace incompatibilities within the City. Because some of the restricted areas are outside of City limits, Johnson County has jurisdiction and responsibilities Iowa City Municipal Airport - (IOW) Master Plan IMPLEMENTATION & FINANCIAL ANALYSIS Page 4-21 for enforcement in those areas. The approved airport zoning maps currently depict Runway 18/36 as a useable runway. This runway has since been abandoned. It is recommended that the zoning ordinance be updated to include this change in addition to accommodating the future changes to Runway 7/25. 4.13. IOWA AVIATION SYSTEM PLAN LANDSIDE RECOMMENDATIONS All of the landside targets for an Enhanced Service Airport are met at IOW. The Iowa Aviation System Plan recommends maintaining the existing services and landside conditions at the airport. 4.14. SUMMARY The following points summarize the key facility requirements at IOW: Design standards at the airport currently accommodate ARC C-II aircraft. Future design standards are recommended to accommodate ARC B-II aircraft to maximize the existing airport property for future development. The existing displaced threshold to the Runway 25 end can be minimized to 100 feet instead of the existing 708-foot displacement. This will increase the landing distance available on the Runway 25 end. To maximize existing property, the Runway 7 end can be extended an additional 213 feet without impacting Highway 1. This will allow a landing distance of 5,117 feet, which meets the needs of the existing and future users of the airport. Building area improvements include additional private hangar development in the existing building area with future expansion plans in the south quadrant of the airport. An SRE building is proposed to store maintenance and snow removal equipment. It will be located within the existing north building area. 1225307 Iow a R i v e r Runway 7/25 5,004' X 100' Runw a y 1 2 / 3 0 3 , 9 0 0 ' X 7 5 '$Analyze possibility of a non-precision approach to Runway 7 Maximize Usable Run way 700 650680 670640660690710 7207307407 5 0 760 770780 6 4 0 680 670 6 5 064076065070064 0650 6406407 0 0 7607 3 0 650710710660670 650 700650 650 710720 6506506 6 0 7107 5 0 650690770 640 660 640660720 710650 65071 0 76070076 0 640750650740 650670 6506 5 0 6 5 0 660 650700 650680660 700 6 7 0750 6 5 0650640 720650650 680 710 710650 650710710 750770770650710770650750 650770 680720690 720710740640 650650 650 700 690 710 680650 6 5 0 71 0 650 650690640660740710 71065077064 0 640 670 690 650 710650 670770 650650650650 6 5 0 750 640650 680730 6707007 1 0 750 650700 7106406906 5 0 7706 5 0 760 64 0 720720640720 730 650 650650 650 650650 650 680 650 690710680660 640650650660650 690 700 650 660 650 660680 7 6 0 700 70 0 650 710 73 0 690720730 690650700 640 66070071 0 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TOWER CT KEOKUK CTMILLER AVEMARIETTA AVE MAIDEN LNSOUTHGATE AVE ROHRET RD EUCLID AVEMAHASKA DREARLING DR HUDSON AVENW RAMP CURV GRA S L O N D R ORCHARD STCRESCENT STSPENCER DRPENKRIDGE DRKATHLIN DR WEBSTER STEARL RD DOUGLAS ST LUCAS STVAN BUREN STNE RA M P C U R V SW R A M P C U R V FLANIGAN CTELLIOT CTCROSS PARK AVE JEFFREY STHOLLYWO O D B L V D JEMA CT MONROE STWESTWINDS DR LAUREL S T BRIAR DR OAK CREST HILL RD SECALVIN AVE GINTER AVE PLAEN VIEW DR LUKIRK STPENFRO DR TALWRN CTOLIVE STWHEATON RDESCORT LNBURRY DR1ST ST ASHLEY DRGOVERNOR STWILLOW CREEK DR ARBURY DRRIDGEVIEW AVECAMBRIA CTHI C K O R Y C T WOODSIDE DR CARROLL STDIANA CTHARLOCKE DROAKNOLL DRGIBLIN DRASPEN CT 3RD ST WREX HAM DR DOLAN PLABURDEEN CTWRIGHT ST JOHNSON STIMPERIAL CTCARDIFF CIRHAFOR CIR FLORENCE ST BALSAM CTWEEBER CIRMICHAEL STCHESTNUT CT WOODBERRY CT CALVIN CT GRYN CTCHERRY AVE BROADWAY STCLARK STDANE RDBARTLETT RD MARCY STRIVERSIDE DRMILLER AVEBOYRUM STIowa City Municipal Airport Airport Master Plan Figure 4-1 Planning Considerations Legend I 0 1,000 FeetSource: ESRI Imagery, City of Iowa City Runway Protection Zone (RPZ) Parcels Airport Boundary Map Document: C:\Users\christopherga\Desktop\AVIA_Transfers\IACY\ESRI\Maps\MP_FIGURES\107851_PLAN_CONS.mxd Date Saved: 11/20/2015 11:41:53 AM Evaluate options for hangars and aviation business development in each of the four quadrants around the runways Need to determine local business needs to enhance role of airport in community as an economic development tool Airspace Obstructions to be analyzed to maintain safe airport Potential Improvements need to be realistic to implement and consider available financial resources Develop a plan to maximize on-airport land uses to attract business development Airport Plans need to be compatible with community development Ser vice La ye r Cr edi ts: ^_ !( !( !( !( !( !( !( !( !( !( !( !( !( !(!( !( !( !( !(!( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !(!( !( !( !( !( !(!( !( !( !(!( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( PropertyPropertyProperty SUN S E T S T HIGHWAY 1 WHIGHWAY1WB A N G OR C IR C A R D I F F C I RDERWEN DRFLANIGAN CTWY LD E GR E EN RDASHLEYDRDENBIGH DRHAFOR DRKINETO NGRNABERAVEW E E B E R S T EDINGALEDRWREXHAM DRP E N K R I D G E D R EALING DRE A L I N G D RARBURY DRARBURY DRPENFRO DRPENFRO DRMap Document: C:\Users\christopherga\Desktop\AVIA_Transfers\IACY\ESRI\Maps\RWY1230R3\RWY1230R3EX.mxdDate Saved: 5/9/2016 1:38:13 PMFigure 4-2 May, 2016 CLIENTLOGO Legend Airport Boundary Parcels APDS Row 3 !(Obstacles Within 5' of 20:1 Surface (26) !(20:1 Surface Penetrations (114) ^_Greatest Surface Penetration 0 200 Feet I Source: Johnson County, City of Iowa City Iowa City Municipal Airport (IOW) Runway 12 Displaced Threshold Alternatives Obstruction Information FEET OF DISPLACED THRESHOLD # OF REMAINING APDS ROW 3 OBST TO MITIGATE # OF OBST CLEARED # OF PARCEL OWNERS TO CONTACT FOR REMAINING OBSTRUCTION REMOVAL0'140 0 87 Ser vice La ye r Cr edi ts: !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!( !( !(!( !(!( !( !(!( !(!( !( !(!( !(!( !( !(!( !(!( !( !(!( !(!( !( !(!( !(!( !( !(!( !(!( !( !(!( !(!( !( !(!( !(!( !( !( !( !( Property PropertyPropertyProperty ROFA ROFA ROFA ROFA US 2 1 8 IOWA 1DANE RDMORMONTREKBLVDGRYN DREARL RD LITTLECREEKLN JEFFREY STPLAENVIEWDRSE RAMP CURVGRACE DRNE RA M P C U R V WEST SIDE DRNAPLESAVEN A P L E S A V E NW RAMP CURVWEST SIDE DRMap Document: C:\Users\christopherga\Desktop\AVIA_Transfers\IACY\ESRI\Maps\ALTS\107851_EXIST7_MALSF.mxdDate Saved: 5/3/2016 4:54:19 PMIowa City Master Plan Iowa City Municipal Airport (IOW)Runway 7 MALSF AnalysisCLIENTLOGO Legend Airport Boundary !(Part 77 Obstructions !(Runway End Existing 20:1 APDS Row 3 ! ! ! !! !! !! ! ! ! ! ! ! !! ! ! ! ! Existing Object Free Area (ROFA) Existing 20:1 Approach {MALSF 0 300 Feet I Source: ESRI, Iowa City, Johnson County Figure 4-3 Ser vice La ye r Cr edi ts: !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !(!( !(%%808 '%%200 '%%200 '%%8 0 0 '%%1000 'Riverside DriveExist APDS Row 3Exist 34:1 ApproachIowa River%Displaced Threshold PropertyProperty PropertyPropertyPropertyPropertyProperty P r o p e r t y Property ROFA ROFA ROFA ROFA ROFA ROFA Map Document: C:\Users\christopherga\Desktop\AVIA_Transfers\IACY\ESRI\Maps\ALTS\107851_EXIST25.mxdDate Saved: 5/9/2016 1:41:27 PMIowa City Master Plan Iowa City Municipal Airport (IOW) Figure 4-4CLIENTLOGO Legend Airport Boundary !(Part 77 Obstructions !(Existing Displaced Threshold !(Existing Runway End Existing 20:1 APDS Row 3 Existing/Future 34:1 Approach ! ! ! ! ! !! ! ! ! ! ! ! !! !! ! ! !! Existing Object Free Area (ROFA) 0 300 Feet I Source: ESRI, Iowa City, Johnson County Runway 25 Threshold Analysis Existing Conditions Ser vice La ye r Cr edi ts: !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!( !( !( !( !( !( !( !( !( !( !( !(%%808 '%%599 '%%209 '%%5 0 0 '%%300 'Riverside DriveExist APDS Row 3Fut 34:1 ApproachFut APDS Row 3Iowa RiverExist 34:1 ApproachPropertyProperty PropertyPropertyPropertyPropertyProperty P r o p e r t y Property ROFA ROFA ROF A ROFA ROFA ROFA Map Document: C:\Users\christopherga\Desktop\AVIA_Transfers\IACY\ESRI\Maps\ALTS\107851_NODisplaced.mxdDate Saved: 5/9/2016 1:43:19 PMIowa City Master Plan Iowa City Municipal Airport (IOW) Figure 4-5CLIENTLOGO Legend Airport Boundary !(Part 77 Obstructions !(Existing Displaced Threshold !(Proposed Runway End (ELEV 652.2') !(Existing Runway End Existing 20:1 APDS Row 3 Proposed 20:1 APDS Row 3 Existing 34:1 Approach Future 34:1 Approach ! ! ! ! ! !! ! ! ! ! ! ! ! ! !! ! ! !! Object Free Area (ROFA) No Displaced Threshold Pavement Removal 0 300 Feet I Source: ESRI, Iowa City, Johnson County Runway 25 Threshold Analysis No Displaced Threshold Information Total runway length for this alternative=4,795' Ser vice La ye r Cr edi ts: !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!( !( !( !(%%808 '%%100 '%%200 '%%200 '%%708 '%%300 '%%5 0 0 'Riverside DriveExist APDS Row 3Exist/Fut 34:1 ApproachFut APDS Row 3Iowa RiverPropertyProperty PropertyPropertyPropertyPropertyProperty P r o p e r t y Property ROFA ROFA ROFA ROFA ROFA ROFA Map Document: C:\Users\christopherga\Desktop\AVIA_Transfers\IACY\ESRI\Maps\ALTS\107851_100Displaced.mxdDate Saved: 5/9/2016 1:47:16 PMIowa City Master Plan Iowa City Municipal Airport (IOW) Figure 4-6CLIENTLOGO Legend Airport Boundary !(APDS Row 3 Obstructions !(Existing Displaced Threshold !(Proposed Displaced Threshold 100' (ELEV 652.2') !(Runway End Existing 20:1 APDS Row 3 Proposed 20:1 APDS Row 3 Existing/Future 34:1 Approach ! ! ! !! !! ! ! ! ! ! ! ! ! !!! ! ! ! Object Free Area (ROFA) 100' Displaced Threshold 0 300 Feet I Information Total runway length for this alternative=4,904' Source: ESRI, Iowa City, Johnson County Runway 25 Threshold Analysis 100' Displaced Threshold Ser vice La ye r Cr edi ts: !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!( !( !( !( !( !( !( !(%%1000 '%%8 0 0 'Exist 20:1 APDS Row 2Exist 20:1 ApproachProperty PropertyPropertyProperty Prop e r t y Property ROFA ROFA ROFA ROFA US 2 1 8 IOWA 1DANE RDMORMONTREKBLVDGRYN DREARL RD LITTLECREEKLN JEFFREY STPLAENVIEWDRSE RAMP CURVGRACE DRNE RA M P C U R V WEST SIDE DRNAPLESAVEN A P L E S A V E NW RAMP CURVWEST SIDE DRMap Document: C:\Users\christopherga\Desktop\AVIA_Transfers\IACY\ESRI\Maps\ALTS\107851_EXIST7.mxdDate Saved: 5/9/2016 1:51:42 PMIowa City Master Plan Iowa City Municipal Airport (IOW) Figure 4-7CLIENTLOGO Legend Airport Boundary !(Part 77 Obstructions !(Runway End Existing 20:1 APDS Row 2 ! ! ! !! !! !! ! ! ! ! ! ! !! ! ! ! ! Existing Object Free Area (ROFA) Existing 20:1 Approach 0 300 Feet I Source: ESRI, Iowa City, Johnson County Runway 7 Threshold Analysis Existing Conditions Ser vice La ye r Cr edi ts: !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!( !( !( !( !( !( !( !( !( !(!( !( !( !( !( !( !( !( !(!( !(!( !( !( !( !(%%1000 '%%8 0 0 '%%300 '%%5 0 0 '%%213 'Exist 20:1 APDS Row 2Exist 20:1 ApproachFut 20:1 APDS Row 2Fut 20:1 ApproachProperty PropertyPropertyProperty Prop e r t y Property ROFA ROFA ROFA ROFA ROFAROF A ROFA US 2 1 8 IOWA 1DANE RDMORMONTREKBLVDGRYN DREARL RD LITTLECREEKLN JEFFREY STPLAENVIEWDRSE RAMP CURVGRACE DRNE RA M P C U R V WEST SIDE DRNAPLESAVEN A P L E S A V E NW RAMP CURVWEST SIDE DRMap Document: C:\Users\christopherga\Desktop\AVIA_Transfers\IACY\ESRI\Maps\ALTS\107851_RWY7_213EXT.mxdDate Saved: 5/9/2016 1:58:50 PMIowa City Master Plan Iowa City Municipal Airport (IOW) Figure 4-8CLIENTLOGO Legend Airport Boundary !(PT 77/APDS Obstructions !(213' Extension !(Runway End Aircraft Pavement Existing 20:1 APDS Row 2 Future 20:1 APDS Row 2 ! ! ! ! ! !! ! ! ! ! ! !! ! !! ! ! !! Existing Object Free Area (ROFA)! ! ! ! ! !! ! ! ! ! ! !! ! !!! ! ! ! Future Object Free Area (ROFA) Existing 20:1 Approach Future 20:1 Approach 0 300 Feet I Source: ESRI, Iowa City, Johnson County Runway 7 Threshold Analysis 213' Extension Ser vice La ye r Cr edi ts: !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!! !!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!( !( !( !( !( !( !( !( !( !( !(!( !( !( !( !( !( !( !( !(!(%%1000 '%%8 0 0 '%%5 0 0 '%%213 '%%778 '%%200 'Exist 20:1 APDS Row 2Exist 20:1 ApproachFut 20:1 APDS Row 2Fut 20:1 ApproachProperty PropertyPropertyProperty Prop e r t y Property ROFA ROFA ROFA ROFA US 2 1 8 IOWA 1DANE RDMORMONTREKBLVDGRYN DREARL RD LITTLECREEKLN JEFFREY STPLAENVIEWDRSE RAMP CURVGRACE DRNE RA M P C U R V WEST SIDE DRNAPLESAVEN A P L E S A V E NW RAMP CURVWEST SIDE DRROFA ROFAROF A ROFA ROFA Map Document: C:\Users\christopherga\Desktop\AVIA_Transfers\IACY\ESRI\Maps\ALTS\107851_RWY7_STPWY_EXT.mxdDate Saved: 5/9/2016 2:01:37 PMIowa City Master Plan Iowa City Municipal Airport (IOW) Figure 4-9CLIENTLOGO Legend Airport Boundary !(PT 77/APDS Obstructions !(213' Extension !(778' Stopway !(Runway End Aircraft Pavement Stopway Existing 20:1 APDS Row 2 Future 20:1 APDS Row 2 ! ! ! ! ! !! ! ! ! ! ! ! ! ! !!! ! ! ! Existing Object Free Area (ROFA)! ! ! ! ! !! ! ! ! ! ! ! ! ! !! ! ! ! ! Future Object Free Area (ROFA) Existing 20:1 Approach Future 20:1 Approach 0 300 Feet I Source: ESRI, Iowa City, Johnson County Runway 7 Threshold Analysis 778' Stopway Ser vice La ye r Cr edi ts:!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! ! !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !(!( !( !( !(!(!( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !(!( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !(!( !( !( !(!( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !( !(!( !( !( !( !( !( !( !( Exi s t 2 0 : 1 A P D S R o w 3 Exis t 3 4 : 1 A p p r o a c h PropertyPropertyROFA ROFA CHERRY AVE CO M M E R C I A L C T S G IL B E R T S T M C C O L LIS T E R B L V D OAKCRESTHILLRDSEMORMONTREKBLVD CHESTNUT CTBALSAMCT RIVERSIDED R PEPPER DR MCCOLLISTERCTOLDHIGHWAY218RIVERSIDEDRSANDUSKYDRSANDUSKY DRCO MMER C IAL DRMap Document: C:\Users\christopherga\Desktop\AVIA_Transfers\IACY\ESRI\Maps\ALTS\107851_EXIST30.mxdDate Saved: 5/9/2016 2:03:26 PMIowa City Master Plan Iowa City Municipal Airport (IOW) Figure 4-10CLIENTLOGO Legend Airport Boundary !(Part 77 Obstructions !(Runway End Existing 20:1 APDS Row 3 ! ! ! !! !! !! ! ! ! ! ! ! !! ! ! ! ! Existing Object Free Area (ROFA) Existing 34:1 Approach 0 300 Feet I Source: ESRI, Iowa City, Johnson County Runway 30 Threshold Analysis Existing Conditions Ser vice La ye r Cr edi ts: J z 2 A¾¾¾¾ (((((((((((((((((((( (((((((((((((((((((( ( ( ((((((((((((((((((((((((((((( (((((((( ( (((((((((((((((((((( ((((((((((((((((((((( ( ( (((((((((((((((((((((((((((((((((((80'X80'80'X80' 80'X80'80'X80' 60'X60' 50'X50' 50'X50' 50'X50' 50'X50' 50'X50' 60'X60'10-Unit T-Hangar10-Unit T-Hangar10-Unit T-Hangar¬«A¬«B¬«C ¬«D ¬«E ¬«F $Wind Cone ¬«G ¬«H ¬«M ¬«I¬«K ¬«J ¬«L10-Unit T-Hangar10-Unit T-Hangar9-Unit T-Hangar$PublicConventionalHangars $PrivateConventionalHangar $2-Unit PublicConventionalHangar $ 4-Unit Mixed Hangar $Conventional HangarFBO Building $A/D Building $CareAmbulanceService Sout hRi ver s i deDri v e$SRE Building Pr oper t yPropertyProperty PropertyPrope r t y BRL 2 0 ' BRL 35' BRL 35' BRL 35' BRL 2 0 ' BRL 2 0 ' BRL 2 0 ' BRL 2 0 'RVZRVZ Map Document: C:\Users\christopherga\Desktop\AVIA_Transfers\IACY\ESRI\Maps\ALTS\107851_EXIST_BLDG.mxdDate Saved: 5/9/2016 2:05:05 PMIowa City Master Plan Iowa City Municipal Airport (IOW)Existing Building Area ExpansionCLIENTLOGO Legend Airport Boundary ( (Exist Fence Aircraft Pavement Future Building Vehicle Parking Building Restriction Line (BRL) AWOS Critical Area RVZ J ASOS 2 Beacon ¾PAPI É REIL z Segmented Circle A Wind Cone 0 200 Feet I Source: Johnson County, Iowa City Figure 4-11 Ser vice La ye r Cr edi ts: Willo w C r e e k 50'X50'60'X216' 60'X265' 60'X265' 60'X265' 60'X265' 60'X60' 60'X60' 50'X50' 50'X50'50'X50' 60'X50'80'X100' 80'X100' 80'X100' 80'X120' 60'X80' 60'X60'80'X80' 80'X80'%FutureFuelFacility Property Property BRL 2 0 ' BRL 2 0 ' BRL 35' BRL 35'BRL 35' BRL 35'BRL 2 0 ' BRL 2 0 ' BRL 2 0 ' BRL 2 0 ' BRL 2 0 'RVZRVZ RVZ RVZ Map Document: C:\Users\christopherga\Desktop\AVIA_Transfers\IACY\ESRI\Maps\ALTS\107851_FUT_BLDG2.mxdDate Saved: 5/9/2016 2:06:35 PMIowa City Master Plan Iowa City Municipal Airport (IOW) Figure 4-12CLIENTLOGO Legend Airport Boundary Aircraft Pavement Future Building Vehicle Parking RVZ Building Restriction Line (BRL) FEMA DFIRM Flood Zones AE AH 0 200 Feet I Source: Johnson County, Iowa City Future Building Area Ser vice La ye r Cr edi ts: PotentialCommercialDevelopmentArea SRE Building PropertyPropertyPropertyProperty Prope r ty PropertyProperty Prope r ty BRL 35'BRL 35' BRL 2 0 ' BRL 2 0 ' BRL 2 0 'BRL 35'BRL 35' BRL 35' BRL 35' BRL 2 0 ' BRL 2 0 ' BRL 2 0 ' BRL20'RVZRVZ RVZRVZ Map Document: C:\Users\christopherga\Desktop\AVIA_Transfers\IACY\ESRI\Maps\ALTS\107851_FUT_BLDG.mxdDate Saved: 5/9/2016 2:09:07 PMIowa City Master Plan Iowa City Municipal Airport (IOW) Figure 4-13CLIENTLOGO Legend Airport Boundary Building Restriction Line (BRL) Aircraft Pavement RVZ Future Building Vehicle Parking 0 400 Feet I Source: Johnson County, Iowa City Future Building Area Layout Iowa City Municipal Airport - (IOW) Master Plan IMPLEMENTATION & FINANCIAL ANALYSIS Page 5-1 5. IMPLEMENTATION & FINANCIAL ANALYSIS This chapter presents the financial implementation analysis for IOW and will examine various facets of the airport’s financial operating condition. In addition, this chapter examines IOW’s historic operating revenues and expenses, and provides projections for future financial results over the next 10 year period. The projections of airport revenues and expenses focus on two of the three planning periods of this Airport Master Plan’s Capital Improvement Program (CIP): short-term (present -5 years) and mid-term (6-10 years). These planning periods are used to identify the ability of the airport to contribute to the local share of the anticipated costs, as required. It should be noted that IOW’s Airport Master Plan CIP is used a guideline, and that capital projects should be undertaken when demand warrants and funding becomes available. The overall approach for the development of the Implementation & Financial Analysis included the following elements: Gathered and reviewed key airport documents related to historical financial results, capital improvement plans, and operating budgets Interviewed key airport management personnel to gain an understanding of the existing operating and financial environment, as well as the overall financial management philosophy Reviewed the Airport Master Plan CIP, cost estimates, and development schedule anticipated for the planning period in order to project the overall financial requirements for the program Determined and analyzed the sources and timing of capital funding available to meet the financial requirements for funding the CIP Analyzed historical and budgeted operating expenses, developed operations and maintenance expense assumptions, and projected future operating costs for the planning period Analyzed historical and budgeted operating revenues, developed operating revenue assumptions, and projected future operating revenues for the planning period Completed results of the analysis and evaluation in a Financial Plan Summary that provides conclusions regarding the financial practicality of the CIP 5.1. CAPITAL FUNDING SOURCES The development of the Airport Master Plan CIP is anticipated to be funded from several sources. These sources include federal grants, state grants, net operating revenue/cash reserves, and other funding sources. Each of these funding sources are described in the following sections. 5.1.1. FEDERAL AVIATION ADMINISTRATION (FAA) FUNDING To promote the development of airports to meet the nation’s needs, the Federal Government embarked on a Grants-In-Aid Program to units of state and local government after the end of World War II. Following multiple earlier versions of federal funding programs, the Airport Improvement Program (AIP) was established through the Airport and Airway Improvement Act of 1982. The initial AIP provided funding legislation through fiscal year 1992, but since then, it has been authorized and appropriated on a yearly or even quarterly basis. Funding for the AIP is generated through taxes on airline tickets, freight waybills, international departure fees, and general aviation fuel sale taxes. AIP grants include entitlement dollars, which are allocated among airports by a formula that is driven by passenger enplanements, and by discretionary grants that are awarded in accordance with specific Iowa City Municipal Airport - (IOW) Master Plan IMPLEMENTATION & FINANCIAL ANALYSIS Page 5-2 guidelines. Generally, primary airports receive entitlements based on the number of enplaning passengers and landed cargo weights, while non-primary airports, which include general aviation airports, receive a set entitlement amount per year (currently $150,000) and may also be eligible for state apportionments. The total amount of state apportionment is based on an area/population formula for the state, while the amount of non-primary entitlements is computed from the needs list for the particular airport in the published National Plan of Integrated Airport Systems (NPIAS). Federal Airport Improvement Funds must be spent on FAA-eligible projects as defined in FAA Order 5100.38C “Airport Improvement Program (AIP) Handbook.” The handbook and the latest authorization, Modernization and Reform Act of 2012, state that: An airport must be included in the current version of the NPIAS; Non-primary entitlement funds of up to $150,000 per year can be accumulated for up to four years; The federal portion of AIP grants is 90% for all general aviation airports; and If an airport has no airside improvement needs, entitlement funds can be used for certain landside projects. Under the Modernization and Reform legislation and based on its inclusion in the NPIAS, IOW is eligible to receive entitlements of up to $150,000 per year (the maximum) through 2015. But again note that the approval of AIP discretionary funding is not guaranteed and is based on a project eligibility ranking method the FAA uses to award grants based on a project’s priority and importance to the national airport and airway system. For the IOW CIP, this financial plan assumes discretionary grant awards totaling $2.6 million during the short-term period, $4.2 million during mid-term, and $13.3 million for the long-term period. 5.1.2. IOWA DEPARTMENT OF TRANSPORTATION (DOT) – OFFICE OF AVIATION GRANTS State grants for aviation projects in Iowa are administered through the Office of Aviation of the Iowa Department of Transportation (DOT). State funding is available for all publicly owned airports in Iowa primarily through two funding programs – the Airport Improvement Program (AIP) and the Vertical Infrastructure Program. The Iowa Transportation Commission approves annual funding allocations and approves project selections for these two programs. The Office of Aviation’s AIP program funds aviation safety programs, and aviation planning and development projects. The Vertical Infrastructure program funds landside development and renovation of terminals, hangars, maintenance buildings, and fuel facilities for both commercial service and general aviation airports. For the IOW CIP, it is not anticipated that any state funding grants will be utilized. 5.1.3. NET OPERATING REVENUES/CASH RESERVES Currently, the airport has limited cash reserves (Airport Fund) and annual net operating revenues (including the annual city contribution directed to the Airport Fund) to provide funding for the development of capital projects not eligible for federal funding. The analysis assumes a restricted application of these sources to capital projects, to ensure that positive year-end cash balances are maintained. Iowa City Municipal Airport - (IOW) Master Plan IMPLEMENTATION & FINANCIAL ANALYSIS Page 5-3 5.1.4. OTHER FUNDING Another potential source of funds for airport improvements is from private investors. Private investors may construct needed facilities as part of a lease agreement with the airport that will allow time to amortize their investments. This type of funding is particularly suitable for corporate hangar development and other privately owned projects. 5.2. FINANCIAL ANALYSIS & IMPLEMENTATION PLAN This section, along with the tables presented at the end of the chapter, provides the analysis and results of evaluating financial reasonableness of implementing the IOW Airport Master Plan CIP during the planning period through 2035. 5.2.1. ESTIMATED PROJECT COSTS AND DEVELOPMENT SCHEDULE A listing of capital improvement projects has been assembled based on the preferred development alternative for IOW established in Chapter 4.0, Facility Requirements. This project list has been coordinated with the Airport Layout Plan (ALP) drawing set and the CIP, both of which should be continuously updated by airport management and the FAA, as required. Generally, the CIP itself has three primary purposes: Identify improvement projects that will be required at an airport over a specific period of time; Estimate the order of implementation of the projects included in the plan; and Estimate the total costs and funding sources of the projects. It is important to note that as the CIP progresses from project planning in the current year to projects planned in future years, the plan becomes less detailed and more flexible. Additionally, the CIP is typically modified on an annual basis as new projects are identified, projects change, and financial environments evolve. For IOW, Table 5-1 presents a summary of the proposed capital improvement projects over the 20-year planning period, broken down into three phases, representing short-term (2016-2020), mid-term (2021- 2025), and long-term (2026-2035) planning horizons. Table 5-2 breaks down each of the proposed improvements listed Table 5-1 into their appropriate planning periods and include estimates of the funding source eligibility for each project. Note that the estimates contained in these tables were derived from analyzing similar projects, but should be re-evaluated at the time of project initiation. When combined, the 20-year CIP for IOW represents $22.1 million in development projects, most of which is currently eligible for federal participation at 90%. Iowa City Municipal Airport - (IOW) Master Plan IMPLEMENTATION & FINANCIAL ANALYSIS Page 5-4 Table 5-1 Capital Improvement Plan Summary Project Short-Term (2016-2020) Total Mid-Term (2021-2025) Total Long-Term (2026-2035) Total Program Total AIRFIELD Runway 25 Threshold Relocation $250,000 $0 $0 $250,000 Pavement maintenance Runway 7/25 $600,000 $0 $0 $600,000 Pavement maintenance Runway 12/30 $0 $420,000 $0 $420,000 Runway 7 Extension $0 $1,170,000 $0 $1,170,000 Runway 7 Stopway $0 $1,180,000 $0 $1,180,000 Runway 7 MALSF System $0 $0 $1,300,000 $1,300,000 Parallel Taxiway Construction – west side $0 $0 $3,400,000 $3,400,000 Parallel Taxiway Construction – east side $0 $0 $3,400,000 $3,400,000 SUBTOTAL $850,000 $2,770,000 $8,100,000 $11,720,000 GENERAL AVIATION AREA Apron Expansion $1,250,000 $0 $0 $1,250,000 Taxilane Construction $0 $235,000 $0 $235,000 Snow Removal Equipment (SRE) Building $0 $600,000 $0 $600,000 Vehicle Parking in Existing Building Area $0 $1,200,000 $0 $1,200,000 Apron in New Building Area $0 $0 $3,600,000 $3,600,000 Taxilanes in New Building Area $0 $0 $900,000 $900,000 Fuel System in New Building Area $0 $0 $700,000 $700,000 Vehicle Parking in New Building Area $0 $0 $1,200,000 $1,200,000 SUBTOTAL $1,250,000 $2,035,000 $6,400,000 $9,685,000 PLANNING/ENVIRONMENTAL STUDIES Environmental Assessment $150,000 $150,000 $300,000 $600,000 SUBTOTAL $150,000 $150,000 $300,000 $600,000 OBSTRUCTION REMOVAL/MITIGATION Runway 12 Displaced Threshold $250,000 $0 $0 $250,000 Runway 12 Obstruction Removal $280,000 $0 $0 $280,000 Runway 30 Obstruction Removal $72,000 $0 $0 $72,000 Runway 25 Obstruction Removal $6,300 $0 $0 $6,300 Runway 07 Obstruction Removal & Lighting $6,300 $0 $0 $6,300 Runway 30 Displaced Threshold $500,000 $0 $0 $500,000 SUBTOTAL $1,114,600 $0 $0 $1,114,600 CAPITAL IMPROVEMENT PROGRAM TOTALS $3,364,600 $4,955,000 $14,800,000 $23,119,600 Source: Bolton & Menk, Inc. Iowa City Municipal Airport - (IOW) Master Plan IMPLEMENTATION & FINANCIAL ANALYSIS Page 5-5 Prepared: March 2016 Table 5-2 Capital Improvement Plan Summary by Planning Period and Funding Type Project Estimated Capital Costs FAA Eligible State Share Local Share SHORT-TERM (2016-2020) Runway 12 Displaced Threshold $250,000 $225,000 $0 $25,000 Runway 12 Obstruction Removal $280,000 $252,000 $0 $28,000 Runway 30 Obstruction Removal $72,000 $64,800 $0 $7,200 Runway 25 Obstruction Removal $6,300 $5,670 $0 $630 Runway 7 Obstruction Removal & Lighting $6,300 $5,670 $0 $630 Pavement Maintenance Runway 7/25 $600,000 $540,000 $0 $60,000 Runway 25 Threshold Relocation $250,000 $225,000 $0 $25,000 Apron Expansion $1,250,000 $1,125,000 $0 $125,000 Runway 30 Displaced Threshold $500,000 $450,000 $0 $50,000 Environmental Assessment $150,000 $135,000 $0 $15,000 MID-TERM (2021-2025) Runway 7 Extension $1,170,000 $1,053,000 $0 $117,000 Pavement Maintenance Runway 12/30 $420,000 $378,000 $0 $42,000 Taxilane Construction $235,000 $211,500 $0 $23,500 Snow Removal Equipment (SRE) Building $600,000 $540,000 $0 $60,000 Vehicle Parking in Existing Building Area $1,200,000 $1,080,000 $0 $120,000 Environmental Assessment $150,000 $135,000 $0 $15,000 Runway 7 Stopway $1,180,000 $1,062,000 $0 $118,000 LONG-TERM (2026-2035) Runway 7 MALSF System $1,300,000 $0 $0 $1,300,000 Environmental Assessment $150,000 $135,000 $0 $15,000 Parallel Taxiway Construction – west side $3,400,000 $3,060,000 $0 $340,000 Parallel Taxiway Construction – east side $3,400,000 $3,060,000 $0 $340,000 Environmental Assessment $150,000 $135,000 $0 $15,000 Apron in New Building Area $3,600,000 $3,240,000 $0 $360,000 Taxilanes in New Building Area $900,000 $810,000 $0 $90,000 Fuel System in New Building Area $700,000 $630,000 $0 $70,000 Vehicle Parking in New Building Area $1,200,000 $1,080,000 $0 $120,000 Total $23,119,600 $19,637,640 $0 $3,481,960 Source: Bolton & Menk, Inc. Prepared: March 2016 The following tables (Table 5-3 through Table 5-5) provides the Airport Commission with project details to help determine other project elements that would need to be completed with the chosen capital improvement such as environmental documentation. The table also provides the project purpose and Iowa City Municipal Airport - (IOW) Master Plan IMPLEMENTATION & FINANCIAL ANALYSIS Page 5-6 scope, which was described in detail earlier in the Airport Master Plan. The tables are grouped based on short-term development, mid-term development and long-term development. Table 5-3 Capital Improvement Plan Project Descriptions – Short-Term Development (2016-2020) Project Name: Runway 12 Obstruction Removal 2016 Project Scope: Add six obstruction lights Project Purpose: To clear obstructions to the 20:1 Visual Area Surface Interrelated Projects: None Special Considerations: Necessary mitigation will be determined through the environmental process being completed in 2015 Estimated Cost: $11,000 Federal funding (90%) = $9,900 Local funding (10%) = $1,100 Project Name: Runway 30 Obstruction Removal 2016 Project Scope: Add three obstruction lights and remove 13 trees Project Purpose: To clear obstructions to the 20:1 Visual Area Surface Interrelated Projects: None Special Considerations: Necessary mitigation will be determined through the environmental process being completed in 2015 Estimated Cost: $72,000 Federal funding (90%) = $64,800 Local funding (10%) = $7,200 Project Name: Runway 25 Obstruction Removal 2016 Project Scope: Remove one tree Project Purpose: To clear obstructions to the 20:1 Visual Area Surface Interrelated Projects: None Special Considerations: Necessary mitigation will be determined through the environmental process being completed in 2015 Estimated Cost: $6,300 Federal funding (90%) = $5,670 Local funding (10%) = $630 Iowa City Municipal Airport - (IOW) Master Plan IMPLEMENTATION & FINANCIAL ANALYSIS Page 5-7 Project Name: Runway 7 Obstruction Removal & Lighting 2016 Project Scope: Remove one tree Project Purpose: To clear obstructions to the 20:1 Visual Area Surface Interrelated Projects: None Special Considerations: Necessary mitigation will be deterimed through the environmental process being completed in 2015 Estimated Cost: $6,300 Federal funding (90%) = $5,670 Local funding (10%) = $630 Project Name: Runway 7/25 Pavement Maintenance 2017 Project Scope: Route and seal Runway 7/25 Project Purpose: The existing runway pavement is almost 10 years old and in need of pavement maintenance to maintain the integrity of the pavement Interrelated Projects: None Special Considerations: A Categorical Exclusion will be required before the project begins Estimated Cost: $600,000 Federal funding (90%) = $540,000 Local funding (10%) = $60,000 Project Name: Runway 25 Threshold Relocation 2017 Project Scope: Relocate the runway lights, PAPIs, and REILs and repaint the runway to identify the new location of the Runway 25 threshold Project Purpose: An 808-foot displaced threshold is no longer necessary on the Runway 25 end due to the change in critical design aircraft. Therefore this project shifts the runway threshold to gain an additional 700 feet of takeoff and landing distance for pilots using Runway 25. Interrelated Projects: Obstruction removal for Runway 25 Special Considerations: A Categorical Exclusion will be required before the project begins Estimated Cost: $250,000 Federal funding (90%) = $225,000 Local funding (10%) = $25,000 Iowa City Municipal Airport - (IOW) Master Plan IMPLEMENTATION & FINANCIAL ANALYSIS Page 5-8 Project Name: Apron Expansion 2019 Project Scope: Expand the existing aircraft parking apron Project Purpose: The existing apron is at capacity. The apron expansion will allow additional tie-down spaces for TDG 1B and TDG 2 aircraft Interrelated Projects: None Special Considerations: A Categorical Exclusion will be required before the project begins Estimated Cost: $1,250,000 Federal Funding (90%) = $1,125,000 Local funding (10%) = $125,000 Project Name: Runway 30 Displaced Threshold 2019 Project Scope: Add a displaced threshold to the Runway 30 end Project Purpose: To gain back some of the declared distances lengths lost when the Runway 12 end was displaced for obstruction mitigation. This is needed for the based aircraft operating at IOW Interrelated Projects: None Special Considerations: A Categorical Exclusion will be required before the project begins Estimated Cost: $500,000 Federal funding (90%) = $450,000 Local funding (10%) = $50,000 Project Name: Environmental Assessment 2020 Project Scope: This project involves the examination of potential environmental impacts associated with the Runway 7 extension project including extension of the parallel taxiway and relocation of the runway visual aids Project Purpose: This project is necessary to satisfy the local, state, and federal environmental regulations and the National Environmental Policy Act of 1969 (NEPA) of the proposed action. Prior to the runway extension, an environmental assessment will need to be completed. All projects will be justified in the Purpose and Need section of the report Interrelated Projects: Construction of the runway extension, taxiway extension, and relocation of visual aids Special Considerations: None Estimated Cost: $150,000 Federal Funding (90%) = $135,000 Local funding (10%) = $15,000 Source: Bolton & Menk, Inc. Prepared: October 2015 Iowa City Municipal Airport - (IOW) Master Plan IMPLEMENTATION & FINANCIAL ANALYSIS Page 5-9 Table 5-4 Capital Improvement Plan Project Descriptions – Mid-Term Development (2021-2025) Project Name: Runway 7 Extension 2021 Project Scope: Extend Runway 7 and the existing parallel taxiway 213 feet Project Purpose: To gain additional runway length for the existing and future users of the airport Interrelated Projects: This is a stand-alone project Special Considerations: Necessary mitigation will be determined through the environmental process being completed in 2020 Estimated Cost: $1,170,000 Federal Funding (90%) = $1,053,000 Local funding (10%) = $117,000 Project Name: Runway 12/30 Pavement Maintenance 2022 Project Scope: Route and seal Runway 12/30 Project Purpose: The existing runway pavement is almost 10 years old and in need of pavement maintenance to maintain the integrity of the pavement Interrelated Projects: None Special Considerations: A Categorical Exclusion will be required before the project begins Estimated Cost: $420,000 Federal Funding (90%) = $378,000 Local funding (10%) = $42,000 Project Name: Taxilane construction - existing building area 2022 Project Scope: Construction of 350 linear feet of taxilanes to access new private hangars in the existing building area Project Purpose: The existing hangars are at capacity. Requests have been made for space to develop private hangars. Construction of the taxilanes will allow access to these areas Interrelated Projects: Construction of private hangars in the existing building area Special Considerations: A Categorical Exclusion will be required before the project begins Estimated Cost: $235,000 Federal Funding (90%) = $211,500 Local funding (10%) = $23,500 Iowa City Municipal Airport - (IOW) Master Plan IMPLEMENTATION & FINANCIAL ANALYSIS Page 5-10 Project Name: Snow Removal Equipment (SRE) Building 2023 Project Scope: Construct a Snow Removal Equipment Building Project Purpose: Construction of a SRE building will allow equipment to be stored inside and provide easy access to the equipment by City staff Interrelated Projects: This is a stand-alone project Special Considerations: A Categorical Exclusion will be required before the project begins Estimated Cost: $600,000 Federal Funding (90%) = $540,000 Local funding (10%) = $60,000 Project Name: Vehicle Parking in the existing building area 2024 Project Scope: Providing six additional vehicle parking lots near existing hangar areas Project Purpose: The existing vehicle parking lot is near capacity. Expansion of the vehicle parking lot will allow pilots to park closer to their hangars and leave ample parking for airport visitors near the A/D building Interrelated Projects: This is a stand-alone project Special Considerations: A Categorical Exclusion will be required before the project begins Estimated Cost: $1,200,000 Federal Funding (90%) = $1,080,000 Local funding (10%) = $120,000 Project Name: Environmental Assessment 2024 Project Scope: This project involves the examination of potential environmental impacts associated with the addition of a stopway and MALSF lighting system to the Runway 7 end Project Purpose: This project is necessary to satisfy the local, state, and federal environmental regulations and the National Environmental Policy Act of 1969 (NEPA) of the proposed action. Prior to construction, an environmental assessment will need to be completed. All projects will be justified in the Purpose and Need section of the report Interrelated Projects: Construction of the stopway and installation of a MALSF lighting system Special Considerations: None Estimated Cost: $150,000 Federal Funding (90%) = $135,000 Local funding (10%) = $15,000 Iowa City Municipal Airport - (IOW) Master Plan IMPLEMENTATION & FINANCIAL ANALYSIS Page 5-11 Project Name: Runway 7 Stopway 2025 Project Scope: Add a 778 foot stopway to the Runway 7 end Project Purpose: To gain additional Accelerate Stop Distance Available (ASDA) for larger aircraft using Runway 25 Interrelated Projects: This is a stand-alone project Special Considerations: Necessary mitigation will be determined through the environmental process completed before the project Estimated Cost: $1,180,000 Federal funding (90%) = $1,062,000 Local funding (10%) = $118,000 Source: Bolton & Menk, Inc. Prepared: October 2015 Table 5-5 Capital Improvement Plan Project Descriptions – Long-Term Development (2026-2035) Project Name: Runway 7 MALSF System 2027 Project Scope: Install a MALSF system to the Runway 7 end Project Purpose: To add visual guidance to the Runway 7 end Interrelated Projects: This is a stand-alone project Special Considerations: Necessary mitigation will be determined through the environmental process completed before the project Estimated Cost: $1,300,000 Local funding (100%) = $1,300,000 Project Name: Environmental Assessment 2030 Project Scope: This project involves the examination of potential environmental impacts associated with the development of full parallel taxiways to both sides of Runway 12/30 Project Purpose: This project is necessary to satisfy the local, state, and federal environmental regulations and the National Environmental Policy Act of 1969 (NEPA) of the proposed action. Prior to construction, an environmental assessment will need to be completed. All projects will be justified in the Purpose and Need section of the report Interrelated Projects: Construction of a full parallel taxiway to both sides of Runway 12/30 Special Considerations: None Estimated Cost: $150,000 Federal Funding (90%) = $135,000 Local funding (10%) = $15,000 Iowa City Municipal Airport - (IOW) Master Plan IMPLEMENTATION & FINANCIAL ANALYSIS Page 5-12 Project Name: Parallel taxiway construction 2030 Project Scope: Construct a full parallel taxiway on the west side of Runway 12/30 including three connector taxiways Project Purpose: A full parallel taxiway prevents aircraft from back taxiing on the runway. This allows for safer aircraft operations when entering and exiting an active runway Interrelated Projects: The parallel taxiway will be needed when the future building area is justified for construction Special Considerations: Necessary mitigation will be determined through the environmental process completed before the project Estimated Cost: $3,400,000 Federal Funding (90%) = $3,060,000 Local funding (10%) = $340,000 Project Name: Parallel taxiway construction 2033 Project Scope: Construct a full parallel taxiway on the east side of Runway 12/30 including three connector taxiways Project Purpose: A full parallel taxiway prevents aircraft from back taxiing on the runway. This allows for safer aircraft operations when entering and exiting an active runway Interrelated Projects: This is a stand-alone project Special Considerations: Necessary mitigation will be determined through the environmental process completed before the project Estimated Cost: $3,400,000 Federal Funding (90%) = $3,060,000 Local funding (10%) = $340,000 Project Name: Environmental Assessment 2034 Project Scope: This project involves the examination of potential environmental impacts associated with the development of a building area in the south quadrant of the airport Project Purpose: This project is necessary to satisfy the local, state, and federal environmental regulations and the National Environmental Policy Act of 1969 (NEPA) of the proposed action. Prior to construction, an environmental assessment will need to be completed. All projects will be justified in the Purpose and Need section of the report Interrelated Projects: Construction of a new apron and taxilanes Special Considerations: None Estimated Cost: $150,000 Federal Funding (90%) = $135,000 Local funding (10%) = $15,000 Iowa City Municipal Airport - (IOW) Master Plan IMPLEMENTATION & FINANCIAL ANALYSIS Page 5-13 Project Name: Apron in new building area 2035 Project Scope: Construct a new apron to begin developing a new building area in the south quadrant of the runways Project Purpose: Once the existing building area has been fully developed and the request for additional hangar space is at a high demand, a new building area will be constructed in the south quadrant of the airport. Construction of the apron will be the first step to developing the new building area Interrelated Projects: This is a stand-alone project Special Considerations: Necessary mitigation will be determined through the environmental process completed before the project Estimated Cost: $3,600,000 Federal Funding (90%) = $3,240,000 Local funding (10%) = $360,000 Project Name: Taxilanes for New Building Area 2035 Project Scope: Construction of a connector taxiway and 800 linear feet of taxilanes to access new private hangars in the future building area Project Purpose: A connector taxiway and taxilanes will be developed in the new south building area quadrant to allow construction of private hangars for both TDG 1B and TDG 2 aircraft Interrelated Projects: Construction of private hangars in the south building area Special Considerations: Necessary mitigation will be determined through the environmental process completed before the project Estimated Cost: $900,000 Federal Funding (90%) = $810,000 Local funding (10%) = $90,000 Project Name: Fuel System in new building area 2035 Project Scope: Construct a fuel system in the new building area Project Purpose: To avoid the need for aircraft to cross an active runway for fuel, a fuel system will be added to the new building area Interrelated Projects: This is a stand-alone project Special Considerations: Environmental documentation will be required for this project prior to construction Estimated Cost: $700,000 Federal Funding (90%) = $630,000 Local funding (10%) = $70,000 Iowa City Municipal Airport - (IOW) Master Plan IMPLEMENTATION & FINANCIAL ANALYSIS Page 5-14 Project Name: Vehicle parking for new building area 2035 Project Scope: Construction of a main automobile parking lot in the future building area Project Purpose: Parking lots will be constructed along the south side of airport property to allow vehicle parking for hangar owners and business operators. In addition, construction of a vehicle parking lot prevents aircraft and vehicles from mixing on the aircraft movement areas Interrelated Projects: This is a stand-alone project Special Considerations: A Categorical Exclusion will be required before the project begins Estimated Cost: $1,200,000 Federal Funding (90%) = $1,080,000 Local funding (10%) = $120,000 Source: Bolton & Menk, Inc. Prepared: March 2016 5.2.2. AIRPORT OPERATING REVENUES AND EXPENSES An important consideration in examining the feasibility of the recommended development plan included in the Airport Master Plan is the sponsor’s ability to fund the local share of project costs. Airport revenues are typically generated through leases and user fees charged by the airport for the facilities and services that are provided. These fees are typically established by the airport based on market conditions and vary from airport- to- airport. Further, these fees or revenue are maintained by the airport solely for use on airport-related activities and follow the policies of the Federal Aviation Administration (FAA) under Order 5190.6B (FAA Airport Compliance Manual) Chapter 15, Permitted and Prohibited Uses of Airport Revenue. Airport operating revenues are collected at IOW from the following primary sources: Fuel Receipts (Royalties & Commissions) – The airport receives a 10¢ fuel flowage fee from the FBO. The fuel receipts accounted for 2% of airport-generated revenue in 2015. Land/Hangar Leases (Rents) – The majority of airport tenants lease land and hangar areas from the airport on which they have constructed hangars or other aviation-related facilities. The majority of these leases are under a 3-year term. Land/facility rents currently account for 25% of the total airport revenue. General Levy - The airport received $72,342 from the City’s General Fund in 2014. In 2015, the amount allocated to subsidize the airport was $68,415. Sale of Assets – In 2015, the airport completed the sale of its last commercial land lot. The sale of this final property and properties in previous years has allowed the Airport to pay off all outstanding loans to the Landfill Fund and accounted for 67% of the revenue generated in 2015. At most airports, landside facility development and levels of aviation activity are usually the primary factors affecting airport operating revenues. As additional development occurs at IOW and as the number of based aircraft and itinerant aircraft operations increases, it is likely that IOW’s operating revenues will increase in a corresponding fashion. Projections of future Airport operating revenues will be outlined in the next section, Airport Financial Plan. Iowa City Municipal Airport - (IOW) Master Plan IMPLEMENTATION & FINANCIAL ANALYSIS Page 5-15 Airport operating expenses are comprised of the day-to-day costs incurred by the airport sponsor in the operation of IOW. Included in operating expenses are salaries, benefits, supplies, services and capital outlay that include equipment and projects. Salaries and benefits have stayed relatively constant throughout the period (Note: The increase in salary between FY2012 and FY2013 was a result of the employee going from 0.75 FTE to 1.0 FTE). Other expenditures such as capital outlays for projects are unpredictable and were not examined because they vary on an annual basis and are typically funded primarily through federal and state grants. Table 5-6 presents a summary of IOW revenues, expenses, and operating income for fiscal years 2011 through 2015. The City of Iowa City’s fiscal year starts July 1st. Revenues from airport operations are derived from the following: Interest Revenue – This revenue category captures interest earned on Airport Fund’s balance. Rents – Revenues generated from ground/building/hangar leases and fees. Royalties and Commissions – These revenues are from the fuel flowage fee that the Airport collects from the FBO. Miscellaneous – These revenues include all other fees, contributions, and donations (e.g. Fly Iowa in 2014) the airport receives. Sale of Assets – Revenues from the sale of the airport’s commercial land. General Levy – The subsidy received from the City’s General Fund. Airport operating expenses are made up of the following items including transfers out: Personnel– This includes salary and benefit costs of airport workers/staff. Services – This includes professional services, contractual maintenance services, and conference/training expenses. Supplies – This includes professional services, contractual maintenance services, and conference/training expenses. This category includes such things as office/building supplies, postage, and uniform expenses. Capital Outlay – This category includes machinery, equipment, building maintenance and minor pavement maintenance. Operating Transfers – These are transfers to the airport’s share of capital improvement projects, an operating subsidy to fund a portion of the City’s economic development position, and an interfund to repay the Airport’s loan to the Landfill Fund. Iowa City Municipal Airport - (IOW) Master Plan IMPLEMENTATION & FINANCIAL ANALYSIS Page 5-16 Table 5-6 Historic Airport Operating Revenues, Expenses, and Income Source: City of Iowa City 2012, 2013, 2014, and 2015 Budgets Prepared: July 2015 For the purposes of this financial analysis, the ability of IOW to generate revenues and cover operating costs is a top concern. From a historical perspective, operating revenues have sufficiently covered operating expenditures. It is important to note that during this time period, the sale of the airport’s commercial property has accounted for a significant portion of each year’s operating revenue; while simultaneously allowing the airport to retire its debt to the Landfill Fund. Beginning in FY2014, the airport no longer funded a portion of the City’s economic development position (as shown in the Operating Subsidy line item of Table 5-6). Further, it is this historical information, which will form the baseline of projecting financial information conducted in subsequent sections. 5.2.2.1. INDIRECT REVENUE It is important to note that, in addition to direct operating revenues generated at IOW from leases and fuel flowage fees, IOW also generates indirect revenues. Indirect revenues include those generated by taxes on real property improvements and business personal property, including aircraft. The airport has numerous tenants and aviation-related businesses that accounted for 115 jobs1 within the local community in 2009. The State of Iowa and City of Iowa City both receive a significant amount of indirect revenues from IOW and the total economic impact realized in the area generated by the activity at IOW equates to more than 1 Iowa Economic Impact of Aviation Study, 2009 Categories FY2011 FY2012 FY2013 FY2014 FY2015 Operating Revenues Interest Revenues $1,170 $1,314 $1,236 -$578 $1,314 Rents $276,226 $282,023 $289,305 $300,491 $295,647 Royalties & Commissions $17,028 $24,248 $24,696 $27,049 $25,130 Misc – Contributions/Donations $0 $0 $0 $28,410 $0 Misc – Other Misc Revenue $0 $3,156 $110 $0 $0 Sale of Assets $376,500 $400,747 $336,936 $212,505 $799,393 General Levy $100,000 $100,000 $100,000 $72,342 $68,415 Total Operating Revenues $770,924 $811,488 $752,283 $640,219 $1,189,899 Operating Expenditures Personnel $42,320 $47,181 $64,264 $68,450 $70,179 Services $269,113 $242,040 $232,752 $286,166 $243,607 Supplies $5,748 $7,718 $5,342 $4,221 $4,594 Capital Outlay $33,495 $33,837 $18,898 $4,715 $40,000 Sub-Total Operating Expenditures $350,676 $330,776 $321,256 $363,552 $358,380 Transfers Out Capital Project Fund $73,425 $49,594 $503,369 -$35,693 $117,955 Operating Subsidy $10,219 $11,517 $11,892 $0 $0 InterFund Loan Repay Landfill $42,317 $323,882 $279,240 $180,513 $512,126 Sub-Total Transfers Out $125,961 $384,993 $794,501 $144,820 $630,081 Total Operating Expenditures & Transfers Out $476,637 $715,769 $1,115,757 $508,372 $988,461 Net Operating Income (Loss) $294,287 $95,719 -$363,474 $131,847 $201,438 Iowa City Municipal Airport - (IOW) Master Plan IMPLEMENTATION & FINANCIAL ANALYSIS Page 5-17 $11.2 million as determined by the 2009 Iowa Economic impact of Aviation Study conducted by the Iowa Department of Transportation’s Office of Aviation. 5.2.3. PROJECTED AIRPORT OPERATING REVENUES AND EXPENSES The continued growth of IOW, in terms of activity, tenants, new leases and facility development, will impact the airport’s operating revenues and expenses over the planning period. Actual future financial outcomes will be determined by a variety of factors, many of which are impossible to identify at the current time. However, the projections developed in this evaluation depict future airport operating revenues and expenses based on recent financial results, budgeted revenues and expenses for 2016, and activity and tenant growth trends identified in previous chapters. Projections of future airport operating revenues and expenses at IOW for the periods 2017 through 2026 are presented in Table 5-7. The following information for operating revenues was established through close consideration of historical trends, as well as proposed airport development initiatives and how they might impact those future revenues. In most cases, revenue projections resulted from normal growth factors refined to more closely reflect the circumstances of IOW. A more in-depth analysis of royalties on fuel sale projections and a correlation between historic fuel sales at IOW and trends in national fuel consumption was determined. FAA Aerospace growth rate projections for fuel consumption were applied to IOW by fuel type (-0.9% annual growth rate for 100LL and 2.5% annual growth rate for Jet A fuel). On the operating expenses side, increases in salaries and wages, as well as overall operational activities are based on 2016 Congressional Budget Office annual growth rates (2.4% annual growth). Iowa City Municipal Airport - (IOW) Master Plan IMPLEMENTATION & FINANCIAL ANALYSIS Page 5-18 Table 5-7 Projected Airport Operating Revenues and Expenses FY2016 (Budget) FY2017 FY2018 FY2019 FY2020 FY2021 FY2022 FY2023 FY2024 FY2025 FY2026 Operating Revenues Interest Revenues $0 $0 $0 $0 $0 $0 $0 $0 $0 $0 $0 Rents $298,000 $309,920 $309,920 $309,920 $322,317 $322,317 $322,317 $335,209 $335,209 $335,209 $348,618 Royalties & Commissions $26,100 $29,829 $30,408 $31,003 $31,612 $32,236 $32,877 $33,533 $34,206 $34,896 $35,604 Misc- Contributions/Donations $0 $0 $0 $0 $0 $0 $0 $0 $0 $0 $0 Misc-Other Misc Revenue $0 $0 $0 $0 $0 $0 $0 $0 $0 $0 $0 Sale of Assets $0 $0 $0 $0 $0 $0 $0 $0 $0 $0 $0 Total Operating Revenues $324,100 $339,749 $340,328 $340,923 $353,929 $354,553 $355,194 $368,742 $369,415 $370,105 $384,222 Operating Expenditures Personnel $72,625 $74,368 $76,153 $77,980 $79,852 $81,768 $83,731 $85,740 $87,798 $89,905 $92,063 Services $235,601 $241,255 $247,046 $252,975 $259,046 $265,263 $271,629 $278,149 $284,824 $291,660 $298,660 Supplies $4,346 $4,450 $4,557 $4,666 $4,778 $4,893 $5,011 $5,131 $5,254 $5,380 $5,509 Total Operating Expenditures $312,572 $320,074 $327,755 $335,622 $343,677 $351,925 $360,371 $369,020 $377,876 $386,945 $396,232 Net Operating Income $11,528 $19,675 $12,573 $5,301 $10,252 $2,628 -$5,177 -$277 -$8,461 -$16,840 -$12,010 Source: Marr Arnold Planning Prepared: October 2015 The projected operating revenues presented in Table 5-7 are based on historical year-end financial results from FY2014-FY2015 and budgeted revenues for FY2016. Additionally, forecasted increases fuel consumption, as well as, considerations regarding increasing hangar lease rates have been included in these projections. Based on projected activity and assumptions regarding fuel consumption at IOW, operating revenues are projected to increase from a budgeted $324,100 in 2016 to $384,222 by 2026. Iowa City Municipal Airport - (IOW) Master Plan IMPLEMENTATION & FINANCIAL ANALYSIS Page 5-19 5.2.4. FINANCIAL PLAN SUMMARY The primary goal is for Iowa City Municipal Airport to evolve into a facility that will best serve the transportation needs of the region while simultaneously developing into a self-sustaining economic generator for the City of Iowa City. This Airport Master Plan Update can best be described as being the road map to helping the airport achieve these goals. But it should be recognized that planning is a continuous process that does not end with the completion of the Airport Master Plan in that the fundamental basic issues that have driven this Airport Master Plan will remain valid for many years. Therefore, the ability to continuously monitor the existing and forecast status of airport activity will be a key ingredient in maintaining the applicability and relevance of this study. In order to realize those goals through the successful implementation of airport development projects, sound and measured decisions by the City of Iowa City must be made. Two of the most important factors in influencing the decision to move forward with a specific improvement are airport activity and funding timing. Both factors must be considered in the implementation of this Airport Master Plan in that while airport activity levels provide the “why” in the establishment of airport improvements, the time of funding provides the “how.” Through the course of this Airport Master Plan effort, the “why” has been discussed in detail in previous chapters. This chapter has addressed the “how” by detailing the practical financial realities required to implement this overall airport development program. However, it cannot be understated that although every effort has been made to in this effort to conservatively estimate when facility development may be needed, aviation demand will ultimately dictate when facility improvements need to be accelerated or delayed. For IOW, the Financial Plan Summary presented in Table 5-10 includes projection totals for operating revenues, operating expenses, capital expenditures, capital outlay, capital project funding, and cash flow that result from the projections presented in Table 5-7. Previous sections of this analysis provided a practical approach for scheduling capital expenditures to match the availability of capital financing. Based on the assumptions identified within the previous sections, implementation of the Airport Master Plan CIP is financially possible, subject to the availability of AIP discretionary grant awards. The reasonableness of funding the capital program can be characterized by the level of identified funding indicated in each phase of the program. Throughout the entire planning period 100% of the funding sources have been identified. Key assumptions supporting the financial plan relate to the availability and timeliness of the funding sources that have been indicated. Continuation of the FAA AIP Entitlement Program at authorized funding levels is essential. Receiving AIP discretionary grants of $2.6 million during the short-term, $4.2 million during the mid-term, and $13.3 million during the long-term as indicated previously, are critical to the financial feasibility of implementing these projects. Without this level of discretionary funding, these projects are not feasible and would have to be delayed or cancelled unless another source of funds could be acquired. Tables 5-8 through 5-10 present the detailed financial analysis for the implementation of IOW’s Airport Master Plan CIP. Iowa City Municipal Airport - (IOW) Master Plan IMPLEMENTATION & FINANCIAL ANALYSIS Page 5-20 Table 5-8 Actual, Budgeted, and Projected Operating Revenues FY2012 (Actual) FY2013 (Actual) FY2014 (Actual) FY2015 (Revised) FY2016 (Budgeted) FY20017 FY2018 FY2019 FY2020 FY2021 FY2022 FY2023 FY20024 FY20025 FY20026 Operating Revenues Interest Revenues $1,314 $1,236 ($578) $1,314 $0 $0 $0 $0 $0 $0 $0 $0 $0 $0 $0 Rents $282,023 $289,305 $300,491 $295,647 $298,000 $309,920 $309,920 $309,920 $322,317 $322,317 $322,317 $335,209 $335,209 $335,209 $348,618 Royalties & Commissions $24,248 $24,696 $27,049 $25,130 $26,100 $29,829 $30,408 $31,003 $31,612 $32,236 $32,877 $33,533 $34,206 $34,896 $35,604 Misc - Contributions/Donations $0 $0 $28,410 $0 $0 $0 $0 $0 $0 $0 $0 $0 $0 $0 $0 Misc - Other Misc Revenue $3,156 $110 $0 $0 $0 $0 $0 $0 $0 $0 $0 $0 $0 $0 $0 Sale of Assets $400,747 $336,936 $212,505 $799,393 $0 $0 $0 $0 $0 $0 $0 $0 $0 $0 $0 Sub-Total Revenues $711,488 $652,283 $567,877 $1,121,484 $324,100 $339,749 $340,328 $340,923 $353,929 $354,553 $355,194 $368,742 $369,415 $370,105 $384,222 Transfers In General Levy $100,000 $100,000 $72,342 $68,415 $121,929 $121,929 $121,929 $121,929 $121,929 $121,929 $121,929 $121,929 $121,929 $121,929 $121,929 Sub-Total Transfers In $100,000 $100,000 $72,342 $68,415 $121,929 $121,929 $121,929 $121,929 $121,929 $121,929 $121,929 $121,929 $121,929 $121,929 $121,929 $491,344 Total Operating Revenues & Transfers In $811,488 $752,283 $640,219 $1,189,899 $446,029 $461,678 $462,257 $462,852 $475,858 $476,482 $477,123 $490,671 $492,034 $506,151 Source: Marr Arnold Planning and City of Iowa City Budgets Prepared: October 2015 Iowa City Municipal Airport - (IOW) Master Plan IMPLEMENTATION & FINANCIAL ANALYSIS Page 5-21 Table 5-9 Actual, Budgeted, and Projected Operating Expenditures FY2012 (Actual) FY2013 (Actual) FY2014 (Actual) FY2015 (Revised) FY2016 (Budgeted) FY2017 FY2018 FY2019 FY2020 FY2021 FY2022 FY2023 FY2024 FY2025 FY2026 Operating Expenditures Personnel $47,181 $64,264 $68,450 $70,179 $72,625 $74,368 $76,153 $77,980 $79,852 $81,768 $83,731 $85,740 $87,798 $89,905 $92,063 Services $242,040 $232,752 $286,166 $243,607 $235,601 $241,255 $247,046 $252,975 $259,046 $265,263 $271,629 $278,149 $284,824 $291,660 $298,660 Supplies $7,718 $5,342 $4,221 $4,594 $4,346 $4,450 $4,557 $4,666 $4,778 $4,893 $5,011 $5,131 $5,254 $5,380 $5,509 Capital Outlay $33,837 $18,898 $4,715 $40,000 $33,500 $40,000 $40,000 $40,000 $40,000 $40,000 $40,000 $40,000 $40,000 $40,000 $40,000 Sub-Total Expenditures $330,776 $321,256 $363,552 $358,380 $346,072 $360,074 $367,755 $375,622 $383,677 $391,925 $400,371 $409,020 $417,876 $426,945 $436,232 Transfers Out Capital Project fund $49,594 $503,369 ($35,693) $117,955 $114,000 $85,000 $0 $175,000 $15,000 $117,000 $65,500 $60,000 $135,000 $118,000 $0 Operating Subsidy $11,517 $11,892 $0 $0 $0 $0 $0 $0 $0 $0 $0 $0 $0 $0 $0 InterFund Loan Repay Landfill $323,882 $279,240 $180,513 $512,126 $0 $0 $0 $0 $0 $0 $0 $0 $0 $0 $0 Sub-Total Transfers Out $384,993 $794,501 $144,820 $630,081 $114,000 $85,000 $0 $175,000 $15,000 $117,000 $65,500 $60,000 $135,000 $118,000 $0 Total Operating Expenditures & Transfers Out $715,769 $1,115,757 $508,372 $988,461 $460,072 $445,074 $367,755 $550,622 $398,677 $508,925 $465,871 $469,020 $552,876 $544,945 $436,232 Source: Marr Arnold Planning and City of Iowa City Budgets Prepared: April 2016 Iowa City Municipal Airport - (IOW) Master Plan IMPLEMENTATION & FINANCIAL ANALYSIS Page 5-22 Table 5-10 Financial Plan Summary Source: Marr Arnold Planning and City of Iowa City Budgets Prepared: April 2016 2012 2013 2014 2015 2016 (Actual)(Actual)(Actual)(Revised)(Budgeted)2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 Fund Balance* as of July 1 $580,651 $676,370 $298,497 $430,344 $631,782 $617,739 $634,343 $728,845 $641,075 $718,256 $685,813 $697,065 $718,717 $657,185 $604,274 Operating Revenues Interest Revenues $1,314 $1,236 ($578)$1,314 $0 $0 $0 $0 $0 $0 $0 $0 $0 $0 $0 Rents $282,023 $289,305 $300,491 $295,647 $298,000 $309,920 $309,920 $309,920 $322,317 $322,317 $322,317 $335,209 $335,209 $335,209 $348,618 Royalties & Commissions $24,248 $24,696 $27,049 $25,130 $26,100 $29,829 $30,408 $31,003 $31,612 $32,236 $32,877 $33,533 $34,206 $34,896 $35,604 Misc - Contributions/Donations $0 $0 $28,410 $0 $0 $0 $0 $0 $0 $0 $0 $0 $0 $0 $0 Misc - Other Misc Revenue $3,156 $110 $0 $0 $0 $0 $0 $0 $0 $0 $0 $0 $0 $0 $0 Sale of Assets $400,747 $336,936 $212,505 $799,393 $0 $0 $0 $0 $0 $0 $0 $0 $0 $0 $0 Sub-Total Revenues $711,488 $652,283 $567,877 $1,121,484 $324,100 $339,749 $340,328 $340,923 $353,929 $354,553 $355,194 $368,742 $369,415 $370,105 $384,222 Transfers In General Levy $100,000 $100,000 $72,342 $68,415 $121,929 $121,929 $121,929 $121,929 $121,929 $121,929 $121,929 $121,929 $121,929 $121,929 $121,929 Sub-Total Transfers In $100,000 $100,000 $72,342 $68,415 $121,929 $121,929 $121,929 $121,929 $121,929 $121,929 $121,929 $121,929 $121,929 $121,929 $121,929 Total Revenues and Transfers In $811,488 $752,283 $640,219 $1,189,899 $446,029 $461,678 $462,257 $462,852 $475,858 $476,482 $477,123 $490,671 $491,344 $492,034 $506,151 Expenditures Personnel $47,181 $64,264 $68,450 $70,179 $72,625 $74,368 $76,153 $77,980 $79,852 $81,768 $83,731 $85,740 $87,798 $89,905 $92,063 Services $242,040 $232,752 $286,166 $243,607 $235,601 $241,255 $247,046 $252,975 $259,046 $265,263 $271,629 $278,149 $284,824 $291,660 $298,660 Supplies $7,718 $5,342 $4,221 $4,594 $4,346 $4,450 $4,557 $4,666 $4,778 $4,893 $5,011 $5,131 $5,254 $5,380 $5,509 Capital Outlay $33,837 $18,898 $4,715 $40,000 $33,500 $40,000 $40,000 $40,000 $40,000 $40,000 $40,000 $40,000 $40,000 $40,000 $40,000 Sub-Total Expenditures $330,776 $321,256 $363,552 $358,380 $346,072 $360,074 $367,755 $375,622 $383,677 $391,925 $400,371 $409,020 $417,876 $426,945 $436,232 Transfers Out Capital Project fund $49,594 $503,369 ($35,693)$117,955 $114,000 $85,000 $0 $175,000 $15,000 $117,000 $65,500 $60,000 $135,000 $118,000 $0 Operating Subsidy $11,517 $11,892 $0 $0 $0 $0 $0 $0 $0 $0 $0 $0 $0 $0 $0 InterFund Loan Repay Landfill $323,882 $279,240 $180,513 $512,126 $0 $0 $0 $0 $0 $0 $0 $0 $0 $0 $0 Sub-Total Transfers Out $384,993 $794,501 $144,820 $630,081 $114,000 $85,000 $0 $175,000 $15,000 $117,000 $65,500 $60,000 $135,000 $118,000 $0 Total Expenditures & Transfers Out $715,769 $1,115,757 $508,372 $988,461 $460,072 $445,074 $367,755 $550,622 $398,677 $508,925 $465,871 $469,020 $552,876 $544,945 $436,232 Net Operating Revenues/(Expenses)$95,719 ($363,474)$131,847 $201,438 ($14,043)$16,604 $94,502 ($87,770)$77,181 ($32,443)$11,252 $21,652 ($61,532)($52,911)$69,919 Fund Balance* as of June 30 $676,370 $312,896 $430,344 $631,782 $617,739 $634,343 $728,845 $641,075 $718,256 $685,813 $697,065 $718,717 $657,185 $604,274 $674,193 PROJECTIONS Iowa City Municipal Airport - (IOW) Master Plan APPENDIX A APPENDIX A USER SURVEYS AIRPORT USER SURVEY IOWA CITY MUNICIPAL AIRPORT AIRPORT MASTER PLAN (OVER) The Iowa City Municipal Airport (IOW) is preparing an Airport Master Plan to evaluate airport facilities to better serve the economic vitality of the Iowa City community and surrounding area. The data collected in this survey will assist in making decisions for the improvement of the airport. No identifying information (contact information, N-numbers, etc.) will be published in the Airport Master Plan document. The survey can be completed by-hand or online. An online version of this survey is available at: https://www.surveymonkey.com/s/IOWAirportUsersSurvey or by scanning the QR code to the right. Please return this survey, or direct any questions to: Cole Hartfiel, Airport Planner 12224 Nicollet Avenue Burnsville, MN 55337 Phone: (952) 890-0509 Ext. 2977 Fax: (952) 890-8065 E-mail: coleha@bolton-menk.com Please complete the following survey to the best of your ability: 1. How do you utilize general aviation aircraft? + Own + Rent + Lease + Fractional/Shared Ownership + Corporate Owned-Aircraft + Flying Club + Other (Please Specify) ____________________________ 2. Do you base your aircraft at IOW? If no, and you own an aircraft, where is it based? _________________ If adequate facilities existed, would you base your plane at IOW? What additional facilities would you need to base your plane at IOW? ___________________________________________ 3. What type of aircraft do you use when flying? If you use more than one aircraft, please include it here: Aircraft Make/Model N-Number (Optional) The following questions are about your flight operations at IOW: An operation is defined as either a takeoff or a landing. A single visit to an airport is comprised of two operations, arriving at the airport, and later departing from the airport. An “itinerant” operation is a landing or takeoff of an airplane traveling from one airport to another airport at least 20 nautical miles away. Local operations include flights to local practice areas, touch-and- go operations within the traffic pattern, and agricultural aerial application operations. 4. Please estimate your annual operations at IOW: Local Operations Itinerant Operations 5. Are you considering an upgrade to your aircraft fleet in the next five years? If yes, please indicate the following: Aircraft Make/Model Annual Operations at IOW Reason for Upgrade 6. Are the runway lengths available at IOW adequate for your most demanding aircraft at desired weight? If no, what runway length would you require to land at IOW? _________________________________ Adequate if wet/icy? Adequate if hot? Runway 07-25 (5,004 feet) + Yes + No + Yes + No Runway 12-30 (3,900 feet) + Yes + No + Yes + No + Yes + No + Yes + No + Yes + No AIRPORT USER SURVEY IOWA CITY MUNICIPAL AIRPORT AIRPORT MASTER PLAN Please Return by September 30, 2014 7. Do you currently make aircraft load concessions to operate at IOW? If yes, what concessions do you make? ______________________________________________________ ______________________________________________________________________________________ 8. Please indicate the basis of your runway length requirements: + Pilot Operating Handbook + Company Policy + Insurance Requirement + Other (Please Specify)____________________ 9. Do you use the existing instrument approaches? If the approaches do not meet your needs, please explain:_________________________________________________ 10. Are you in need of additional hangar space at IOW? If yes, what type of hangar do you prefer? 11. Please rate the airport facilities in with regards to your operations at IOW: Inadequate Marginal Adequate Not Applicable Runway 7/25 Length Aircraft Storage – T-Hangar Rental Unit Aircraft Storage – Conventional Hangar Development Site Aircraft Storage – Transient/Overnight Aircraft Repair/Maintenance Self Service Fueling Full Service Fueling/Line Services/Fueling Truck Ground Transportation (Shuttle, Taxi Service, Rental Cars, Courtesy Car) Pilot Shop Crew Rest Area Flight Training/Instruction Aircraft Charter Business Center/Meeting Facilities 12. Please provide any additional comments or concerns about the IOW airport facilities or future needs: ________________________________________________________________________________________ ________________________________________________________________________________________ ________________________________________________________________________________________ CONTACT INFORMATION (OPTIONAL) Please provide the following information pertaining to the individual who completed this survey. Name: Company/Affiliation: Address: ________ ________ Phone: E-mail: May we contact you with any specific questions about this user survey? NOTE: If your company or related vendors/clients operate from IOW, we kindly request you forward this survey to these individuals. The City of Iowa City thanks you for completing this Airport User Survey! Please contact Cole Hartfiel, Airport Planner, at coleha@bolton-menk.com with any questions. + Yes + No + Yes + No + Yes + No + Yes + No + T-Hangar + “Box” Hangar + Private Hangar Site BUSINESS USER AIRPORT SURVEY IOWA CITY MUNICIPAL AIRPORT (IOW) AIRPORT MASTER PLAN (Over) The Iowa City Municipal Airport (IOW) is preparing an Airport Master Plan to evaluate airport facilities to better serve the economic vitality of the Iowa City community and surrounding area. The data collected in this survey will assist in making decisions for the improvement of the airport. No identifying information (contact information, N-numbers, etc.) will be published in the Airport Master Plan document. The survey can be completed by-hand or online. An online version of this survey is available at: https://www.surveymonkey.com/s/IOWBusinessUserSurvey or by scanning the QR code to the right: Please return this survey, or direct any questions to: Cole Hartfiel, Airport Planner 12224 Nicollet Avenue Burnsville, MN 55337 Phone: (952) 890-0509 Ext. 2977 Fax: (952) 890-8065 E-mail: coleha@bolton-menk.com CONTACT INFORMATION (OPTIONAL) Please provide the following information pertaining to the individual who completed this survey. Business Name: Address: _ Phone: E-mail: Respondent’s Name/Title: / May we contact you with any specific questions about this user survey? NOTE: If your company or related vendors/clients operate from IOW, we kindly request you provide us with their information so we may reach out to them to get their feedback about the airport. COMPANY INFORMATION This business is: + Directly Involved in Aviation + Not Involved in Aviation Number of employees: Full time: ______________ Part time: ______________ Please describe your business and how it uses aviation, if applicable: BUSINESS AIR TRAVEL 1. Does your company use air travel (commercial or general avaition)? If yes, what type? 2. Do you or your clientele use IOW for business purposes? If your clientele use IOW, how many times per year do clients arrive using IOW? ___________times/year If you and/or clientele don’t use IOW, why not? 3. If yes to question 2, please indicate how you use IOW for business purposes (check all that apply): + Site Visit/Meeting + Customer Contact + Marketing + Inventory/Technical Visits + Aircraft Charter (Passenger) + Aircraft Repair/Service + Cargo/Shipping/Parts + Flight Training/Instruction + Aerial Surveillance/Mapping + Agriculture/Natural Resource + Other (please specify) __________________________ + Do not use IOW but use General Aviation 4. How does your company have access to a general aviation airplane? (Check all that apply) + Own + Rent + Lease + Fractional/Shared Ownership + Other___________________ 5. What type of aircraft does your company operate: Make:____________________ Model:___________________ N-Number (Optional):_______________ + Yes + No + Yes (Company) + Yes (Clientele) + No + Commercial Airline + Air Charter + Company Aircraft + No air travel needs + Other + Yes + No BUSINESS USER AIRPORT SURVEY IOWA CITY MUNICIPAL AIRPORT (IOW) AIRPORT MASTER PLAN Please Return by September 30, 2014 6. At what airport is this airplane based? ___________________________________________________ 7. What is your company or clientele’s flight activity at IOW? ___________________________________ Average business-related flights at IOW per month? ___________ Average number of passengers per flight? ___________ Average flight distance? ___________ Most frequent destinations to and from IOW: 1:____________________ 2:____________________ 3:____________________ 8. Do you have a corporate flight department? 9. What is the projected future business-related use of IOW: + Increase + Decrease + Remain the same AIRPORT ACCOMMODATIONS Yes No 10. Are you aware of the services available to you at IOW? Yes No N/A 11. Is the location of IOW convenient for your business? 12. Would you base your corporate aircraft at IOW if hangars and/or sites for hangar development were available? 13. If you answered ‘Yes’ to question 12, please state what hangar size you would require (Example: 80 ft by 80 ft): ______________________ 14. If hangar sites with direct airfield access were available, would your company be interested in locating or expanding its corporate use of IOW? 15. Would a longer Runway 7/25 increase your ability to use IOW? 16. Would improved approaches to Runway 7/25 increase your ability to use IOW? 17. When you are unable to use IOW, what airport is used as an alternate? ______________________ AIRPORT FACILITIES 18. Please rate airport facilities and equipment with regards to your operations at IOW: Inadequate Marginal Adequate Runway 7/25 Length Aircraft Storage – Transient/Overnight Aircraft Repair/Maintenance Self Service Fueling Full Service Fueling/Line Services/Fueling Truck Ground Transportation (Shuttle, Taxi Service, Rental Cars, Courtesy Car) Pilot Shop Crew Rest Area Flight Training/Instruction Aircraft Charter Business Center/Meeting Facilities 19. Please provide any additional comments or concerns about IOW airport facilities or future needs: _____________________________________________________________________________ _____________________________________________________________________________ _____________________________________________________________________________ The City of Iowa City thanks you for completing this Airport Business User Survey! Please contact Cole Hartfiel, Airport Planner, at coleha@bolton-menk.com with any questions. + Yes + No Iowa City Municipal Airport - (IOW) Master Plan APPENDIX B APPENDIX B AIRPORT LAYOUT PLAN REVISIONSDATE BY CHANGETITLE SHEETINDEX TO SHEETS 1. TITLE SHEET 2. AIRPORT LAYOUT PLAN 3. FAR PART 77 IMAGINARY SURFACES 4. EXISTING & FUTURE RUNWAY 7 APPROACH PLAN & PROFILE 5. EXISTING & FUTURE RUNWAY 25 APPROACH PLAN & PROFILE 6. EXISTING RUNWAY 7/25 OBSTRUCTION TABLES 7. EXISTING & FUTURE RUNWAY 7/25 OBSTRUCTION TABLES 8. FUTURE RUNWAY 7/25 OBSTRUCTION TABLES 9. EXISTING & FUTURE RUNWAY 12 APPROACH PLAN & PROFILE 10. EXISTING & FUTURE RUNWAY 30 APPROACH PLAN & PROFILE 11. EXISTING RUNWAY 12/30 OBSTRUCTION TABLES 12. EXISTING RUNWAY 12/30 OBSTRUCTION TABLES 13. FUTURE RUNWAY 12/30 OBSTRUCTION TABLES 14. FUTURE RUNWAY 12/30 OBSTRUCTION TABLES 15. EXISTING & FUTURE BUILDING AREA PLAN 16. FUTURE BUILDING AREA PLAN 17. LAND USE & ZONING 18. EXHIBIT ‘A’ AIRPORT PROPERTY INVENTORY MAP 19. EXHIBIT ‘A’ AIRPORT PROPERTY DATA TABLES AIRPORT LAYOUT PLANIOWA CITY MUNICIPAL AIRPORT (KIOW)IOWA CITY, IAÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉ^_SPONSOR APPROVAL IOWA CITY, IOWA APPROVED BY: ___________________________________________ DATE: __________ ________________________ TITLE On behalf of Bolton & Menk, Inc. this Airport Layout Plan (ALP) was prepared for Iowa City Municipal Airport according to the applicable Advisory Circulars, the current version of the ARP SOP 2.00 ALP Checklist, and accurately depicts the proposed use of airspace at the time of submittal. The ALP conforms with FAA design standards, except as noted. DATE: _JAN 18, 2016 ________________________ MELISSA R. UNDERWOOD JOHNSON COUNTY, IOWAFAAAPPROVALLETTER^_US Department of Transportation Federal Aviation Administration, AeroNavProducts^_Copyright:© 2013 National Geographic Society, i-cubed$IOWA CITY MUNICIPAL AIRPORT$IOWA CITY MUNICIPAL AIRPORTVICINITY MAPLOCATION MAPEXISTING FUTUREREGIONAL SAMEENHANCED SERVICE SAME87°F SAME684.0' SAMELATITUDE 41° 38' 23.16" N 41° 38' 22.98" NLONGITUDE 91° 32' 53.29" W 91° 32' 54.03" WC-II B-IIBEACON SAMEMIRLs, PAPIs, REILs, WIND CONE, AWOSSAMEAIRPORT DATA TABLEAIRPORT NAVAIDS:AIRPORT REFERENCE CODE:MISCELLANEOUS FACILITIES:AIRPORT REFERENCE POINT (ARP)COORDINATES (NAD 83):AIRPORT ELEVATION (NAVD88):MEAN MAXIMUM TEMPERATURE HOTTEST MONTH:NPIAS SERVICE LEVEL:IA SASP SERVICE ROLE:REG NO. DATE:JAN 18, 201619908I HEREBY CERTIFY THAT THIS PLAN, SPECIFICATION, OR REPORT WAS PREPARED BY ME OR UNDER MY DIRECT SUPERVISION ANDTHAT I AM A DULY LICENSED PROFESSIONAL ENGINEER UNDERTHE LAWS OF THE STATE OF MINNESOTA.MATTHEW W. FERRIERBOLTON & MENK, INC.PROJECT NO: T51.107851DESIGNED BY: MRUDATE: JANUARY 18, 2016ALL WEATHER WIND ROSEINSTRUMENT FLIGHT RULES (IFR) WIND ROSECROSSWINDS RUNWAY 7/25 RUNWAY 12/30 COMBINED10.5 KNOTS 87.11% 93.00% 96.48%13 KNOTS 92.70% 96.38% 98.73%16 KNOTS 97.86% 99.02% 99.70%CROSSWINDS RUNWAY 7/25 RUNWAY 12/30 COMBINED10.5 KNOTS 88.11% 92.09% 96.45%13 KNOTS 92.80% 95.72% 98.61%16 KNOTS 97.34% 98.66% 99.62%ALL WEATHER WIND COVERAGESOURCE: NATIONAL CLIMATIC DATA CENTER FOR IOWA CITY, IA (2005-2014)INSTRUMENT FLIGHT RULES25 73012 25 7301212/30 13 KNOTS7/25 13 KNOTS12/30 13 KNOTS7/25 13 KNOTS1SHEETOF19 REVISIONSDATE BY CHANGEALP SHEETRUNWAY BASE LENGTH OUTER WIDTH7 500' 1,700' 1,010'25 (APRCH/DEP)500' 1,700' 1,010'7 500' 1,000' 700'25 (APRCH/DEP)500' 1,000' 700'12 500' 1,000' 700'30 500' 1,000' 700'FAA RUNWAY PROTECTION ZONE (RPZ) DIMENSIONSEXISTFUTEXIST & FUTRUNWAY WIDTH LENGTH BEYOND RUNWAY END7/25 500' 1,000'12/30 150' 300'RUNWAY WIDTH LENGTH BEYOND RUNWAY END7/25 150' 300'RUNWAY SAFETY AREA (RSA)EXISTINGFUTURERUNWAY WIDTH LENGTH BEYOND RUNWAY END7/25 800' 1,000'12/30 500' 300'RUNWAY WIDTH LENGTH BEYOND RUNWAY END7/25 500' 300'RUNWAY OBJECT FREE AREA (ROFA)EXISTINGFUTURERUNWAY WIDTH LENGTH BEYOND RUNWAY END7/25 400' 200'12/30 400' 200'RUNWAY OBSTACLE FREE ZONE (ROFZ)EXISTING & FUTUREAPPROVAL DATE CASE NUMBER MODIFICATION DESCRIPTIONMay 17, 1996 96 096 NRAAC 150 5300-13 MAX. LONGITUDINAL GRADE OF 1.5%MAX. LONGITUDINAL GRADE OF 2% RUNWAY 07 EXTENSIONMay 17, 1996 96 096 NRAAC 150 5300-13 MAX. LONGITUDINAL GRADE OF 1.5% FOR FIRST QUARTER OF RUNWAYMAX. LONGITUDINAL GRADE OF 2% IN FIRST QUARTER OF RUNWAY RUNWAY 07 EXTENSIONDEVIATION FROM FAA DESIGN STANDARDSKEY DESCRIPTION PENETRATION ELEVATIONOBSTACLE FREE ZONE (OFZ) OBJECT PENETRATIONSNONEμEXISTING LEGEND:AIRPORT PROPERTYEASEMENTSAPPROACH SURFACERUNWAY PROTECTIONZONE (RPZ)APDSOBJECT FREE AREA(OFA)RUNWAY SAFETYAREA (RSA)OBSTACLE FREEZONE (OFZ)!!!!!!!!!!!!!!!!!!!!!!!!!!!!RUNWAY VISIBILITYZONE (RVZ)BUILDINGRESTRICTION LINE(BRL)AWOS CRITICAL+UAIRPORT REFERENCEPOINT (ARP)JASOS2BEACON¾PAPIÉREILzSEGMENTED CIRCLEAWIND CONEOOOOOOOOOOOOFENCEFUTURE LEGEND:AIRCRAFT PAVEMENTPAVEMENT REMOVALSTOPWAYRUNWAY PROTECTIONZONE!!!!!!!!!!!!!!!!!!!!!!!RUNWAY VISIBILITYZONE (RVZ)VEHICLE PARKINGBUILDINGOBSTACLE FREEZONE (OFZ)RUNWAY SAFETYAREA (RSA)OBJECT FREE AREA(OFA)APDSOBSTACLE FREEZONE (OFZ)APPROACH SURFACE+UAIRPORT REFERENCEPOINT (ARP)!(MALSF LIGHTSOOOOOOOOOOOOFENCEMAGNETIC DECLINATION 0.64° W CHANGINGBY 0.08° W/YEARSEPTEMBER 21, 2015 SOURCE: NGDC DECLINATIONEPOCH YEAR: 2010!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(OOOOOOOOOOOOOOOOO OOOOOOOOOOOOOOOOOOOOO O O O O O O O O O O O O O O O %%200 '%%250 '%%400 '%%495 '%%75 '%%75 '%%200 '%%240 '%%250 '%%240 '%%390 '%%500 'EXIST RUNWAY 12/30 3,900' X 75' S56° 37' 11.06"E FUT 4,200' X 75'EXIST RUNWAY 7/25 5,004' X 100' N69° 33' 23.22"E40' PARALLEL TAXIWAY%213' RUNWAYEXTENSION%778' STOPWAY%AIRPORT BEACONELEV=729.8'%RUNWAYINTERSECTIONELEV=655.9'EXIST ASOSCRITICAL AREAFUT 35' PARALLEL TAXIWAYEXIST APPROACH& FUT DEPARTURE RPZ500'X1,000'X700'EXIST & FUT APPROACH RPZ500'X1,000'X700'E X IS T D E P A R TU R E R P Z 5 0 0 'X 1 ,7 0 0 'X 1 ,0 1 0 'F U T A P P R OA C H R P Z 5 0 0 'X 1 ,0 0 0 'X 7 0 0 '%EXIST & FUT RWY 25LOW POINTSTA 250+04ELEV=652.2'%FUT RWY 25 DISPLACEDSTA 249+04ELEV=652.2'%EXIST RWY 25 DISPLACEDSTA 241+96ELEV=652.2'%EXIST & FUT RWY 12HIGH POINTSTA 100+00ELEV=661.0'%EXIST & FUT RWY 30LOW POINTSTA 139+00ELEV=648.6'%EXIST RWY 7HIGH POINTSTA 200+00ELEV=683.6'%FUT RWY 7STA 197+87ELEV=683.6'EXIST 40:1 DEPARTURE SURFACEFUT 40:1 DEPARTURE SURFACEFUT 20:1 APPROACHFUT 20:1 APDS ROW 3EXIST 20:1 APDS ROW 3EXIST 20:1 APPROACHEXIST & FUT 40:1 DEPARTURE SURFACEEXIST 34:1 APPROACHEXIST & FUT 20:1 APDS ROW 3EXIST 40:1 DEPARTURE SURFACEEXIST & FUT 34:1 APPROACHFUT 20:1 APDS ROW 3FUT 40:1 DEPARTURE SURFACEEXIST 20:1 APDS ROW 3EXIST R P Z 500'X1, 7 0 0' X 1 ,01 0 'FUT RP Z 500'X1, 0 0 0' X 7 0 0'EXIST 40:1 DEPARTURE SURF A CE FUT 20:1 APDS ROW 3EXIST/FUT 20:1 APPROACHFUT 40:1 DEP ARTURE SURFA CE EXIST 20:1 APDS ROW 3FUT DEPARTURE RPZ500'X1,000'X700'FUT 34:1 APPROACH301225 7F U T D E P A R TU R E R P Z 5 0 0 'X 1 ,0 0 0 'X 7 0 0 '%EXIST RPZ500'X1,700'X1,010'%EXISTAPPROACH RPZ500'X1,700'X1,010'FUT APPROACH RPZ500'X1,000'X700'ROFAROFAROFAROFAROFAROFAROFAROFAROFAROFAR OFA RSARSARSARSARSARSARSARSARSARSARSAROFZROFZ ROFZROFZROFZROFZROFZROFZROFZROFZPROPERT Y PROPERTYPROPERTYPROPERTYPROPERTYPROPERTYPROPERTYPROPERTYPROPERTYPRO P ERT YPROPERTYPROPERTYPROPERTYPROPERTYROFAROFAROFAROFAROFAROFAROFAROFA ROFARSARSARSARSARSARSARSARSARSABRL 20'BRL 20'BRL 20'BRL 20'BRL 20'BRL 20'BRL 35'BRL 35'BRL 35'BRL 35'BRL 35'BRL 35'BRL 35'BRL 35'700'680'670'660'740'730'750'690'740'730'720'710'700'750'690'710'700'670'650'640'700 '6 8 0 '670'670'660'650'750'740'730'760'750'730'720'710'700'700'690'750'740'730'720'73 0 '7 20'710'700'780'770'760'750'710'700'660'650'650'6 4 0'650'640'650'640'720'650'680'660'680'6 6 0 '640'760'740'760'750'740'6 9 0 '690'670'660'6 50 '660'670'770'770'760'770'770'760'750'760'760'740'730'720'720'720'720'710'710'710'710'710'710'710'700'700'680'680'680'680'680'680 ' 670'670'670'660'660'660'660'650'650'650'660'660'660'660'660'650'660'650'650'650'640'640'6 40 '640'650'650'650'6 5 0 '650'650'650'650'650'650'650'650'650'6 50 '640'650'650'650'650'6 4 0'640'640'700'690'670'660'660'650'650'650'650'650'650'650'650'650'640'640'640'640'640'640'ROFZ ROFZROFZROFZR O F Z ROFZRVZRVZRVZHIGHLAND DRHIGHWAY 6 EMILLER AVEKIRKWOOD AVEW BENTON STW BENTON STDANE RD SESUNDOWN RDGE BENTON STHIGHWAY 1S DUBUQUE STEARL RDDOUGLASS STMYRTLE AVETEGDRESCORTLNWATERWAY DRSDUBUQUESTLAK E BENDRDS RIVERSIDE DR RIVERSIDEDRHAFORDRGEORGE ST E 1 STS T U R G IS CORNERDRRIVERSIDE DRBEACH VIEW DRUNKNOWNOAKNOLLCTWESTGATESTLAFAYETTE STHARLOCKESTSCLINTONSTM ELROSECTOAKCREST AVECALVIN CTASHLEYDROAKPARKCTMISTY GLN DENBIGH DRHIGHWAY1WDERWENDRSOUTHGATE AVEHIGHWAY1WS RIVERSIDE CTMILLER AVE OLDHIGHWAY218SE 3 STMICHAEL STSTREB ST E 2 STSPRING STS CAPITOL STMCCOLLISTERBLVDHIGHWAY1HIGHLANDAVEMORMONTREKBLVDWILLOW CREEK CTUNKNOWNMAHASKACTWRIGHT STABER AVEIMPERIAL CTWEEBERCIR MORMON TREK BLVDSHIRKENDRABURDEEN C T CRANDIC RAILROAD MOSS WOOD LNBAY RIDGE DRGREENWOODDRMINERALPOINTLNOAKNOLL DRFLANIGAN CTEDINGALEDROAKCRESTSTGRASLONDREAGLEVIEWDRWREXHAMDRIOWAINTERSTATERAILROADSRIVERSIDEDRMONROE ST K A T H L IN DROAKCRESTHILLRDSEMAHASKA DR H IG H W A Y 2 1 8 S E JEFFREY STH IG H W A Y 218 S W H IG H W AY 218S EWILLOW CREEK DROLD HIGHWAY 218LAKERIDGEAVESETOWER CTGRACE DRHIGHWAY218S WPENKRIDGE DRHI GH WA Y 2 18 S E EMERALD ST CRANDIC RAILROADRUPPERT RDUNKNOWNORCHARD ST ORCHARDSTS GILBERT STS GILBERT STSUNSETSTSUNSET S T WEST SIDE DRWESTSIDEDRDANE RD SEHIGHWAY218SEKOSER AVEDOUGLASS CTUN K N O W N EALINGDREALING DRWYLDE GREEN RDSTEVENSDRWEEBER STESTRON STESTRON STBENTONDRWOODSIDE DRW OODSIDED R OLIVE STCARRIAGE HL BENTON DRC A R DI FF CIRUN K N O W N MARIETTA AVERIDGEVIEW AVE TALWRNCTHUDSON AVE S R I V E R S I D E D R UNKNOWNUNKNOWNARBURY DRARBURY DRPENFRODRPENFRO DRHAWKRIDGEDRUNKNOWNUNKNOWNGRANDVIEW CTRVZTOFATOFATOFATOFATOFATOFATOFATOFATOFATOFATOFATOFATOFATOFA T OF A TOFATOFATOFATOFATOFATOFATOFATOFATOFAT O F A TOFATOFATOFATOFA0 500 1,000250FeetREG NO. DATE:JAN 18, 201619908I HEREBY CERTIFY THAT THIS PLAN, SPECIFICATION, OR REPORT WAS PREPARED BY ME OR UNDER MY DIRECT SUPERVISION ANDTHAT I AM A DULY LICENSED PROFESSIONAL ENGINEER UNDERTHE LAWS OF THE STATE OF MINNESOTA.MATTHEW W. FERRIERBOLTON & MENK, INC.PROJECT NO: T51.107851DESIGNED BY: MRUDATE: JANUARY 18, 20162SHEETOF19RUNWAYSTATION ELEVATION12 100+00 661.0'30 139+00 648.6'7 200+00 683.6'25 250+04 650.4'25 DISPLACED THRESHOLD 241+96 652.2'RUNWAYSTATION ELEVATION7 197+87 683.6'25 250+04 652.2'25 DISPLACED THRESHOLD 249+04 650.6'12 DISPLACED THRESHOLD 105+00 659.0'30 142+00 648.6'30 DISPLACED THRESHOLD 139+00 648.6'RUNWAY END STATION AND ELEVATIONEXISTINGFUTURERUNWAYLATITUDE LONGITUDE12 41° 38' 30.86" N 91° 33' 9.80" W30 41° 38' 8.95" N 91° 32' 27.55" W7 41° 38' 17.60" N 91° 33' 28.01" W25 41° 38' 33.83" N 91° 32' 25.75" W25 DISPLACED THRESHOLD 41° 38' 31.21" N 91° 32' 35.81" WRUNWAYLATITUDE LONGITUDE7 41° 38' 16.91" N 91° 33' 30.66" W25 41° 38' 33.83" N 91° 32' 25.75" W25 DISPLACED THRESHOLD 41° 38' 33.50" N 91° 32' 27.00" W12 DISPLACED THRESHOLD 41° 38' 28.05" N 91° 33' 4.38" W30 41° 38' 7.26" N 91° 32' 24.30" WRUNWAY END COORDINATESEXISTINGFUTURERUNWAY TDZ LIMITS STATION LOCATION ELEVATION12 100+00 TO 130+00 100+00 661.0'30 139+00 TO 109+00 109+00 657.1'7 200+00 TO 230+00 200+00 683.6'25 250+04 TO 220+04 220+04 658.2'7 197+87 TO 227+87 200+00 683.6'30 142+00 TO 112+00 112+00 655.8'TOUCHDOWN ZONE (TDZ) LIMITSEXISTINGFUTUREEXISTING FUTURELATITUDE41° 38' 23.16" N 41° 38' 22.56" NLONGITUDE 91° 32' 53.29" W 91° 32' 53.23" WAIRPORT REFERENCE POINT (ARP)EXISTING FUTURETAKEOFF RUN AVAILABLE (TORA)5,004' 5,217'TAKEOFF DISTANCE AVAILABLE (TODA) 5,004' 5,217'ACCELERATE STOP DISTANCE AVAILABLE (ASDA) 4,196' 5,117'LANDING DISTANCE AVAILABLE (LDA) 4,196' 5,117'EXISTING FUTURETAKEOFF RUN AVAILABLE (TORA)5,004' 5,217'TAKEOFF DISTANCE AVAILABLE (TODA) 5,004' 5,217'ACCELERATE STOP DISTANCE AVAILABLE (ASDA) 5,004' 5,995'LANDING DISTANCE AVAILABLE (LDA) 4,196' 5,117'EXISTING FUTURETAKEOFF RUN AVAILABLE (TORA)3,900' 4,200'TAKEOFF DISTANCE AVAILABLE (TODA) 3,900' 4,200'ACCELERATE STOP DISTANCE AVAILABLE (ASDA) 3,900' 3,700'LANDING DISTANCE AVAILABLE (LDA) 3,900' 3,700'EXISTING FUTURETAKEOFF RUN AVAILABLE (TORA)3,900' 4,200'TAKEOFF DISTANCE AVAILABLE (TODA) 3,900' 4,200'ACCELERATE STOP DISTANCE AVAILABLE (ASDA) 3,900' 3,900'LANDING DISTANCE AVAILABLE (LDA) 3,900' 3,900'DECLARED DISTANCESRUNWAY 25RUNWAY 7RUNWAY 12RUNWAY 30RUNWAY BASE LENGTH OUTER WIDTHEXISTING & FUTURE 7/25 & 12/30 1,000' 10,200' 6,466'DEPARTURE SURFACEEXISTING FUTURETAXIWAY WIDTH35' SAMETAXIWAY SAFETY AREA WIDTH 79' SAMETAXIWAY OBJECT FREE AREA WIDTH 131' SAMETAXIWAY EDGE SAFETY MARGIN 7.5' SAMETAXIWAY SHOULDER WIDTH 15' SAMETAXILANE WIDTH 35' SAMETAXILANE OBJECT FREE AREA WIDTH 115' SAMETAXIWAY DESIGN GROUP 2 SAMETAXIWAY/TAXILANE DATA TABLENOTES:1. RUNWAY WIDTH STANDARD FOR B-II AIRCRAFT IS 75 FEET HOWEVER,A 100 FOOT RUNWAY WIDTH MAY BE RETAINED/MAINTAINED AS A LOCAL PREFERENCE. 2. NAVD88 VERTICAL CONTROL DATUM & NAD83 COORDINATE SYSTEMWAS USED FOR THIS ALP SETAAC-ADG C-IIAIRCRAFT TYPE GULFSTREAM G150RUNWAY STRENGTH45,000 LBS DWG; 25,000 LBS SWGAPPROACH SPEED 121 - < 141 KNOTSWINGSPAN 49' - < 79'TAIL HEIGHT 20' - < 30'AAC-ADG B-IIAIRCRAFT TYPE CESSNA CITATION VRUNWAY STRENGTH45,000 LBS DWG; 25,000 LBS SWGAPPROACH SPEED 91 - < 121 KNOTSWINGSPAN 49' - < 79'TAIL HEIGHT 20' - < 30'AAC-ADG B-IIAIRCRAFT TYPE BEECHCRAFT SUPER KING AIR 300RUNWAY STRENGTH20,000 LBS DWG; 15,000 LBS SWGAPPROACH SPEED 91 - < 121 KNOTSWINGSPAN < 49'TAIL HEIGHT < 20'RUNWAY 7/25 FUTURECRITICAL AIRCRAFT DATA TABLERUNWAY 7/25 EXISTINGRUNWAY 12/30 EXISTING & FUTUREEXISTING FUTURE EXISTING FUTURERUNWAY LENGTH & WIDTH5,004' X 100' 5,217' X 100' 3,900' X 75' 4,200' X 75'RUNWAY GRADIENT0.26% SAME 0.33% SAMERUNWAY TYPE OTHER-THAN-UTILITY SAME OTHER-THAN-UTILITY SAMEPAVEMENT TYPECONCRETE SAME CONCRETE SAMEPAVEMENT STRENGTH45,000LBS DWG; 25,000 LBS SWGSAME20,000 LBS DWG; 15,000 LBS SWGSAMERUNWAY LIGHTINGMIRL SAME MIRL SAMERUNWAY MARKING NON-PRECISION SAME NON-PRECISION SAME14 CFR PART 77 APPR SLOPEB(V)20:1 / C 34:1 SAME B(V)20:1 / C 34:1 SAMEAPPROACH TYPE NON-PRECISION SAME NON-PRECISION SAMERUNWAY DESIGN CODE (RDC)/RUNWAY REFERENCE CODE (RRC)C-II-5000 B-II-5000 B-II-5000 SAMERUNWAY NAVAIDSPAPIs, REILs, GPS SAME, & MALS GPS, REILs SAMETYPE OF AERONAUTICAL SURVEYVERTICALLY GUIDED SAMENOT VERTICALLY GUIDEDSAMEVISIBILITY MINIMUMSVIS / ≥ 1 MILE SAME VIS / ≥ 1 MILE SAMEWIND COVERAGE98.02% 93.08% 96.63% SAMERUNWAY 7/25RUNWAY DATA TABLERUNWAY 12/30 REVISIONSDATE BY CHANGERUNWAY 7/25 EXISTINGOBSTRUCTION TABLESREG NO. DATE:JAN 18, 201619908I HEREBY CERTIFY THAT THIS PLAN, SPECIFICATION, OR REPORT WAS PREPARED BY ME OR UNDER MY DIRECT SUPERVISION ANDTHAT I AM A DULY LICENSED PROFESSIONAL ENGINEER UNDERTHE LAWS OF THE STATE OF MINNESOTA.MATTHEW W. FERRIERBOLTON & MENK, INC.PROJECT NO: T51.107851DESIGNED BY: MRUDATE: JANUARY 18, 20166SHEETOF19EXISTING 7/25 OBSTRUCTIONSEXISTING 7/25 OBSTRUCTIONSNOTES:1. NAVD88 VERTICAL CONTROL DATUM & NAD83 COORDINATE SYSTEM WAS USED FOR THIS ALP SETID DESCRIPTION OBJECT ELEVATION PT 77 SURFACE ELEVATION PT 77 PENETRATION APDS SURFACE ELEVATION APDS PENETRATION DEPARTURE SURFACE ELEVATION DEPARTURE SURFACE PENETRATION DISPOSITION & TRIGGERING EVENTOB-0005 TREE 695.9'674.3' 21.6' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0011 NAVAID 684.3' 683.6' 0.7'FIXED BY FUNCTION FOR THE OFAOB-0012 NAVAID 684.0' 683.6' 0.4'FIXED BY FUNCTION FOR THE OFAOB-0025 RUNWAY LIGHT 682.8' 682.6' 0.2'FIXED BY FUNCTION FOR THE RSAOB-0026 RUNWAY LIGHT 658.8' 658.7' 0.1'FIXED BY FUNCTION FOR THE RSAOB-0027 RUNWAY LIGHT 654.1' 653.7' 0.4'FIXED BY FUNCTION FOR THE RSAOB-0028 RUNWAY LIGHT 659.3' 658.7' 0.6'FIXED BY FUNCTION FOR THE RSAOB-0029 RUNWAY LIGHT 680.4' 680.1' 0.3'FIXED BY FUNCTION FOR THE RSAOB-0033 TREE 712.8'675.6' 37.2' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0036 POLE 766.6'740.3' 26.3' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0037 POLE 768.5'742.8' 25.8' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0038 POLE 767.7'753.0' 14.7' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0039 POLE 768.7'754.0' 14.7' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0040 POLE 773.9'754.9' 19.0' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0041 POLE 810.9'800.8' 10.2' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0042 POLE 806.2'802.6' 3.7' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0047 POLE 781.0'752.0' 29.0' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0048 POLE 771.2'739.3' 31.9' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0049 POLE 761.4'736.6' 24.8' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0050 POLE 762.6'737.3' 25.3' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0051 POLE 752.7'732.0' 20.7' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0052 POLE 758.9'734.7' 24.1' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0053 POLE 755.3'734.2' 21.1' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0054 BILLBOARD 739.9'722.9' 17.0' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0055 BUILDING 738.9'725.3' 13.6' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0056 POLE 738.5'725.6' 12.9' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0057 FLAGPOLE 752.3'734.3' 18.1' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0058 POLE 754.0'735.2' 18.7' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0059 POLE 751.7'734.4' 17.3' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0060 POLE 757.4'731.8' 25.6' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0061 POLE 768.4'741.9' 26.5' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0062 POLE 765.9'741.4' 24.5' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0063 BILLBOARD 748.3'738.8' 9.4' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0064 STREET SIGN 744.4'743.0' 1.4' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0065 POLE 766.2'751.5' 14.7' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0066 POLE 768.0'753.5' 14.5' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0067 POLE 767.9'752.0' 15.9' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0068 POLE 767.8'752.5' 15.3' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0069 POLE 766.5'751.0' 15.5' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0070 POLE 766.5'750.3' 16.1' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0071 POLE 766.4'750.0' 16.5' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0072 POLE 765.1'748.4' 16.7' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0073 POLE 765.3'748.8' 16.5' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0074 POLE 765.3'748.8' 16.4' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0075 POLE 750.9'744.5' 6.3' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0076 POLE 751.3'745.7' 5.6' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0077 POLE 746.8'742.0' 4.8' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0078 POLE 746.4'741.4' 5.0' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0079 BUILDING 753.1'744.2' 8.9' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0080 BUILDING 770.9'750.0' 21.0' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0081 POLE 773.5'748.9' 24.6' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0082 POLE 755.3'748.3' 7.1' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0083 POLE 753.5'746.4' 7.1' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0084 POLE 753.7'747.6' 6.1' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0085 POLE 753.7'746.6' 7.1' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0086 POLE 754.3'748.4' 5.9' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0087 POLE 762.2'750.1' 12.1' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0088 POLE 753.9'747.6' 6.2' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0089 BUILDING 749.4'736.3' 13.1' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0090 POLE 773.6'753.4' 20.3' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0091 POLE 774.8'751.7' 23.1' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0092 POLE 757.4'749.2' 8.2' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0093 POLE 754.4'747.2' 7.3' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0094 POLE 751.8'745.3' 6.5' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0095 POLE 748.0'743.5' 4.5' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0096 POLE 746.5'741.8' 4.7' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0097 POLE 745.9'740.8' 5.1' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0098 POLE 745.7'740.0' 5.6' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0099 POLE 745.2'739.3' 6.0' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0100 POLE 751.7'747.7' 4.0' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0101 POLE 752.5'743.6' 8.9' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0104 POLE 752.5'743.2' 9.3' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0105 BUILDING 767.9'760.0' 7.9' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0106 BUILDING 764.7'757.5' 7.2' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0107 POLE 765.8'753.2' 12.7' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0108 POLE 766.5'754.6' 12.0' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0109 POLE 759.0'755.5' 3.4' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0110 POLE 760.6'756.2' 4.4' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0111 POLE 759.6'755.8' 3.8' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0112 POLE 759.6'755.4' 4.1' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0113 POLE 759.0'755.1' 3.9' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0114 POLE 758.7'754.7' 4.0' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0115 POLE 758.7'754.3' 4.5' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0117 POLE 750.5'745.0' 5.5' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0129 BUILDING 749.5'734.5' 15.1' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0130 POLE 758.0'731.1' 26.8' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0131 TREE 758.5'735.1' 23.4' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0132 TREE 755.6'735.6' 20.0' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0133 TREE 757.1'732.2' 24.9' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0134 TREE 756.2'731.9' 24.3' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0135 TREE 748.7'731.1' 17.6' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0136 TREE 746.7'730.4' 16.3' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0137 TREE 782.6'753.4' 29.2' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0138 TREE 779.3'752.4' 26.8' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0139 TREE 778.9'752.9' 26.0' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0140 TREE 778.7'751.8' 26.9' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0141 TREE 775.9'750.8' 25.2' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0142 TREE 781.7'758.3' 23.3' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0143 TREE 777.5'759.2' 18.3' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0144 TREE 774.3'759.6' 14.6' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0145 TREE 775.1'758.4' 16.6' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0146 TREE 771.7'759.2' 12.5' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0147 TREE 776.2'757.6' 18.5' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0148 TREE 770.4'757.3' 13.1' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0149 TREE 766.6'759.4' 7.1' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0150 TREE 815.7'798.3' 17.4' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0151 TREE 803.7'797.7' 6.0' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0152 TREE 799.2'797.6' 1.5' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0154 TREE 801.9'794.0' 7.8' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0155 TREE 797.3'793.7' 3.6' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0159 TREE 804.3'798.1' 6.2' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0167 TREE 807.5'802.6' 4.9' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0170 TREE 812.8'806.2' 6.6' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0176 TREE 812.7'808.3' 4.4' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0188 PRIMARY ROAD 735.0'729.0' 6.0' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0189 PRIMARY ROAD 733.8'725.8' 8.0' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0190 PRIMARY ROAD 733.3'723.0' 10.3' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0191 PRIMARY ROAD 732.2'720.2' 12.0' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0192 PRIMARY ROAD 729.7'717.0' 12.7' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0193 PRIMARY ROAD 731.6'720.4' 11.2' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0194 PRIMARY ROAD 733.1'723.4' 9.7' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0195 PRIMARY ROAD 733.7'726.4' 7.3' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0196 PRIMARY ROAD 734.5'729.1' 5.4' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0197 PRIMARY ROAD 736.5'732.1' 4.4' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0198 PRIMARY ROAD 739.6'731.1' 8.5' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0199 PRIMARY ROAD 746.8'740.1' 6.7' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0200 PRIMARY ROAD 753.4'743.7' 9.7' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0201 PRIMARY ROAD 765.4'749.3' 16.1' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0202 PRIMARY ROAD 760.1'746.6' 13.5' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0204 PRIMARY ROAD 762.3'754.5' 7.8' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0205 PRIMARY ROAD 740.6'738.2' 2.4' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0211 TREE 844.7' 834.0' 10.7'828.3' 16.4' NO ACTION - TRANSITIONAL SURFACE OB-0212 POLE 808.6'790.1' 18.5' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0213 POLE 830.8'819.3' 11.5' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0216 CHIMMNEY/SMOKESTACK 846.5' 834.0' 12.5'NO ACTION - HAS RED LIGHTOB-0219 STEEPLE 859.5' 834.0' 25.5'NO ACTION - HORIZONTAL SURFACEOB-0221 CRANE 922.7' 834.0' 88.7'NO ACTION - HORIZONTAL SURFACEOB-0222 CELL TOWER 878.8' 834.0' 44.8'NO ACTION - HAS RED LIGHTOB-0223 CELL TOWER 916.4' 910.0' 6.4'NO ACTION - HAS RED LIGHTOB-0224 PRIMARY ROAD 660.2' 652.3' 7.9'NO ACTION - CLEAR 20:1 VISUAL AREA SURFACEOB-0225 PRIMARY ROAD 659.9' 653.3' 6.6'NO ACTION - CLEAR 20:1 VISUAL AREA SURFACEOB-0226 PRIMARY ROAD 661.0' 654.2' 6.8'NO ACTION - CLEAR 20:1 VISUAL AREA SURFACEOB-0227 PRIMARY ROAD 660.0' 653.8' 6.2'NO ACTION - CLEAR 20:1 VISUAL AREA SURFACEOB-0228 PRIMARY ROAD 660.0' 652.8' 7.2'NO ACTION - CLEAR 20:1 VISUAL AREA SURFACEOB-0238 TREE 698.8' 693.9' 4.9'NO ACTION - CLEAR 20:1 VISUAL AREA SURFACEOB-0240 TREE 676.6' 662.8' 13.8'NO ACTION - CLEAR 20:1 VISUAL AREA SURFACEOB-0241 TREE 673.5' 664.4' 9.1'NO ACTION - CLEAR 20:1 VISUAL AREA SURFACEOB-0242 TREE 676.5' 666.6' 9.9'NO ACTION - CLEAR 20:1 VISUAL AREA SURFACEOB-0243 TREE 674.9' 670.6' 4.3'NO ACTION - CLEAR 20:1 VISUAL AREA SURFACEID DESCRIPTION OBJECT ELEVATION PT 77 SURFACE ELEVATION PT 77 PENETRATION APDS SURFACE ELEVATION APDS PENETRATION DEPARTURE SURFACE ELEVATION DEPARTURE SURFACE PENETRATION DISPOSITION & TRIGGERING EVENTOB-0244 TREE 684.3' 673.1' 11.2'NO ACTION - CLEAR 20:1 VISUAL AREA SURFACEOB-0245 TREE 684.7' 684.2' 0.4'NO ACTION - CLEAR 20:1 VISUAL AREA SURFACEOB-0246 TREE 689.2' 683.0' 6.2'NO ACTION - CLEAR 20:1 VISUAL AREA SURFACEOB-0247 TREE 686.4' 680.9' 5.5'NO ACTION - CLEAR 20:1 VISUAL AREA SURFACEOB-0248 TREE 688.7' 677.7' 11.0'NO ACTION - CLEAR 20:1 VISUAL AREA SURFACEOB-0249 TREE 695.3' 674.7' 20.7'NO ACTION - CLEAR 20:1 VISUAL AREA SURFACEOB-0250 TREE 698.3' 672.4' 25.9'696.1' 2.2' NO ACTION - CLEAR 20:1 VISUAL AREA SURFACEOB-0251 TREE 685.7' 680.6' 5.1'NO ACTION - CLEAR 20:1 VISUAL AREA SURFACEOB-0325 TREE 690.3'686.4' 3.9' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0329 TREE 683.9' 669.4' 14.5'NO ACTION - CLEAR 20:1 VISUAL AREA SURFACEOB-0331 TREE 693.3' 675.2' 18.1'NO ACTION - CLEAR 20:1 VISUAL AREA SURFACEOB-0337 TREE 849.4' 834.0' 15.4'NO ACTION - HORIZONTAL SURFACEOB-0349 BUILDING 891.6' 834.0' 57.6'NO ACTION - HAS RED LIGHTOB-0350 CRANE 882.6' 834.0' 48.6'NO ACTION - HAS RED LIGHTOB-0351 CRANE 862.2' 834.0' 28.2'NO ACTION - HORIZONTAL SURFACEOB-0352 CRANE 947.0' 834.0' 113.0'NO ACTION - HORIZONTAL SURFACEOB-0353 CRANE 945.2' 834.0' 111.2'NO ACTION - HORIZONTAL SURFACEOB-0354 CRANE 904.8' 834.0' 70.8'NO ACTION - HORIZONTAL SURFACEOB-0358 TREE 841.8' 834.0' 7.8'NO ACTION - HORIZONTAL SURFACEOB-0402 TREE 868.2' 834.0' 34.2'NO ACTION - HORIZONTAL SURFACEOB-0403 TREE 846.8' 834.0' 12.8'NO ACTION - HORIZONTAL SURFACEOB-0404 TREE 843.3' 834.0' 9.3'NO ACTION - HORIZONTAL SURFACEOB-0405 TREE 836.3' 834.0' 2.3'NO ACTION - HORIZONTAL SURFACEOB-0423 TREE 836.4' 834.0' 2.4'NO ACTION - HORIZONTAL SURFACEOB-0425 TREE 837.1' 834.0' 3.1'NO ACTION - HORIZONTAL SURFACEOB-0426 TREE 842.4' 834.0' 8.4'NO ACTION - HORIZONTAL SURFACEOB-0427 TREE 844.7' 834.0' 10.7'NO ACTION - HORIZONTAL SURFACEOB-0429 TREE 837.1' 834.0' 3.1'NO ACTION - HORIZONTAL SURFACEOB-0430 TREE 838.9' 834.0' 4.9'NO ACTION - HORIZONTAL SURFACEOB-0431 TREE 847.2' 834.0' 13.2'NO ACTION - HORIZONTAL SURFACEOB-0432 TREE 845.7' 834.0' 11.7'NO ACTION - HORIZONTAL SURFACEOB-0433 TREE 851.5' 834.0' 17.5'NO ACTION - HORIZONTAL SURFACEOB-0449 TREE 842.5' 834.0' 8.5'NO ACTION - HORIZONTAL SURFACEOB-0450 POLE 843.3' 834.0' 9.3'NO ACTION - HORIZONTAL SURFACEOB-0451 POLE 835.8' 834.0' 1.8'NO ACTION - HORIZONTAL SURFACEOB-0452 POLE 834.2' 834.0' 0.2'NO ACTION - HORIZONTAL SURFACEOB-0454 TREE 834.1' 834.0' 0.1'NO ACTION - HORIZONTAL SURFACEOB-0457 TREE 838.4' 834.0' 4.4'NO ACTION - HORIZONTAL SURFACEOB-0462 CRANE 859.5' 834.0' 25.5'NO ACTION - HORIZONTAL SURFACEOB-0463 TREE 840.3' 834.0' 6.3'NO ACTION - HORIZONTAL SURFACEOB-0465 TREE 839.8' 834.0' 5.8'NO ACTION - HORIZONTAL SURFACEOB-0466 TREE 847.7' 834.0' 13.7'NO ACTION - HORIZONTAL SURFACEOB-0467 TREE 839.4' 834.0' 5.4'NO ACTION - HORIZONTAL SURFACEOB-0468 TREE 844.9' 834.0' 10.9'NO ACTION - HORIZONTAL SURFACEOB-0469 TREE 838.4' 834.0' 4.4'NO ACTION - HORIZONTAL SURFACEOB-0470 TREE 843.7' 834.0' 9.7'NO ACTION - HORIZONTAL SURFACEOB-0471 TREE 842.9' 834.0' 8.9'NO ACTION - HORIZONTAL SURFACEOB-0472 TREE 840.1' 834.0' 6.1'NO ACTION - HORIZONTAL SURFACEOB-0474 TREE 843.4' 834.0' 9.4'NO ACTION - HORIZONTAL SURFACEOB-0475 TREE 848.9' 834.0' 14.9'NO ACTION - HORIZONTAL SURFACEOB-0476 TREE 845.7' 834.0' 11.7'NO ACTION - HORIZONTAL SURFACEOB-0477 TREE 843.7' 834.0' 9.7'NO ACTION - HORIZONTAL SURFACEOB-0478 TREE 845.3' 834.0' 11.3'NO ACTION - HORIZONTAL SURFACEOB-0479 TREE 854.1' 834.0' 20.1'NO ACTION - HORIZONTAL SURFACEOB-0480 TREE 846.6' 834.0' 12.6'NO ACTION - HORIZONTAL SURFACEOB-0481 TREE 839.4' 834.0' 5.4'NO ACTION - HORIZONTAL SURFACEOB-0482 TREE 835.2' 834.0' 1.2'NO ACTION - HORIZONTAL SURFACEOB-0483 TREE 840.0' 834.0' 6.0'NO ACTION - HORIZONTAL SURFACEOB-0484 TREE 836.1' 834.0' 2.1'NO ACTION - HORIZONTAL SURFACEOB-0485 TREE 836.8' 834.0' 2.8'NO ACTION - HORIZONTAL SURFACEOB-0486 TREE 840.3' 834.0' 6.3'NO ACTION - HORIZONTAL SURFACEOB-0487 TREE 835.3' 834.0' 1.3'NO ACTION - HORIZONTAL SURFACEOB-0488 TREE 837.4' 834.0' 3.4'NO ACTION - HORIZONTAL SURFACEOB-0489 TREE 837.5' 834.0' 3.5'NO ACTION - HORIZONTAL SURFACEOB-0490 TREE 857.1' 834.0' 23.1'NO ACTION - HORIZONTAL SURFACEOB-0491 TREE 840.4' 834.0' 6.4'NO ACTION - HORIZONTAL SURFACEOB-0492 TREE 842.8' 834.0' 8.8'NO ACTION - HORIZONTAL SURFACEOB-0493 TREE 844.0' 834.0' 10.0'NO ACTION - HORIZONTAL SURFACEOB-0494 POLE 786.1'772.2' 13.9' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0495 POLE 807.1'773.2' 33.8' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0496 POLE 801.9'775.1' 26.9' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0497 POLE 801.8'770.5' 31.3' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0498 POLE 799.3'763.8' 35.6' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0499 POLE 796.2'758.0' 38.2' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0500 POLE 786.6'752.3' 34.3' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0501 POLE 780.6'742.7' 37.9' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0502 POLE 786.7'752.9' 33.8' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0503 TREE 779.9'767.7' 12.3' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0504 PRIMARY ROAD 778.1'756.8' 21.3' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0505 PRIMARY ROAD 783.1'761.8' 21.3' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0506 PRIMARY ROAD 784.8'772.8' 12.0' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0510 TREE 779.7'753.4' 26.3' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0511 TREE 794.8'748.7' 46.1' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0513 POLE 773.5'735.9' 37.6' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0514 POLE 774.1'739.9' 34.2' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0522 POLE 765.9'728.7' 37.2' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0524 POLE 776.9'731.0' 45.9' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0529 POLE 776.0'736.7' 39.3' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0534 POLE 775.6'743.8' 31.8' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0537 BUILDING 768.0'742.9' 25.1' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0539 BILLBOARD 798.6'747.4' 51.2' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0540 POLE 775.2'742.3' 32.9' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0541 POLE 773.4'734.2' 39.2' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0542 POLE 770.0'737.8' 32.2' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0543 BILLBOARD 761.8'730.8' 31.0' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0544 PRIMARY ROAD 746.1'719.5' 26.7' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0545 PRIMARY ROAD 731.4'711.8' 19.6' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0546 PRIMARY ROAD 720.2'707.9' 12.3' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0561 BUILDING 752.1'724.0' 28.1' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0562 GROUND 728.6'718.7' 9.9' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0563 GROUND 723.1'713.7' 9.4' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0564 GROUND 717.6'709.2' 8.4' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0567 TREE 771.7'757.6' 14.2' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0568 TREE 779.3'755.2' 24.1' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0569 BUILDING 767.8'762.7' 5.1' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0570 TREE 768.8'758.4' 10.4' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0571 TREE 772.7'759.6' 13.0' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0572 TREE 767.0'759.9' 7.0' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0573 TREE 770.6'755.4' 15.2' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0574 TREE 775.6'752.9' 22.7' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0575 TREE 777.3'749.0' 28.3' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0576 TREE 774.6'754.4' 20.2' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0577 TREE 766.7'744.2' 22.5' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0578 BUILDING 776.1'740.9' 35.1' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0579 BUILDING 776.3'744.0' 32.3' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0580 TREE 780.1'747.8' 32.2' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0581 TREE 767.4'752.1' 15.3' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0582 BUILDING 769.1'755.3' 13.8' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0583 TREE 770.1'748.4' 21.7' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0584 TREE 768.8'748.1' 20.7' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0585 TREE 777.7'751.9' 25.8' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0586 TREE 777.7'755.3' 22.4' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0587 TREE 767.1'750.3' 16.8' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0588 TREE 762.4'753.6' 8.8' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0593 BUILDING 772.6'738.6' 34.0' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0594 BUILDING 763.7'733.1' 30.6' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0595 TREE 767.1'736.7' 30.4' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0596 TREE 786.9' 781.5' 5.4'727.4' 59.5' NO ACTION - TRANSITIONAL SURFACE OB-0598 BUILDING 740.3'716.5' 23.8'ACTION NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDUROB-0599 POLE 734.5'713.6' 20.9' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0600 BILLBOARD 742.3'721.8' 20.5' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0601 POLE 733.7'718.1' 15.5' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0602 POLE 739.0'721.1' 17.9' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0605 BUILDING 738.3'719.3' 19.0' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0606 POLE 747.2'723.8' 23.4' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0607 TREE 777.3'768.5' 8.8' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0608 TREE 771.5'769.8' 1.7' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0613 TREE 772.2'758.9' 13.3' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0614 TREE 782.1'755.2' 27.0' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0615 TREE 777.7'758.2' 19.5' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0624 TREE 773.8'725.4' 48.4' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0625 TREE 755.3'727.1' 28.1' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0626 BUILDING 771.8'733.7' 38.0' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0627 BUILDING 764.0'731.8' 32.2' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0640 TREE 766.1'737.2' 28.9' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0641 BUILDING 752.4'744.4' 8.0' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0642 TREE 758.0'742.2' 15.7' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0643 TREE 767.2'740.7' 26.5' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0644 BUILDING 754.1'744.9' 9.2' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURES REVISIONSDATE BY CHANGEREG NO. DATE:JAN 18, 201619908I HEREBY CERTIFY THAT THIS PLAN, SPECIFICATION, OR REPORT WAS PREPARED BY ME OR UNDER MY DIRECT SUPERVISION ANDTHAT I AM A DULY LICENSED PROFESSIONAL ENGINEER UNDERTHE LAWS OF THE STATE OF MINNESOTA.MATTHEW W. FERRIERBOLTON & MENK, INC.PROJECT NO: T51.107851DESIGNED BY: MRUDATE: JANUARY 18, 2016RUNWAY 7/25 EXIST & FUTOBSTRUCTION TABLES7SHEETOF19EXISTING 7/25 OBSTRUCTIONSFUTURE 7/25 OBSTRUCTIONSNOTES:1. NAVD88 VERTICAL CONTROL DATUM & NAD83 COORDINATE SYSTEM WAS USED FOR THIS ALP SETID DESCRIPTION OBJECT ELEVATION PT 77 SURFACE ELEVATION PT 77 PENETRATION APDS SURFACE ELEVATION APDS PENETRATION DEPARTURE SURFACE ELEVATION DEPARTURE SURFACE PENETRATION DISPOSITION & TRIGGERING EVENTOB-0646 TREE 751.0'736.6' 14.4' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0678 TREE 850.7' 834.0' 16.7'NO ACTION - HORIZONTAL SURFACEOB-0765 TREE 842.7' 834.0' 8.7'NO ACTION - HORIZONTAL SURFACEOB-0766 TREE 839.0' 834.0' 5.0'NO ACTION - HORIZONTAL SURFACEOB-0767 TREE 848.1' 834.0' 14.1'NO ACTION - HORIZONTAL SURFACEOB-0768 TREE 842.3' 834.0' 8.3'NO ACTION - HORIZONTAL SURFACEOB-0769 TREE 846.7' 834.0' 12.7'NO ACTION - HORIZONTAL SURFACEOB-0770 TREE 849.0' 834.0' 15.0'NO ACTION - HORIZONTAL SURFACEOB-0771 TREE 848.8' 834.0' 14.8'NO ACTION - HORIZONTAL SURFACEOB-0772 TREE 851.3' 834.0' 17.3'NO ACTION - HORIZONTAL SURFACEOB-0773 TREE 848.3' 834.0' 14.3'NO ACTION - HORIZONTAL SURFACEOB-0774 TREE 837.4' 834.0' 3.4'NO ACTION - HORIZONTAL SURFACEOB-0775 TREE 845.6' 834.0' 11.6'NO ACTION - HORIZONTAL SURFACEOB-0776 TREE 842.7' 834.0' 8.7'NO ACTION - HORIZONTAL SURFACEOB-0777 TREE 837.4' 834.0' 3.4'NO ACTION - HORIZONTAL SURFACEOB-0778 TREE 844.4' 834.0' 10.4'NO ACTION - HORIZONTAL SURFACEOB-0779 TREE 834.2' 834.0' 0.2'NO ACTION - HORIZONTAL SURFACEOB-0780 TREE 853.1' 834.0' 19.1'NO ACTION - HORIZONTAL SURFACEOB-0781 TREE 843.6' 834.0' 9.6'NO ACTION - HORIZONTAL SURFACEOB-0782 TREE 850.2' 834.0' 16.2'NO ACTION - HORIZONTAL SURFACEOB-0783 TREE 863.0' 834.0' 29.0'NO ACTION - HORIZONTAL SURFACEOB-0784 TREE 848.0' 834.0' 14.0'NO ACTION - HORIZONTAL SURFACEOB-0785 TREE 842.0' 834.0' 8.0'NO ACTION - HORIZONTAL SURFACEOB-0786 TREE 841.9' 834.0' 7.9'NO ACTION - HORIZONTAL SURFACEOB-0787 POLE 802.6'767.6' 35.0' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0788 POLE 758.0'724.8' 33.2' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0789 POLE 751.4'715.8' 35.6' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0790 NAVAID 657.2' 654.0' 3.3'FIXED BY FUNCTION FOR THE OFAOB-0801 PRIMARY ROAD 742.3'737.6' 4.7' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0802 PRIMARY ROAD 738.8'734.7' 4.1' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0803 PRIMARY ROAD 737.1'732.0' 5.1' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0804 PRIMARY ROAD 739.6'734.6' 5.0' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0805 PRIMARY ROAD 743.2'737.2' 6.0' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0806 PRIMARY ROAD 747.6'739.5' 8.2' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0807 PRIMARY ROAD 753.2'742.4' 10.8' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0808 PRIMARY ROAD 757.1'744.4' 12.7' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0833 PRIMARY ROAD 737.6'737.3' 0.3' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0843 TREE 669.7' 668.0' 1.7'NO ACTION - CLEAR 20:1 VISUAL AREA SURFACEOB-0844 TREE 662.7' 661.1' 1.6'NO ACTION - CLEAR 20:1 VISUAL AREA SURFACEOB-0845 TREE 670.7' 662.8' 7.9'NO ACTION - CLEAR 20:1 VISUAL AREA SURFACEOB-0848 POLE 718.4' 717.7' 0.7'NO ACTION - CLEAR 20:1 VISUAL AREA SURFACEOB-0851 POLE 841.9' 834.0' 7.9'NO ACTION - HORIZONTAL SURFACEOB-0852 NAVAID 667.1' 663.3' 3.8'FIXED BY FUNCTION FOR THE OFAOB-0897 STEEPLE 837.8' 834.0' 3.8'NO ACTION - HORIZONTAL SURFACEOB-1036 TREE 838.7' 834.0' 4.7'NO ACTION - HORIZONTAL SURFACEOB-1037 BUILDING 859.9' 834.0' 25.9'NO ACTION - HAS RED LIGHTOB-1356 POLE 772.6'738.2' 34.4' NO ACTION - HAS RED LIGHTOB-1357 POLE 772.6'735.6' 37.1' NO ACTION - HAS RED LIGHTOB-1358 POLE 772.6'735.1' 37.5' NO ACTION - HAS RED LIGHTOB-1359 POLE 771.6'733.2' 38.4' NO ACTION - HAS RED LIGHTOB-1360 TREE 758.7'731.3' 27.3' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1361 TREE 758.9'731.1' 27.8' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1362 TREE 763.9'730.6' 33.3' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1363 TREE 763.9'730.2' 33.7' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1364 TREE 767.9' 766.1' 1.7' 766.2' 1.7' 729.9' 38.0' TO BE REMOVED - ON AIRPORT PROPERTYOB-1365 TREE 766.1' 764.9' 1.2' 764.9' 1.2' 729.3' 36.8' TO BE REMOVED - ON AIRPORT PROPERTYOB-1366 TREE 777.1' 764.3' 12.8' 764.3' 12.8' 729.0' 48.1' TO BE REMOVED - ON AIRPORT PROPERTYOB-1367 TREE 759.3'728.8' 30.5' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1368 TREE 766.0' 763.6' 2.4' 763.7' 2.3' 728.6' 37.4' TO BE REMOVED - ON AIRPORT PROPERTYOB-1369 TREE 758.8'727.9' 30.9' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1370 TREE 759.4'727.6' 31.8' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1371 TREE 757.0'727.5' 29.5' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1527 FENCE 654.1' 653.8' 0.3'NO ACTION - CLEAR 20:1 VISUAL AREA SURFACEOB-1528 TREE 673.3' 659.1' 14.2'NO ACTION - CLEAR 20:1 VISUAL AREA SURFACEOB-1529 TREE 670.7' 661.0' 9.7'NO ACTION - CLEAR 20:1 VISUAL AREA SURFACEOB-1530 TREE 662.0' 661.1' 0.9'NO ACTION - CLEAR 20:1 VISUAL AREA SURFACEOB-1532 TREE 685.7' 674.2' 11.4'NO ACTION - CLEAR 20:1 VISUAL AREA SURFACEOB-1533 TREE 697.3' 678.2' 19.1'NO ACTION - CLEAR 20:1 VISUAL AREA SURFACEID DESCRIPTION OBJECT ELEVATION PT 77 SURFACE ELEVATION PT 77 PENETRATION APDS SURFACE ELEVATION APDS PENETRATION DEPARTURE SURFACE ELEVATION DEPARTURE SURFACE PENETRATION DISPOSITION & TRIGGERING EVENTOB-0003 FENCE 657.5'657.0' 0.5' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0011 NAVAID 684.3' 683.6' 0.7'FIXED BY FUNCTION FOR THE OFAOB-0012 NAVAID 684.0' 683.6' 0.4'FIXED BY FUNCTION FOR THE OFAOB-0025 RUNWAY LIGHT 682.8' 682.6' 0.2'FIXED BY FUNCTION FOR THE RSAOB-0026 RUNWAY LIGHT 658.8' 658.7' 0.1'FIXED BY FUNCTION FOR THE RSAOB-0027 RUNWAY LIGHT 654.1' 653.7' 0.4'FIXED BY FUNCTION FOR THE RSAOB-0028 RUNWAY LIGHT 659.3' 658.7' 0.6'FIXED BY FUNCTION FOR THE RSAOB-0029 RUNWAY LIGHT 680.4' 680.1' 0.3'FIXED BY FUNCTION FOR THE RSAOB-0036 POLE 766.6'735.0' 31.6' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0037 POLE 768.5'737.5' 31.1' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0038 POLE 767.7'747.7' 20.0' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0039 POLE 768.7'748.7' 20.0' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0040 POLE 773.9'749.6' 24.4' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0041 POLE 810.9'795.4' 15.5' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0042 POLE 806.2'797.2' 9.0' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0047 POLE 781.0'746.7' 34.3' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0048 POLE 771.2'733.9' 37.2' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0049 POLE 761.4'731.2' 30.2' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0050 POLE 762.6'732.0' 30.6' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0051 POLE 752.7'726.7' 26.0' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0052 POLE 758.9'729.4' 29.5' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0053 POLE 755.3'728.8' 26.4' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0054 BILLBOARD 739.9'717.5' 22.3' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0055 BUILDING 738.9'720.0' 18.9' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0056 POLE 738.5'720.2' 18.2' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0057 FLAGPOLE 752.3'729.0' 23.4' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0058 POLE 754.0'729.9' 24.1' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0059 POLE 751.7'729.1' 22.7' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0060 POLE 757.4'726.5' 30.9' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0061 POLE 768.4'736.6' 31.9' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0062 POLE 765.9'736.1' 29.8' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0063 BILLBOARD 748.3'733.5' 14.8' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0064 STREET SIGN 744.4'737.7' 6.7' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0065 POLE 766.2'746.2' 20.1' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0066 POLE 768.0'748.1' 19.9' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0067 POLE 767.9'746.7' 21.2' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0068 POLE 767.8'747.2' 20.6' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0069 POLE 766.5'745.7' 20.9' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0070 POLE 766.5'745.0' 21.5' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0071 POLE 766.4'744.7' 21.8' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0072 POLE 765.1'743.1' 22.1' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0073 POLE 765.3'743.5' 21.8' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0074 POLE 765.3'743.5' 21.8' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0075 POLE 750.9'739.2' 11.7' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0076 POLE 751.3'740.4' 10.9' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0077 POLE 746.8'736.7' 10.1' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0078 POLE 746.4'736.1' 10.3' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0079 BUILDING 753.1'738.9' 14.2' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0080 BUILDING 770.9'744.6' 26.3' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0081 POLE 773.5'743.6' 29.9' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0082 POLE 755.3'743.0' 12.4' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0083 POLE 753.5'741.0' 12.5' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0084 POLE 753.7'742.2' 11.4' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0085 POLE 753.7'741.3' 12.4' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0086 POLE 754.3'743.1' 11.2' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0087 POLE 762.2'744.7' 17.4' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0088 POLE 753.9'742.3' 11.6' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0089 BUILDING 749.4'731.0' 18.4' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0090 POLE 773.6'748.0' 25.6' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0091 POLE 774.8'746.4' 28.4' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0092 POLE 757.4'743.9' 13.5' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0093 POLE 754.4'741.9' 12.6' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0094 POLE 751.8'739.9' 11.8' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0095 POLE 748.0'738.2' 9.9' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0096 POLE 746.5'736.5' 10.0' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0097 POLE 745.9'735.5' 10.5' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0098 POLE 745.7'734.7' 11.0' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0099 POLE 745.2'733.9' 11.3' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0100 POLE 751.7'742.4' 9.3' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0101 POLE 752.5'738.3' 14.2' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0102 POLE 737.9'736.1' 1.8' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0103 POLE 737.7'735.6' 2.1' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0104 POLE 752.5'737.9' 14.6' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0105 BUILDING 767.9'754.6' 13.2' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0106 BUILDING 764.7'752.2' 12.5' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0107 POLE 765.8'747.8' 18.0' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0108 POLE 766.5'749.2' 17.3' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0109 POLE 759.0'750.2' 8.8' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0110 POLE 760.6'750.9' 9.7' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0111 POLE 759.6'750.5' 9.1' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0112 POLE 759.6'750.1' 9.4' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0113 POLE 759.0'749.8' 9.2' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0114 POLE 758.7'749.4' 9.3' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0115 POLE 758.7'749.0' 9.8' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0116 POLE 758.8'753.9' 4.9' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0117 POLE 750.5'739.7' 10.8' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0129 BUILDING 749.5'729.2' 20.4' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0130 POLE 758.0'725.8' 32.2' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0131 TREE 758.5'729.7' 28.7' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0132 TREE 755.6'730.2' 25.3' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0133 TREE 757.1'726.9' 30.3' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0134 TREE 756.2'726.5' 29.7' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0135 TREE 748.7'725.8' 22.9' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0136 TREE 746.7'725.0' 21.7' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0137 TREE 782.6'748.1' 34.5' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0138 TREE 779.3'747.1' 32.1' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0139 TREE 778.9'747.6' 31.3' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0140 TREE 778.7'746.5' 32.3' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0141 TREE 775.9'745.4' 30.5' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0142 TREE 781.7'753.0' 28.6' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0143 TREE 777.5'753.9' 23.6' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0144 TREE 774.3'754.3' 20.0' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0145 TREE 775.1'753.1' 22.0' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0146 TREE 771.7'753.8' 17.9' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0147 TREE 776.2'752.3' 23.9' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0148 TREE 770.4'752.0' 18.4' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0149 TREE 766.6'754.1' 12.5' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0150 TREE 815.7'793.0' 22.7' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0151 TREE 803.7'792.4' 11.3' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0152 TREE 799.2'792.3' 6.9' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0154 TREE 801.9'788.7' 13.2' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0155 TREE 797.3'788.4' 8.9' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0157 TREE 798.6'793.9' 4.7' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0158 TREE 794.4'793.7' 0.7' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0159 TREE 804.3'792.8' 11.5' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0167 TREE 807.5'797.3' 10.2' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0170 TREE 812.8'800.9' 11.9' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0176 TREE 812.7'803.0' 9.7' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0183 TREE 816.3'812.7' 3.7' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0188 PRIMARY ROAD 735.0'723.7' 11.3' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0189 PRIMARY ROAD 733.8'720.4' 13.3' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0190 PRIMARY ROAD 733.3'717.7' 15.6' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0191 PRIMARY ROAD 732.2'714.9' 17.3' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0192 PRIMARY ROAD 729.7'711.6' 18.0' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0193 PRIMARY ROAD 731.6'715.1' 16.5' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0194 PRIMARY ROAD 733.1'718.1' 15.0' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0195 PRIMARY ROAD 733.7'721.1' 12.6' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0196 PRIMARY ROAD 734.5'723.8' 10.7' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0197 PRIMARY ROAD 736.5'726.8' 9.8' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0198 PRIMARY ROAD 739.6'725.8' 13.8' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0199 PRIMARY ROAD 746.8'734.8' 12.0' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0200 PRIMARY ROAD 753.4'738.4' 15.0' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0201 PRIMARY ROAD 765.4'743.9' 21.4' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0202 PRIMARY ROAD 760.1'741.3' 18.8' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0203 PRIMARY ROAD 756.0'751.4' 4.7' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0204 PRIMARY ROAD 762.3'749.2' 13.1' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0205 PRIMARY ROAD 740.6'732.8' 7.8' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0211 TREE 844.7' 834.0' 10.7'823.0' 21.7' NO ACTION - HORIZONTAL SURFACEOB-0212 POLE 808.6'784.8' 23.8' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0213 POLE 830.8'814.0' 16.8' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0216 CHIMMNEY/SMOKESTACK 846.5' 834.0' 12.5'NO ACTION - HAS RED LIGHTOB-0219 STEEPLE 859.5' 834.0' 25.5'NO ACTION - HORIZONTAL SURFACEOB-0221 CRANE 922.7' 834.0' 88.7'NO ACTION - HORIZONTAL SURFACEOB-0222 CELL TOWER 878.8' 834.0' 44.8'NO ACTION - HAS RED LIGHTOB-0223 CELL TOWER 916.4' 899.6' 16.8'NO ACTION - HAS RED LIGHTOB-0224 PRIMARY ROAD 660.2' 652.3' 7.9'659.7' 0.5' NO ACTION - CLEAR 20:1 VISUAL AREA SURFACEOB-0225 PRIMARY ROAD 659.9' 653.3' 6.6'NO ACTION - CLEAR 20:1 VISUAL AREA SURFACEOB-0226 PRIMARY ROAD 661.0' 654.2' 6.8'NO ACTION - CLEAR 20:1 VISUAL AREA SURFACEOB-0227 PRIMARY ROAD 660.0' 653.8' 6.2'NO ACTION - CLEAR 20:1 VISUAL AREA SURFACE REVISIONSDATE BY CHANGERUNWAY 7/25 FUTUREOBSTRUCTION TABLESREG NO. DATE:JAN 18, 201619908I HEREBY CERTIFY THAT THIS PLAN, SPECIFICATION, OR REPORT WAS PREPARED BY ME OR UNDER MY DIRECT SUPERVISION ANDTHAT I AM A DULY LICENSED PROFESSIONAL ENGINEER UNDERTHE LAWS OF THE STATE OF MINNESOTA.MATTHEW W. FERRIERBOLTON & MENK, INC.PROJECT NO: T51.107851DESIGNED BY: MRUDATE: JANUARY 18, 20168SHEETOF19NOTES:1. NAVD88 VERTICAL CONTROL DATUM & NAD83 COORDINATE SYSTEM WAS USED FOR THIS ALP SETFUTURE 7/25 OBSTRUCTIONSFUTURE 7/25 OBSTRUCTIONSID DESCRIPTION OBJECT ELEVATION PT 77 SURFACE ELEVATION PT 77 PENETRATION APDS SURFACE ELEVATION APDS PENETRATION DEPARTURE SURFACE ELEVATION DEPARTURE SURFACE PENETRATION DISPOSITION & TRIGGERING EVENTOB-0228 PRIMARY ROAD 660.0' 652.8' 7.2'NO ACTION - CLEAR 20:1 VISUAL AREA SURFACEOB-0230 POLE 722.2'721.3' 0.9' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0231 POLE 723.3'723.2' 0.1' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0238 TREE 698.8' 693.9' 4.9'695.1' 3.8' NO ACTION - CLEAR 20:1 VISUAL AREA SURFACEOB-0240 TREE 676.6' 662.8' 13.8'668.6' 8.0' NO ACTION - CLEAR 20:1 VISUAL AREA SURFACEOB-0241 TREE 673.5' 664.4' 9.1'670.0' 3.5' NO ACTION - CLEAR 20:1 VISUAL AREA SURFACEOB-0242 TREE 676.5' 666.6' 9.9'671.8' 4.6' NO ACTION - CLEAR 20:1 VISUAL AREA SURFACEOB-0243 TREE 674.9' 670.6' 4.3'NO ACTION - CLEAR 20:1 VISUAL AREA SURFACEOB-0244 TREE 684.3' 673.1' 11.2'677.4' 6.9' NO ACTION - CLEAR 20:1 VISUAL AREA SURFACEOB-0245 TREE 684.7' 684.2' 0.4'NO ACTION - CLEAR 20:1 VISUAL AREA SURFACEOB-0246 TREE 689.2' 683.0' 6.2'685.8' 3.4' NO ACTION - CLEAR 20:1 VISUAL AREA SURFACEOB-0247 TREE 686.4' 680.9' 5.5'684.0' 2.4' NO ACTION - CLEAR 20:1 VISUAL AREA SURFACEOB-0248 TREE 688.7' 677.7' 11.0'681.2' 7.4' NO ACTION - CLEAR 20:1 VISUAL AREA SURFACEOB-0249 TREE 695.3' 674.7' 20.7'678.7' 16.6' NO ACTION - CLEAR 20:1 VISUAL AREA SURFACEOB-0250 TREE 698.3' 672.4' 25.9' 692.9' 5.4' 676.7' 21.6' TO BE REMOVEDOB-0251 TREE 685.7' 680.6' 5.1'683.8' 2.0' NO ACTION - CLEAR 20:1 VISUAL AREA SURFACEOB-0275 TREE 779.7'771.7' 8.0' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0294 TREE 787.6'786.7' 0.9' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0295 TREE 794.2'790.2' 3.9' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0327 TREE 688.8'670.3' 18.5' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0328 TREE 680.7'671.8' 8.9' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0329 TREE 683.9' 669.4' 14.5'674.2' 9.7' NO ACTION - CLEAR 20:1 VISUAL AREA SURFACEOB-0330 TREE 687.2'681.2' 6.0' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0331 TREE 693.3' 675.2' 18.1'679.1' 14.2' NO ACTION - CLEAR 20:1 VISUAL AREA SURFACEOB-0337 TREE 849.4' 834.0' 15.4'NO ACTION - HORIZONTAL SURFACEOB-0349 BUILDING 891.6' 834.0' 57.6'NO ACTION - HAS RED LIGHTOB-0350 CRANE 882.6' 834.0' 48.6'NO ACTION - HAS RED LIGHTOB-0351 CRANE 862.2' 834.0' 28.2'NO ACTION - HORIZONTAL SURFACEOB-0352 CRANE 947.0' 834.0' 113.0'NO ACTION - HORIZONTAL SURFACEOB-0353 CRANE 945.2' 834.0' 111.2'NO ACTION - HORIZONTAL SURFACEOB-0354 CRANE 904.8' 834.0' 70.8'NO ACTION - HORIZONTAL SURFACEOB-0358 TREE 841.8' 834.0' 7.8'NO ACTION - HORIZONTAL SURFACEOB-0402 TREE 868.2' 834.0' 34.2'NO ACTION - HORIZONTAL SURFACEOB-0403 TREE 846.8' 834.0' 12.8'NO ACTION - HORIZONTAL SURFACEOB-0404 TREE 843.3' 834.0' 9.3'NO ACTION - HORIZONTAL SURFACEOB-0405 TREE 836.3' 834.0' 2.3'NO ACTION - HORIZONTAL SURFACEOB-0423 TREE 836.4' 834.0' 2.4'NO ACTION - HORIZONTAL SURFACEOB-0425 TREE 837.1' 834.0' 3.1'NO ACTION - HORIZONTAL SURFACEOB-0426 TREE 842.4' 834.0' 8.4'NO ACTION - HORIZONTAL SURFACEOB-0427 TREE 844.7' 834.0' 10.7'NO ACTION - HORIZONTAL SURFACEOB-0429 TREE 837.1' 834.0' 3.1'NO ACTION - HORIZONTAL SURFACEOB-0430 TREE 838.9' 834.0' 4.9'NO ACTION - HORIZONTAL SURFACEOB-0431 TREE 847.2' 834.0' 13.2'NO ACTION - HORIZONTAL SURFACEOB-0432 TREE 845.7' 834.0' 11.7'NO ACTION - HORIZONTAL SURFACEOB-0433 TREE 851.5' 834.0' 17.5'NO ACTION - HORIZONTAL SURFACEOB-0449 TREE 842.5' 834.0' 8.5'NO ACTION - HORIZONTAL SURFACEOB-0450 POLE 843.3' 834.0' 9.3'NO ACTION - HORIZONTAL SURFACEOB-0451 POLE 835.8' 834.0' 1.8'NO ACTION - HORIZONTAL SURFACEOB-0452 POLE 834.2' 834.0' 0.2'NO ACTION - HORIZONTAL SURFACEOB-0454 TREE 834.1' 834.0' 0.1'NO ACTION - HORIZONTAL SURFACEOB-0457 TREE 838.4' 834.0' 4.4'NO ACTION - HORIZONTAL SURFACEOB-0462 CRANE 859.5' 834.0' 25.5'NO ACTION - HORIZONTAL SURFACEOB-0463 TREE 840.3' 834.0' 6.3'NO ACTION - HORIZONTAL SURFACEOB-0465 TREE 839.8' 834.0' 5.8'NO ACTION - HORIZONTAL SURFACEOB-0466 TREE 847.7' 834.0' 13.7'NO ACTION - HORIZONTAL SURFACEOB-0467 TREE 839.4' 834.0' 5.4'NO ACTION - HORIZONTAL SURFACEOB-0468 TREE 844.9' 834.0' 10.9'NO ACTION - HORIZONTAL SURFACEOB-0469 TREE 838.4' 834.0' 4.4'NO ACTION - HORIZONTAL SURFACEOB-0470 TREE 843.7' 834.0' 9.7'NO ACTION - HORIZONTAL SURFACEOB-0471 TREE 842.9' 834.0' 8.9'NO ACTION - HORIZONTAL SURFACEOB-0472 TREE 840.1' 834.0' 6.1'NO ACTION - HORIZONTAL SURFACEOB-0474 TREE 843.4' 834.0' 9.4'NO ACTION - HORIZONTAL SURFACEOB-0475 TREE 848.9' 834.0' 14.9'NO ACTION - HORIZONTAL SURFACEOB-0476 TREE 845.7' 834.0' 11.7'NO ACTION - HORIZONTAL SURFACEOB-0477 TREE 843.7' 834.0' 9.7'NO ACTION - HORIZONTAL SURFACEOB-0478 TREE 845.3' 834.0' 11.3'NO ACTION - HORIZONTAL SURFACEOB-0479 TREE 854.1' 834.0' 20.1'NO ACTION - HORIZONTAL SURFACEOB-0480 TREE 846.6' 834.0' 12.6'NO ACTION - HORIZONTAL SURFACEOB-0481 TREE 839.4' 834.0' 5.4'NO ACTION - HORIZONTAL SURFACEOB-0482 TREE 835.2' 834.0' 1.2'NO ACTION - HORIZONTAL SURFACEOB-0483 TREE 840.0' 834.0' 6.0'NO ACTION - HORIZONTAL SURFACEOB-0484 TREE 836.1' 834.0' 2.1'NO ACTION - HORIZONTAL SURFACEOB-0485 TREE 836.8' 834.0' 2.8'NO ACTION - HORIZONTAL SURFACEOB-0486 TREE 840.3' 834.0' 6.3'NO ACTION - HORIZONTAL SURFACEOB-0487 TREE 835.3' 834.0' 1.3'NO ACTION - HORIZONTAL SURFACEOB-0488 TREE 837.4' 834.0' 3.4'NO ACTION - HORIZONTAL SURFACEOB-0489 TREE 837.5' 834.0' 3.5'NO ACTION - HORIZONTAL SURFACEOB-0490 TREE 857.1' 834.0' 23.1'NO ACTION - HORIZONTAL SURFACEOB-0491 TREE 840.4' 834.0' 6.4'NO ACTION - HORIZONTAL SURFACEOB-0492 TREE 842.8' 834.0' 8.8'NO ACTION - HORIZONTAL SURFACEOB-0493 TREE 844.0' 834.0' 10.0'NO ACTION - HORIZONTAL SURFACEOB-0494 POLE 786.1'766.8' 19.2' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0495 POLE 807.1'767.9' 39.2' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0496 POLE 801.9'769.8' 32.2' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0497 POLE 801.8'765.2' 36.6' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0498 POLE 799.3'758.4' 40.9' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0499 POLE 796.2'752.7' 43.5' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0500 POLE 786.6'747.0' 39.6' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0501 POLE 780.6'737.4' 43.2' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0502 POLE 786.7'747.6' 39.2' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0503 TREE 779.9'762.3' 17.6' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0504 PRIMARY ROAD 778.1'751.5' 26.6' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0505 PRIMARY ROAD 783.1'756.5' 26.6' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0506 PRIMARY ROAD 784.8'767.5' 17.3' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0510 TREE 779.7'748.1' 31.6' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0511 TREE 794.8'743.4' 51.5' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0513 POLE 773.5'730.6' 43.0' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0514 POLE 774.1'734.6' 39.5' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0522 POLE 765.9'723.3' 42.6' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0524 POLE 776.9'725.6' 51.3' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0529 POLE 776.0'731.4' 44.6' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0534 POLE 775.6'738.5' 37.1' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0537 BUILDING 768.0'737.6' 30.4' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0539 BILLBOARD 798.6'742.1' 56.5' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0540 POLE 775.2'737.0' 38.2' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0541 POLE 773.4'728.9' 44.5' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0542 POLE 770.0'732.4' 37.5' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0543 BILLBOARD 761.8'725.4' 36.4' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0544 PRIMARY ROAD 746.1'714.1' 32.0' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0545 PRIMARY ROAD 731.4'706.5' 24.9' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0546 PRIMARY ROAD 720.2'702.6' 17.6' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0561 BUILDING 752.1'718.6' 33.5' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0562 GROUND 728.6'713.4' 15.2' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0563 GROUND 723.1'708.4' 14.8' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0564 GROUND 717.6'703.9' 13.8' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0567 TREE 771.7'752.2' 19.5' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0568 TREE 779.3'749.9' 29.4' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0569 BUILDING 767.8'757.3' 10.4' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0570 TREE 768.8'753.1' 15.7' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0571 TREE 772.7'754.3' 18.4' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0572 TREE 767.0'754.6' 12.3' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0573 TREE 770.6'750.1' 20.5' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0574 TREE 775.6'747.6' 28.1' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0575 TREE 777.3'743.7' 33.6' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0576 TREE 774.6'749.1' 25.5' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0577 TREE 766.7'738.9' 27.8' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0578 BUILDING 776.1'735.6' 40.5' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0579 BUILDING 776.3'738.7' 37.6' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0580 TREE 780.1'742.5' 37.5' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0581 TREE 767.4'746.8' 20.6' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0582 BUILDING 769.1'750.0' 19.1' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0583 TREE 770.1'743.1' 27.1' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0584 TREE 768.8'742.8' 26.0' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0585 TREE 777.7'746.6' 31.1' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0586 TREE 777.7'749.9' 27.8' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0587 TREE 767.1'745.0' 22.1' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0593 BUILDING 772.6'733.2' 39.3' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0594 BUILDING 763.7'727.8' 35.9' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0595 TREE 767.1'731.4' 35.7' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0596 TREE 786.9' 773.9' 13.1'722.1' 64.8' NO ACTION - TRANSITIONAL SURFACEOB-0598 BUILDING 740.3'711.2' 29.2' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0599 POLE 734.5'708.3' 26.2' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0600 BILLBOARD 742.3'739.4' 2.9' 716.5' 25.9' TO BE REMOVED - ON AIRPORT PROPERTYOB-0601 POLE 733.7'712.8' 20.9' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0602 POLE 739.0'715.8' 23.2' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0605 BUILDING 738.3'714.0' 24.4' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0606 POLE 747.2'718.5' 28.7' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0607 TREE 777.3'763.2' 14.1' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0608 TREE 771.5'764.5' 7.0' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESID DESCRIPTION OBJECT ELEVATION PT 77 SURFACE ELEVATION PT 77 PENETRATION APDS SURFACE ELEVATION APDS PENETRATION DEPARTURE SURFACE ELEVATION DEPARTURE SURFACE PENETRATION DISPOSITION & TRIGGERING EVENTOB-0610 PRIMARY ROAD 769.9'766.7' 3.1' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0613 TREE 772.2'753.6' 18.7' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0614 TREE 782.1'749.8' 32.3' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0615 TREE 777.7'752.9' 24.9' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0624 TREE 773.8'720.1' 53.7' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0625 TREE 755.3'721.8' 33.5' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0626 BUILDING 771.8'728.4' 43.4' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0627 BUILDING 764.0'726.5' 37.5' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0640 TREE 766.1'731.9' 34.2' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0641 BUILDING 752.4'739.0' 13.4' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0642 TREE 758.0'736.9' 21.0' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0643 TREE 767.2'735.4' 31.8' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0644 BUILDING 754.1'739.6' 14.5' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0646 TREE 751.0'731.3' 19.7' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0678 TREE 850.7' 834.0' 16.7'NO ACTION - HORIZONTAL SURFACEOB-0765 TREE 842.7' 834.0' 8.7'NO ACTION - HORIZONTAL SURFACEOB-0766 TREE 839.0' 834.0' 5.0'NO ACTION - HORIZONTAL SURFACEOB-0767 TREE 848.1' 834.0' 14.1'NO ACTION - HORIZONTAL SURFACEOB-0768 TREE 842.3' 834.0' 8.3'NO ACTION - HORIZONTAL SURFACEOB-0769 TREE 846.7' 834.0' 12.7'NO ACTION - HORIZONTAL SURFACEOB-0770 TREE 849.0' 834.0' 15.0'NO ACTION - HORIZONTAL SURFACEOB-0771 TREE 848.8' 834.0' 14.8'NO ACTION - HORIZONTAL SURFACEOB-0772 TREE 851.3' 834.0' 17.3'NO ACTION - HORIZONTAL SURFACEOB-0773 TREE 848.3' 834.0' 14.3'NO ACTION - HORIZONTAL SURFACEOB-0774 TREE 837.4' 834.0' 3.4'NO ACTION - HORIZONTAL SURFACEOB-0775 TREE 845.6' 834.0' 11.6'NO ACTION - HORIZONTAL SURFACEOB-0776 TREE 842.7' 834.0' 8.7'NO ACTION - HORIZONTAL SURFACEOB-0777 TREE 837.4' 834.0' 3.4'NO ACTION - HORIZONTAL SURFACEOB-0778 TREE 844.4' 834.0' 10.4'NO ACTION - HORIZONTAL SURFACEOB-0779 TREE 834.2' 834.0' 0.2'NO ACTION - HORIZONTAL SURFACEOB-0780 TREE 853.1' 834.0' 19.1'NO ACTION - HORIZONTAL SURFACEOB-0781 TREE 843.6' 834.0' 9.6'NO ACTION - HORIZONTAL SURFACEOB-0782 TREE 850.2' 834.0' 16.2'NO ACTION - HORIZONTAL SURFACEOB-0783 TREE 863.0' 834.0' 29.0'NO ACTION - HORIZONTAL SURFACEOB-0784 TREE 848.0' 834.0' 14.0'NO ACTION - HORIZONTAL SURFACEOB-0785 TREE 842.0' 834.0' 8.0'NO ACTION - HORIZONTAL SURFACEOB-0786 TREE 841.9' 834.0' 7.9'NO ACTION - HORIZONTAL SURFACEOB-0787 POLE 802.6'762.3' 40.3' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0788 POLE 758.0'719.5' 38.5' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0789 POLE 751.4'710.5' 40.9' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0790 NAVAID 657.2' 654.0' 3.3'FIXED BY FUNCTION FOR THE OFAOB-0798 FENCE 726.6'725.7' 0.9' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0801 PRIMARY ROAD 742.3'732.3' 10.0' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0802 PRIMARY ROAD 738.8'729.3' 9.4' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0803 PRIMARY ROAD 737.1'726.6' 10.4' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0804 PRIMARY ROAD 739.6'729.3' 10.3' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0805 PRIMARY ROAD 743.2'731.8' 11.3' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0806 PRIMARY ROAD 747.6'734.2' 13.5' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0807 PRIMARY ROAD 753.2'737.1' 16.1' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0808 PRIMARY ROAD 757.1'739.1' 18.0' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0809 GROUND 745.5'743.6' 1.9' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0833 PRIMARY ROAD 737.6'732.0' 5.6' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0843 TREE 669.7' 668.0' 1.7'NO ACTION - CLEAR 20:1 VISUAL AREA SURFACEOB-0844 TREE 662.7' 661.1' 1.6'NO ACTION - CLEAR 20:1 VISUAL AREA SURFACEOB-0845 TREE 670.7' 662.8' 7.9'668.6' 2.1' NO ACTION - CLEAR 20:1 VISUAL AREA SURFACEOB-0848 POLE 718.4' 717.7' 0.7'715.3' 3.1' NO ACTION - CLEAR 20:1 VISUAL AREA SURFACEOB-0851 POLE 841.9' 834.0' 7.9'NO ACTION - CLEAR 20:1 VISUAL AREA SURFACEOB-0852 NAVAID 667.1' 663.3' 3.8'FIXED BY FUNCTION FOR THE OFAOB-0897 STEEPLE 837.8' 834.0' 3.8'NO ACTION - HORIZONTAL SURFACEOB-1036 TREE 838.7' 834.0' 4.7'NO ACTION - HORIZONTAL SURFACEOB-1037 BUILDING 859.9' 834.0' 25.9'NO ACTION - HORIZONTAL SURFACEOB-1356 POLE 772.6' 772.2' 0.4' 772.2' 0.4' 732.9' 39.7' NO ACTION - POLE HAS RED LIGHTOB-1357 POLE 772.6' 766.9' 5.7' 766.9' 5.7' 730.2' 42.4' NO ACTION - POLE HAS RED LIGHTOB-1358 POLE 772.6' 766.0' 6.6' 766.0' 6.6' 729.8' 42.8' NO ACTION - POLE HAS RED LIGHTOB-1359 POLE 771.6' 762.3' 9.4' 762.2' 9.4' 727.9' 43.7' NO ACTION - POLE HAS RED LIGHTOB-1360 TREE 758.7' 758.4' 0.3' 758.4' 0.2' 726.0' 32.7' TO BE REMOVED - OFF AIRPORT PROPERTYOB-1361 TREE 758.9' 757.9' 1.0' 757.9' 1.0' 725.7' 33.2' TO BE REMOVED - OFF AIRPORT PROPERTYOB-1362 TREE 763.9' 756.9' 6.9' 757.0' 6.9' 725.3' 38.6' TO BE REMOVED - OFF AIRPORT PROPERTYOB-1363 TREE 763.9' 756.1' 7.7' 756.2' 7.7' 724.9' 39.0' TO BE REMOVED - ON AIRPORT PROPERTYOB-1364 TREE 767.9' 755.5' 12.4' 755.5' 12.3' 724.6' 43.3' REMOVED UNDER EXIST. CONDITIONS OB-1365 TREE 766.1' 754.2' 11.8' 754.3' 11.8' 723.9' 42.1' REMOVED UNDER EXIST. CONDITIONS OB-1366 TREE 777.1' 754.4' 22.7' 753.7' 23.4' 723.6' 53.5' REMOVED UNDER EXIST. CONDITIONS OB-1367 TREE 759.3' 753.4' 5.9' 753.5' 5.9' 723.5' 35.8' TO BE REMOVED - ON AIRPORT PROPERTYOB-1368 TREE 766.0' 753.0' 13.0' 753.0' 13.0' 723.3' 42.7' REMOVED UNDER EXIST. CONDITIONS OB-1369 TREE 758.8' 751.4' 7.3' 751.5' 7.3' 722.5' 36.2' TO BE REMOVED - ON AIRPORT PROPERTYOB-1370 TREE 759.4' 751.0' 8.4' 751.0' 8.4' 722.3' 37.1' TO BE REMOVED - ON AIRPORT PROPERTYOB-1371 TREE 757.0' 750.7' 6.3' 750.7' 6.2' 722.1' 34.8' TO BE REMOVED - ON AIRPORT PROPERTYOB-1527 FENCE 654.1' 653.8' 0.3'NO ACTION - CLEAR 20:1 VISUAL AREA SURFACEOB-1528 TREE 673.3' 659.1' 14.2'665.5' 7.9' NO ACTION - CLEAR 20:1 VISUAL AREA SURFACEOB-1529 TREE 670.7' 661.0' 9.7'667.1' 3.6' NO ACTION - CLEAR 20:1 VISUAL AREA SURFACEOB-1530 TREE 662.0' 661.1' 0.9'NO ACTION - CLEAR 20:1 VISUAL AREA SURFACEOB-1532 TREE 685.7' 674.2' 11.4'678.3' 7.3' NO ACTION - CLEAR 20:1 VISUAL AREA SURFACEOB-1533 TREE 697.3' 678.2' 19.1'681.7' 15.6' NO ACTION - CLEAR 20:1 VISUAL AREA SURFACEOB-1535 TREE 721.0'718.3' 2.7' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1537 TREE 768.3'765.9' 2.3' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1538 TREE 782.8'773.7' 9.2' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1539 TREE 783.3'774.5' 8.8' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1540 TREE 783.0'776.6' 6.4' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1541 TREE 785.4'780.5' 5.0' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1542 TREE 795.0'787.8' 7.3' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURES REVISIONSDATE BY CHANGEEXISTING RUNWAY 12/30OBSTRUCTION TABLESREG NO. DATE:JAN 18, 201619908I HEREBY CERTIFY THAT THIS PLAN, SPECIFICATION, OR REPORT WAS PREPARED BY ME OR UNDER MY DIRECT SUPERVISION ANDTHAT I AM A DULY LICENSED PROFESSIONAL ENGINEER UNDERTHE LAWS OF THE STATE OF MINNESOTA.MATTHEW W. FERRIERBOLTON & MENK, INC.PROJECT NO: T51.107851DESIGNED BY: MRUDATE: JANUARY 18, 201611SHEETOF19NOTES:1. NAVD88 VERTICAL CONTROL DATUM & NAD83 COORDINATE SYSTEM WAS USED FOR THIS ALP SETEXISTING 12/30 OBSTRUCTIONSEXISTING 12/30 OBSTRUCTIONSID DESCRIPTION OBJECT ELEVATION PT 77 SURFACE ELEVATION PT 77 PENETRATION APDS SURFACE ELEVATION APDS PENETRATION DEPARTURE SURFACE ELEVATION DEPARTURE SURFACE PENETRATION DISPOSITION & TRIGGERING EVENTOB-0024 RUNWAY LIGHT 654.5' 654.1' 0.5'FIXED BY FUNCTION FOR RSAOB-0211 TREE 844.7' 834.0' 10.7'NO ACTION - HORIZONTAL SURFACEOB-0216 CHIMMNEY/SMOKESTACK 846.5' 834.0' 12.5'NO ACTION - HAS RED LIGHTOB-0219 STEEPLE 859.5' 834.0' 25.5'NO ACTION - HORIZONTAL SURFACEOB-0221 CRANE 922.7' 834.0' 88.7'NO ACTION - HORIZONTAL SURFACEOB-0222 CELL TOWER 878.8' 834.0' 44.8'NO ACTION - TOWER LIT WITH RED LIGHTOB-0337 TREE 849.4' 834.0' 15.4'770.0' 79.4' NO ACTION - HORIZONTAL SURFACEOB-0349 BUILDING 891.6' 834.0' 57.6'NO ACTION - HAS RED LIGHTOB-0350 CRANE 882.6' 834.0' 48.6'NO ACTION - HAS RED LIGHTOB-0351 CRANE 862.2' 834.0' 28.2'NO ACTION - HORIZONTAL SURFACEOB-0352 CRANE 947.0' 834.0' 113.0'NO ACTION - HORIZONTAL SURFACEOB-0353 CRANE 945.2' 834.0' 111.2'NO ACTION - HORIZONTAL SURFACEOB-0354 CRANE 904.8' 834.0' 70.8'NO ACTION - HORIZONTAL SURFACEOB-0372 TREE 798.1'748.2' 49.9' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0373 TREE 806.6'741.9' 64.7' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0374 TREE 780.1'733.1' 46.9' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0375 TREE ON 741.2' 41.9' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0376 TREE 738.7' 738.6' 0.2'699.8' 38.9' NO ACTION - TRANSITIONAL SURFACE OB-0377 TREE 755.4' 752.4' 3.1'704.7' 50.7' NO ACTION - TRANSITIONAL SURFACE OB-0378 TREE 758.6'755.8' 2.8' 713.4' 45.2' WILL BE MITIGATED WITH 500' DISPLACED TRESHOLDOB-0379 TREE 771.2'720.2' 51.0' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0380 TREE 814.1' 804.9' 9.1' 798.8' 15.3' 734.9' 79.1' WILL BE MITIGATED WITH 500' DISPLACED TRESHOLDOB-0381 TREE 762.1'736.2' 25.9' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0383 TREE 772.2'733.5' 38.7' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0384 TREE 790.6'729.8' 60.8' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0385 TREE 783.5'721.7' 61.8' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0386 TREE 739.4'701.9' 37.4' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0388 TREE 732.7'704.6' 28.1' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0393 TREE 755.9'728.5' 27.4' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0394 TREE 753.8'719.1' 34.7' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0395 TREE 748.0'724.3' 23.8' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0396 TREE 738.7'715.4' 23.2' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0397 TREE 750.8'709.6' 41.2' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0398 TREE 727.4'708.3' 19.1' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0399 TREE 811.7'805.2' 6.5' 738.1' 73.6' WILL BE MITIGATED WITH 500' DISPLACED TRESHOLDOB-0401 TREE 773.4'738.6' 34.8' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0402 TREE 868.2' 834.0' 34.2'NO ACTION - HORIZONTAL SURFACEOB-0403 TREE 846.8' 834.0' 12.8'753.2' 93.6' NO ACTION - HORIZONTAL SURFACEOB-0404 TREE 843.3' 834.0' 9.3'NO ACTION - HORIZONTAL SURFACEOB-0405 TREE 836.3' 834.0' 2.3'NO ACTION - HORIZONTAL SURFACEOB-0408 TREE 761.8'697.3' 64.5' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0409 TREE 787.3' 758.0' 29.4' 749.2' 38.2' 710.1' 77.2' TO BE REMOVEDOB-0411 TREE 784.4'703.3' 81.1' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0412 TREE 807.6'712.7' 94.9' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0413 TREE 782.1'710.5' 71.6' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0414 TREE 776.9' 761.5' 15.4'705.6' 71.3' NO ACTION - TRANSITIONAL SURFACE OB-0415 TREE 783.3' 765.4' 17.9' 759.9' 23.5' 715.5' 67.9' TO BE REMOVEDOB-0422 TREE 825.7'730.1' 95.6' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0423 TREE 836.4' 834.0' 2.4'759.2' 77.2' NO ACTION - HORIZONTAL SURFACEOB-0424 TREE 829.2' 824.4' 4.8' 820.6' 8.6' 745.8' 83.4' WILL BE MITIGATED WITH 500' DISPLACED TRESHOLDOB-0425 TREE 837.1' 834.0' 3.1'757.9' 79.2' NO ACTION - HORIZONTAL SURFACEOB-0426 TREE 842.4' 834.0' 8.4'NO ACTION - HORIZONTAL SURFACEOB-0427 TREE 844.7' 834.0' 10.7'809.9' 34.7' NO ACTION - HORIZONTAL SURFACEOB-0429 TREE 837.1' 834.0' 3.1'NO ACTION - HORIZONTAL SURFACEOB-0430 TREE 838.9' 834.0' 4.9'NO ACTION - HORIZONTAL SURFACEOB-0431 TREE 847.2' 834.0' 13.2'NO ACTION - HORIZONTAL SURFACEOB-0432 TREE 845.7' 834.0' 11.7'NO ACTION - HORIZONTAL SURFACEOB-0433 TREE 851.5' 834.0' 17.5'NO ACTION - HORIZONTAL SURFACEOB-0449 TREE 842.5' 834.0' 8.5'NO ACTION - HORIZONTAL SURFACEOB-0450 POLE 843.3' 834.0' 9.3'NO ACTION - HORIZONTAL SURFACEOB-0451 POLE 835.8' 834.0' 1.8'NO ACTION - HORIZONTAL SURFACEOB-0452 POLE 834.2' 834.0' 0.2'NO ACTION - HORIZONTAL SURFACEOB-0454 TREE 834.1' 834.0' 0.1'NO ACTION - HORIZONTAL SURFACEOB-0457 TREE 838.4' 834.0' 4.4'NO ACTION - HORIZONTAL SURFACEOB-0462 CRANE 859.5' 834.0' 25.5'NO ACTION - HORIZONTAL SURFACEOB-0463 TREE 840.3' 834.0' 6.3'NO ACTION - HORIZONTAL SURFACEOB-0465 TREE 839.8' 834.0' 5.8'NO ACTION - HORIZONTAL SURFACEOB-0466 TREE 847.7' 834.0' 13.7'NO ACTION - HORIZONTAL SURFACEOB-0467 TREE 839.4' 834.0' 5.4'NO ACTION - HORIZONTAL SURFACEOB-0468 TREE 844.9' 834.0' 10.9'NO ACTION - HORIZONTAL SURFACEOB-0469 TREE 838.4' 834.0' 4.4'NO ACTION - HORIZONTAL SURFACEOB-0470 TREE 843.7' 834.0' 9.7'NO ACTION - HORIZONTAL SURFACEOB-0471 TREE 842.9' 834.0' 8.9'NO ACTION - HORIZONTAL SURFACEOB-0472 TREE 840.1' 834.0' 6.1'NO ACTION - HORIZONTAL SURFACEOB-0474 TREE 843.4' 834.0' 9.4'NO ACTION - HORIZONTAL SURFACEOB-0475 TREE 848.9' 834.0' 14.9'NO ACTION - HORIZONTAL SURFACEOB-0476 TREE 845.7' 834.0' 11.7'NO ACTION - HORIZONTAL SURFACEOB-0477 TREE 843.7' 834.0' 9.7'NO ACTION - HORIZONTAL SURFACEOB-0478 TREE 845.3' 834.0' 11.3'NO ACTION - HORIZONTAL SURFACEOB-0479 TREE 854.1' 834.0' 20.1'NO ACTION - HORIZONTAL SURFACEOB-0480 TREE 846.6' 834.0' 12.6'NO ACTION - HORIZONTAL SURFACEOB-0481 TREE 839.4' 834.0' 5.4'NO ACTION - HORIZONTAL SURFACEOB-0482 TREE 835.2' 834.0' 1.2'NO ACTION - HORIZONTAL SURFACEOB-0483 TREE 840.0' 834.0' 6.0'NO ACTION - HORIZONTAL SURFACEOB-0484 TREE 836.1' 834.0' 2.1'NO ACTION - HORIZONTAL SURFACEOB-0485 TREE 836.8' 834.0' 2.8'NO ACTION - HORIZONTAL SURFACEOB-0486 TREE 840.3' 834.0' 6.3'NO ACTION - HORIZONTAL SURFACEOB-0487 TREE 835.3' 834.0' 1.3'NO ACTION - HORIZONTAL SURFACEOB-0488 TREE 837.4' 834.0' 3.4'NO ACTION - HORIZONTAL SURFACEOB-0489 TREE 837.5' 834.0' 3.5'NO ACTION - HORIZONTAL SURFACEOB-0490 TREE 857.1' 834.0' 23.1'NO ACTION - HORIZONTAL SURFACEOB-0491 TREE 840.4' 834.0' 6.4'NO ACTION - HORIZONTAL SURFACEOB-0492 TREE 842.8' 834.0' 8.8'NO ACTION - HORIZONTAL SURFACEOB-0493 TREE 844.0' 834.0' 10.0'NO ACTION - HORIZONTAL SURFACEOB-0676 TREE 767.8'725.4' 42.4' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0677 TREE 768.5'726.0' 42.5' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0678 TREE 850.7' 834.0' 16.7'NO ACTION - HORIZONTAL SURFACEOB-0765 TREE 842.7' 834.0' 8.7'NO ACTION - HORIZONTAL SURFACEOB-0766 TREE 839.0' 834.0' 5.0'NO ACTION - HORIZONTAL SURFACEOB-0767 TREE 848.1' 834.0' 14.1'NO ACTION - HORIZONTAL SURFACEOB-0768 TREE 842.3' 834.0' 8.3'NO ACTION - HORIZONTAL SURFACEOB-0769 TREE 846.7' 834.0' 12.7'NO ACTION - HORIZONTAL SURFACEOB-0770 TREE 849.0' 834.0' 15.0'NO ACTION - HORIZONTAL SURFACEOB-0771 TREE 848.8' 834.0' 14.8'NO ACTION - HORIZONTAL SURFACEOB-0772 TREE 851.3' 834.0' 17.3'NO ACTION - HORIZONTAL SURFACEOB-0773 TREE 848.3' 834.0' 14.3'NO ACTION - HORIZONTAL SURFACEOB-0774 TREE 837.4' 834.0' 3.4'NO ACTION - HORIZONTAL SURFACEOB-0775 TREE 845.6' 834.0' 11.6'NO ACTION - HORIZONTAL SURFACEOB-0776 TREE 842.7' 834.0' 8.7'NO ACTION - HORIZONTAL SURFACEOB-0777 TREE 837.4' 834.0' 3.4'NO ACTION - HORIZONTAL SURFACEOB-0778 TREE 844.4' 834.0' 10.4'NO ACTION - HORIZONTAL SURFACEOB-0779 TREE 834.2' 834.0' 0.2'NO ACTION - HORIZONTAL SURFACEOB-0780 TREE 853.1' 834.0' 19.1'NO ACTION - HORIZONTAL SURFACEOB-0781 TREE 843.6' 834.0' 9.6'NO ACTION - HORIZONTAL SURFACEOB-0782 TREE 850.2' 834.0' 16.2'NO ACTION - HORIZONTAL SURFACEOB-0783 TREE 863.0' 834.0' 29.0'NO ACTION - HORIZONTAL SURFACEOB-0784 TREE 848.0' 834.0' 14.0'NO ACTION - HORIZONTAL SURFACEOB-0785 TREE 842.0' 834.0' 8.0'NO ACTION - HORIZONTAL SURFACEOB-0786 TREE 841.9' 834.0' 7.9'NO ACTION - HORIZONTAL SURFACEOB-0851 POLE 841.9' 834.0' 7.9'NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-0857 POLE 690.7'664.5' 26.2' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0859 RUNWAY LIGHT 662.4' 661.0' 1.3'661.3' 1.1' FIXED BY FUNCTION FOR RSAOB-0860 RUNWAY LIGHT 662.4' 661.0' 1.3'661.3' 1.1' FIXED BY FUNCTION FOR RSAOB-0861 TREE 706.2' 689.9' 16.3'TO BE REMOVED - ON AIRPORT PROPERTYOB-0862 FENCE 654.7'651.9' 2.8' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0863 BUSH 651.9'650.6' 1.3' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0869 RUNWAY LIGHT 651.8' 651.5' 0.3'FIXED BY FUNCTION FOR RSAOB-0870 SIGN 656.3' 655.2' 1.1'FIXED BY FUNCTION FOR OFAOB-0871 RUNWAY LIGHT 660.8' 660.3' 0.5'FIXED BY FUNCTION FOR RSAOB-0872 RUNWAY LIGHT 655.5' 655.1' 0.5'FIXED BY FUNCTION FOR RSAOB-0873 TREE 707.0' 703.5' 3.6'TO BE REMOVED - ON AIRPORT PROPERTYOB-0876 BUSH 657.3' 654.1' 3.2'TO BE REMOVED - ON AIRPORT PROPERTYOB-0882 POLE 697.3'690.8' 6.5' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0883 POLE 695.0'690.7' 4.3' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0884 POLE 696.4'690.5' 6.0' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0885 PRIMARY ROAD 693.6'693.0' 0.6' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0886 PRIMARY ROAD 694.2'692.8' 1.4' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0887 PRIMARY ROAD 694.0'692.3' 1.7' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0888 PRIMARY ROAD 694.3'692.7' 1.7' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0889 PRIMARY ROAD 694.0'692.9' 1.1' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0892 PRIMARY ROAD 695.8'694.6' 1.2' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0893 PRIMARY ROAD 695.5'694.9' 0.7' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0897 STEEPLE 837.8' 834.0' 3.8'NO ACTION - HORIZONTAL SURFACEOB-0900 BUILDING 786.8'766.9' 20.0' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0901 BUILDING 782.8'735.5' 47.3' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0902 TREE 808.1'748.6' 59.5' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0903 TREE 810.6'753.9' 56.7' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0904 TREE 823.9'759.3' 64.6' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0905 TREE 826.6'763.2' 63.4' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESID DESCRIPTION OBJECT ELEVATION PT 77 SURFACE ELEVATION PT 77 PENETRATION APDS SURFACE ELEVATION APDS PENETRATION DEPARTURE SURFACE ELEVATION DEPARTURE SURFACE PENETRATION DISPOSITION & TRIGGERING EVENTOB-0906 TREE 787.2'744.1' 43.1' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0907 TREE 785.5'745.8' 39.7' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0908 TREE 782.2'752.7' 29.5' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0909 TREE 810.6'749.5' 61.1' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0910 TREE 799.7'747.5' 52.2' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0911 TREE 803.4'745.7' 57.7' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0912 TREE 809.3'748.9' 60.3' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0913 TREE 800.6'757.1' 43.6' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0914 TREE 800.7'756.5' 44.2' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0922 TREE 778.1'776.9' 1.2' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0923 TREE 777.5'771.6' 5.9' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0924 TREE 814.3'763.9' 50.4' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0925 TREE 831.3'768.2' 63.1' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0926 TREE 823.9'764.7' 59.2' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0927 TREE 811.7'761.2' 50.5' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0928 TREE 779.3'758.0' 21.3' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0929 TREE 784.5'757.5' 27.0' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0930 TREE 776.2'764.1' 12.1' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0931 TREE 816.0'769.8' 46.2' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0932 TREE 812.8'774.6' 38.2' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0933 TREE 823.1'773.2' 49.9' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0934 TREE 812.4'765.0' 47.5' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0935 TREE 797.7'782.4' 15.3' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0936 TREE 796.3'778.4' 17.9' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0946 BUILDING 780.3'777.9' 2.4' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0947 TREE 808.4'774.4' 34.0' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0948 TREE 817.9'771.6' 46.3' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0966 RIG/SUPERSTRUCTURE 766.8' 742.2' 24.6'NO ACTION - TRANSITIONAL SURFACE OB-0973 TREE 719.1'699.0' 20.1' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0974 TREE 725.0'702.8' 22.1' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0975 TREE 743.1' 710.5' 32.6'704.2' 38.9' NO ACTION - TRANSITIONAL SURFACE OB-0982 TREE 768.0'716.9' 51.1' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0990 TREE 751.3'742.1' 9.1' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0991 TREE 757.5'739.0' 18.5' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0992 TREE 766.1'735.8' 30.4' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0994 TREE 768.7'731.2' 37.5' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0997 TREE 751.5'724.6' 26.9' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0999 TREE 699.6' 698.6' 1.0'TO BE REMOVED - ON AIRPORT PROPERTYOB-1005 TREE 697.1' 674.3' 22.8'674.6' 22.5' NO ACTION - TRANSITIONAL SURFACE OB-1006 TREE 717.2' 701.8' 15.5'675.4' 41.8' NO ACTION - TRANSITIONAL SURFACE OB-1007 TREE 706.3'678.2' 28.1' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1008 TREE 699.5'676.0' 23.5' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1009 TREE 699.2' 694.8' 4.5'677.2' 22.1' NO ACTION - TRANSITIONAL SURFACE OB-1010 RIG/SUPERSTRUCTURE 771.8' 756.6' 15.2'NO ACTION - TRANSITIONAL SURFACE OB-1011 RIG/SUPERSTRUCTURE 785.8' 764.4' 21.5'NO ACTION - TRANSITIONAL SURFACE OB-1012 RIG/SUPERSTRUCTURE 746.0' 732.6' 13.4'NO ACTION - TRANSITIONAL SURFACE OB-1020 TREE 713.4'700.2' 13.2' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1021 TREE 709.1'698.6' 10.6' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1022 TREE 700.3'696.9' 3.4' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1023 TREE 703.1'691.7' 11.4' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1024 TREE 721.4' 687.1' 34.2'682.1' 39.2' NO ACTION - TRANSITIONAL SURFACE OB-1025 TREE 717.9' 713.4' 4.5'684.0' 33.9' NO ACTION - TRANSITIONAL SURFACE OB-1026 TREE 707.3' 701.4' 5.9'693.8' 13.5' NO ACTION - TRANSITIONAL SURFACE OB-1027 TREE 702.2'688.3' 13.9' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1036 TREE 838.7' 834.0' 4.7'NO ACTION - HORIZONTAL SURFACEOB-1037 BUILDING 859.9' 834.0' 25.9'NO ACTION - HAS RED LIGHTOB-1051 TREE 772.3'766.6' 5.6' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1052 TREE 770.9'754.8' 16.1' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1053 TREE 751.8'746.6' 5.1' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1054 TREE 753.9'747.7' 6.2' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1056 TREE 725.9'714.1' 11.7' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1058 TREE 745.8'740.9' 4.9' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1059 TREE 736.7' 734.7' 2.0'696.6' 40.1' NO ACTION - TRANSITIONAL SURFACE OB-1060 TREE 778.9'718.2' 60.8' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1064 TREE 790.0'780.2' 9.8' 725.6' 64.4' WILL BE MITIGATED WITH 500' DISPLACED TRESHOLDOB-1065 TREE 800.9' 796.6' 4.3' 791.4' 9.5' 731.2' 69.7' WILL BE MITIGATED WITH 500' DISPLACED TRESHOLDOB-1066 TREE 808.2'734.9' 73.2' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1067 TREE 793.8'725.6' 68.2' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1068 TREE 823.6'739.7' 83.9' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1069 TREE 799.1'728.5' 70.5' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1071 TREE 792.4'724.5' 67.9' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1072 TREE 773.0'720.3' 52.7' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1073 TREE 831.0'750.3' 80.7' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1074 TREE 822.1'744.5' 77.6' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1075 TREE 813.6'751.8' 61.8' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1077 TREE 830.6'813.5' 17.1' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1078 TREE 829.6'809.0' 20.6' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1079 TREE 833.0'806.6' 26.4' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1080 TREE 823.1'813.3' 9.8' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1081 TREE 810.0'805.2' 4.9' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1082 TREE 815.2'796.8' 18.5' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1083 TREE 811.1'802.4' 8.7' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1084 TREE 806.2'799.7' 6.6' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1085 TREE 812.3'798.5' 13.8' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1086 TREE 811.1'799.5' 11.6' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1087 TREE 802.5'791.0' 11.4' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1088 TREE 791.5'790.5' 1.0' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1089 TREE 825.1'791.8' 33.3' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1090 TREE 827.4'795.5' 31.9' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1091 TREE 806.6'802.9' 3.7' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1092 TREE 803.4'798.0' 5.4' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1100 TREE 796.9'772.0' 24.9' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1101 TREE 780.1'776.5' 3.6' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1102 TREE 796.5'763.5' 33.0' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1103 TREE 782.8'779.5' 3.3' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1104 TREE 787.3'784.0' 3.3' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1105 TREE 800.0'782.0' 18.0' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1106 TREE 806.0'786.0' 20.0' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1107 TREE 824.2'778.9' 45.3' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1113 TREE 805.9'738.4' 67.6' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1114 TREE 819.7'744.6' 75.1' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1116 TREE 814.8'747.3' 67.5' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1117 TREE 809.6'743.2' 66.4' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1118 TREE 819.5'749.5' 70.0' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1119 TREE 828.9'758.7' 70.1' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1124 TREE 832.5'754.4' 78.1' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1130 TREE 812.9'759.4' 53.5' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1131 TREE 810.3'772.7' 37.6' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1132 TREE 807.7'771.3' 36.4' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1133 TREE 791.8'764.4' 27.3' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1134 TREE 797.4'777.3' 20.0' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1135 TREE 808.1'769.7' 38.5' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1136 TREE 782.0'774.7' 7.3' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1222 BUILDING 784.9'766.5' 18.4' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1223 BUILDING 787.6'763.9' 23.7' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1224 BUILDING 786.5'775.3' 11.2' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1225 POLE 815.6'772.5' 43.1' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1226 POLE 818.9'769.5' 49.3' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1237 TREE 667.7' 662.0' 5.8'665.0' 2.8' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1239 TREE 672.7' 663.2' 9.5'666.1' 6.7' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1241 TREE 667.6' 663.6' 4.0'666.4' 1.3' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1242 TREE 671.0' 663.7' 7.3'666.4' 4.5' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1243 TREE 673.2' 664.2' 9.0'666.9' 6.4' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1244 TREE 667.7' 664.3' 3.4'666.9' 0.8' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1245 TREE 668.3' 664.5' 3.8'667.1' 1.2' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1246 BUILDING 675.4' 664.8' 10.5'667.4' 8.0' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1247 PRIMARY ROAD 667.0' 665.0' 2.0'NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1248 PRIMARY ROAD 666.7' 666.3' 0.4'NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1249 BUILDING 676.2' 666.5' 9.7'668.8' 7.4' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1250 PRIMARY ROAD 666.8' 666.5' 0.2'NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1251 PRIMARY ROAD 680.9' 668.3' 12.6'670.4' 10.6' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1252 BUILDING 676.8' 668.5' 8.3'670.5' 6.3' TO BE REMOVED - ON AIRPORT AIRSPACE EASEMENTOB-1253 BUILDING 671.5' 669.3' 2.2'671.2' 0.3' TO BE REMOVED - ON AIRPORT AIRSPACE EASEMENTOB-1254 BUILDING 680.8' 669.3' 11.5'671.2' 9.6' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1256 RAILROAD 674.8' 670.5' 4.3'672.2' 2.6' TO BE REMOVED - ON AIRPORT AIRSPACE EASEMENTOB-1257 RAILROAD 675.6' 671.2' 4.4'672.8' 2.8' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1258 RAILROAD 674.6' 672.2' 2.4'673.6' 1.0' TO BE REMOVED - ON AIRPORT AIRSPACE EASEMENTOB-1260 TREE 692.9' 672.4' 20.4' 689.1' 3.8' 673.8' 19.0' TO BE REMOVED - ON AIRPORT AIRSPACE EASEMENTOB-1261 PRIMARY ROAD 678.9' 672.7' 6.2'674.1' 4.8' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1263 RAILROAD 674.6' 673.0' 1.6'674.4' 0.3' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1264 TREE 689.6' 673.8' 15.8'675.0' 14.6' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1265 RAILROAD 674.4' 673.8' 0.6'NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1266 TREE 679.1' 674.1' 4.9'675.3' 3.8' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1267 TREE 688.6' 674.3' 14.2'675.5' 13.1' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1268 TREE 688.5' 674.5' 14.0'675.6' 12.9' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1270 TREE 692.7' 674.7' 18.0'675.8' 16.9' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1272 TREE 695.8' 675.4' 20.4'676.3' 19.4' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1273 TREE 680.2' 675.6' 4.6'676.5' 3.7' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1274 TREE 685.0' 676.1' 9.0'676.9' 8.1' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACE REVISIONSDATE BY CHANGEREG NO. DATE:JAN 18, 201619908I HEREBY CERTIFY THAT THIS PLAN, SPECIFICATION, OR REPORT WAS PREPARED BY ME OR UNDER MY DIRECT SUPERVISION ANDTHAT I AM A DULY LICENSED PROFESSIONAL ENGINEER UNDERTHE LAWS OF THE STATE OF MINNESOTA.MATTHEW W. FERRIERBOLTON & MENK, INC.PROJECT NO: T51.107851DESIGNED BY: MRUDATE: JANUARY 18, 2016EXISTING RUNWAY 12/30OBSTRUCTION TABLES12SHEETOF19NOTES:1. NAVD88 VERTICAL CONTROL DATUM & NAD83 COORDINATE SYSTEM WAS USED FOR THIS ALP SETEXISTING 12/30 OBSTRUCTIONSEXISTING 12/30 OBSTRUCTIONSID DESCRIPTION OBJECT ELEVATION PT 77 SURFACE ELEVATION PT 77 PENETRATION APDS SURFACE ELEVATION APDS PENETRATION DEPARTURE SURFACE ELEVATION DEPARTURE SURFACE PENETRATION DISPOSITION & TRIGGERING EVENTOB-1275 TREE 678.5' 676.8' 1.7'677.6' 0.9' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1277 TREE 681.3' 677.2' 4.1'677.9' 3.4' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1278 TREE 697.2' 677.3' 19.9'678.0' 19.2' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1279 TREE 688.0' 678.7' 9.3'679.2' 8.8' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1280 TREE 692.0' 679.3' 12.7'679.7' 12.3' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1281 TREE 708.6' 679.5' 29.1' 701.1' 7.5' 679.9' 28.8' TO BE REMOVED - OFF AIRPORT PROPERTYOB-1282 TREE 685.7' 679.6' 6.1'680.0' 5.7' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1285 TREE 689.3' 680.6' 8.6'680.8' 8.4' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1287 TREE 727.7' 682.2' 45.5'682.1' 45.6' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1288 TREE 717.3' 682.5' 34.8' 706.3' 11.0' 682.4' 34.9' TO BE REMOVED - OFF AIRPORT PROPERTYOB-1290 TREE 700.8' 684.0' 16.8'683.7' 17.1' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1292 TREE 718.8' 685.1' 33.7' 710.7' 8.1' 684.6' 34.2' TO BE REMOVED - OFF AIRPORT PROPERTYOB-1293 TREE 706.2' 685.4' 20.8'684.8' 21.3' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1294 TREE 709.7' 685.5' 24.2'685.0' 24.8' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1295 TREE 717.1' 686.2' 30.9' 712.6' 4.5' 685.6' 31.5' TO BE REMOVED - OFF AIRPORT PROPERTYOB-1296 TREE 708.9' 686.8' 22.1'686.1' 22.8' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1297 TREE 697.3' 688.3' 8.9'687.3' 9.9' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1298 TREE 709.5' 688.9' 20.6'687.8' 21.7' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1299 TREE 714.9' 689.1' 25.8'688.0' 26.9' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1300 TREE 711.6' 689.1' 22.5'688.0' 23.6' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1302 TREE 723.6' 690.3' 33.4' 719.5' 4.2' 689.0' 34.6' TO BE REMOVED - OFF AIRPORT PROPERTYOB-1303 TREE 714.5' 690.8' 23.7'689.4' 25.1' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1304 TREE 719.6' 690.9' 28.7'689.6' 30.1' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1305 TREE 697.1' 691.4' 5.7'690.0' 7.2' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1306 TREE 700.7' 692.0' 8.7'690.5' 10.2' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1307 TREE 710.4' 692.3' 18.1'690.8' 19.7' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1308 TREE 708.4' 692.4' 16.1'690.8' 17.6' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1309 TREE 706.5' 692.5' 14.0'690.9' 15.6' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1310 TREE 713.7' 693.5' 20.2'691.8' 21.9' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1311 TREE 699.6' 693.6' 5.9'691.9' 7.7' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1312 TREE 693.9'692.4' 1.5' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1313 TREE 698.7' 694.4' 4.3'692.5' 6.2' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1314 TREE 707.7' 694.5' 13.3'692.6' 15.1' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1315 TREE 714.9' 694.7' 20.2'692.7' 22.1' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1316 TREE 693.9'692.8' 1.2' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1317 TREE 709.7' 694.8' 14.9'692.8' 16.8' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1319 TREE 709.1' 695.8' 13.2'693.7' 15.3' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1321 TREE 703.9' 696.4' 7.5'694.2' 9.7' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1322 TREE 696.5'694.4' 2.2' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1323 TREE 710.3' 697.3' 13.0'695.0' 15.3' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1324 TREE 698.5' 697.6' 0.9'695.3' 3.3' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1327 TREE 712.8' 698.1' 14.7'695.7' 17.1' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1329 TREE 699.1' 698.8' 0.3'696.3' 2.9' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1331 TREE 705.3' 699.9' 5.3'697.2' 8.1' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1332 TREE 701.9' 700.5' 1.4'697.7' 4.2' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1333 TREE 698.4'697.7' 0.7' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1334 TREE 704.4' 700.6' 3.8'697.8' 6.6' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1335 TREE 703.3' 700.8' 2.6'697.9' 5.4' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1336 TREE 701.7'698.7' 2.9' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1337 TREE 699.3'699.1' 0.2' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1339 TREE 700.6'699.5' 1.1' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1341 TREE 708.7' 703.3' 5.4'700.1' 8.6' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1344 TREE 719.3' 705.8' 13.5'702.2' 17.1' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1346 TREE 713.6' 707.8' 5.8'703.9' 9.7' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1347 TREE 711.6' 708.0' 3.6'704.1' 7.5' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1349 TREE 736.8' 711.6' 25.1'707.2' 29.6' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1350 TREE 728.4' 714.4' 14.0'709.5' 18.8' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1351 TREE 717.2' 717.2' 0.0'711.9' 5.3' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1352 TREE 714.7'712.5' 2.2' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1355 TREE 733.4' 725.3' 8.1'718.8' 14.6' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1372 TREE 828.3' 823.2' 5.2' 823.2' 5.1' 747.1' 81.2' WILL BE MITIGATED WITH 500' DISPLACED TRESHOLDOB-1373 TREE 813.3'744.6' 68.6' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1374 TREE 821.6' 815.0' 6.6' 815.1' 6.5' 743.1' 78.5' WILL BE MITIGATED WITH 500' DISPLACED TRESHOLDOB-1375 TREE 825.0' 814.5' 10.5' 814.6' 10.5' 742.8' 82.2' WILL BE MITIGATED WITH 500' DISPLACED TRESHOLDOB-1376 TREE 810.4'742.6' 67.7' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1377 TREE 809.8'742.5' 67.3' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1378 TREE 817.5' 812.2' 5.2' 812.3' 5.2' 741.7' 75.8' WILL BE MITIGATED WITH 500' DISPLACED TRESHOLDOB-1379 TREE 808.9'740.7' 68.2' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1380 TREE 829.9' 810.0' 19.9' 810.1' 19.8' 740.6' 89.3' WILL BE MITIGATED WITH 500' DISPLACED TRESHOLDOB-1381 TREE 806.2'740.3' 65.9' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1382 TREE 807.2'739.6' 67.5' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1383 TREE 806.8'739.6' 67.2' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1384 TREE 812.6' 808.0' 4.6' 808.1' 4.5' 739.5' 73.1' WILL BE MITIGATED WITH 500' DISPLACED TRESHOLDOB-1385 TREE 797.8'738.0' 59.8' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1386 TREE 806.2' 804.9' 1.4' 804.9' 1.3' 738.0' 68.2' WILL BE MITIGATED WITH 500' DISPLACED TRESHOLDOB-1387 TREE 806.4' 802.4' 4.1' 802.4' 4.0' 736.7' 69.7' WILL BE MITIGATED WITH 500' DISPLACED TRESHOLDOB-1388 TREE 823.5' 801.4' 22.0' 801.5' 22.0' 736.3' 87.2' WILL BE MITIGATED WITH 500' DISPLACED TRESHOLDOB-1389 TREE 800.1'735.9' 64.2' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1390 TREE 828.9' 800.3' 28.6' 800.3' 28.6' 735.7' 93.2' TO BE REMOVED - OFF AIRPORT PROPERTYOB-1391 TREE 797.4'735.5' 62.0' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1392 TREE 804.0' 800.0' 4.0' 799.5' 4.5' 735.3' 68.7' WILL BE MITIGATED WITH 500' DISPLACED TRESHOLDOB-1393 TREE 814.4' 798.5' 15.9' 798.5' 15.9' 734.8' 79.6' WILL BE MITIGATED WITH 500' DISPLACED TRESHOLDOB-1394 TREE 803.8' 798.4' 5.3' 798.5' 5.3' 734.8' 69.0' WILL BE MITIGATED WITH 500' DISPLACED TRESHOLDOB-1395 TREE 806.5' 798.2' 8.3' 798.2' 8.2' 734.6' 71.8' WILL BE MITIGATED WITH 500' DISPLACED TRESHOLDOB-1396 TREE 803.7' 798.2' 5.5' 798.2' 5.5' 734.6' 69.1' WILL BE MITIGATED WITH 500' DISPLACED TRESHOLDOB-1397 TREE 825.1' 797.5' 27.6' 797.5' 27.5' 734.3' 90.8' TO BE REMOVED - OFF AIRPORT PROPERTYOB-1398 TREE 791.0'733.7' 57.3' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1399 TREE 789.1'733.4' 55.7' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1400 TREE 790.8'732.8' 58.1' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1401 TREE 807.2' 794.1' 13.1' 794.1' 13.1' 732.6' 74.6' WILL BE MITIGATED WITH 500' DISPLACED TRESHOLDOB-1402 TREE 795.4' 794.0' 1.4' 794.0' 1.4' 732.5' 62.9' WILL BE MITIGATED WITH 500' DISPLACED TRESHOLDOB-1403 TREE 787.8'731.9' 55.9' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1404 TREE 804.7' 792.4' 12.3' 792.5' 12.2' 731.7' 72.9' WILL BE MITIGATED WITH 500' DISPLACED TRESHOLDOB-1405 TREE 788.3'731.7' 56.6' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1406 TREE 816.8' 791.5' 25.3' 791.5' 25.2' 731.3' 85.5' TO BE REMOVED - OFF AIRPORT PROPERTYOB-1407 TREE 808.0' 791.1' 16.8' 791.2' 16.8' 731.1' 76.8' WILL BE MITIGATED WITH 500' DISPLACED TRESHOLDOB-1408 TREE 797.6' 790.9' 6.7' 790.9' 6.7' 731.0' 66.6' WILL BE MITIGATED WITH 500' DISPLACED TRESHOLDOB-1409 TREE 784.9'731.0' 53.9' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1410 TREE 799.5' 790.0' 9.4' 790.1' 9.4' 730.6' 68.9' WILL BE MITIGATED WITH 500' DISPLACED TRESHOLDOB-1411 TREE 795.9' 789.3' 6.6' 789.3' 6.6' 730.2' 65.7' WILL BE MITIGATED WITH 500' DISPLACED TRESHOLDOB-1412 TREE 801.2' 789.0' 12.2' 789.1' 12.2' 730.1' 71.2' WILL BE MITIGATED WITH 500' DISPLACED TRESHOLDOB-1413 TREE 802.0' 788.5' 13.5' 788.5' 13.4' 729.8' 72.2' WILL BE MITIGATED WITH 500' DISPLACED TRESHOLDOB-1414 TREE 795.3' 787.7' 7.6' 787.7' 7.5' 729.4' 65.9' WILL BE MITIGATED WITH 500' DISPLACED TRESHOLDOB-1415 TREE 787.0'729.4' 57.6' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1416 TREE 815.6' 786.9' 28.7' 786.9' 28.7' 729.0' 86.6' TO BE REMOVED - OFF AIRPORT PROPERTYOB-1417 TREE 793.9' 786.4' 7.5' 786.5' 7.4' 728.8' 65.1' WILL BE MITIGATED WITH 500' DISPLACED TRESHOLDOB-1418 TREE 794.8' 785.6' 9.3' 785.6' 9.2' 728.3' 66.5' WILL BE MITIGATED WITH 500' DISPLACED TRESHOLDOB-1419 TREE 777.7'728.2' 49.5' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1420 TREE 796.2' 783.5' 12.7' 783.5' 12.7' 727.3' 68.9' WILL BE MITIGATED WITH 500' DISPLACED TRESHOLDOB-1421 TREE 782.0'726.9' 55.2' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1422 TREE 789.5' 782.0' 7.5' 782.1' 7.5' 726.5' 63.0' WILL BE MITIGATED WITH 500' DISPLACED TRESHOLDOB-1423 TREE 799.3' 781.8' 17.4' 781.9' 17.4' 726.5' 72.8' WILL BE MITIGATED WITH 500' DISPLACED TRESHOLDOB-1424 TREE 788.2' 781.8' 6.4' 781.9' 6.3' 726.4' 61.7' WILL BE MITIGATED WITH 500' DISPLACED TRESHOLDOB-1425 TREE 798.9' 781.5' 17.4' 781.6' 17.3' 726.3' 72.6' WILL BE MITIGATED WITH 500' DISPLACED TRESHOLDOB-1426 TREE 792.6' 780.4' 12.2' 780.5' 12.2' 725.8' 66.9' WILL BE MITIGATED WITH 500' DISPLACED TRESHOLDOB-1427 TREE 787.7' 780.2' 7.4' 780.3' 7.4' 725.7' 62.0' WILL BE MITIGATED WITH 500' DISPLACED TRESHOLDOB-1428 TREE 775.6'725.5' 50.1' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1429 TREE 789.2' 779.6' 9.6' 779.6' 9.5' 725.3' 63.8' WILL BE MITIGATED WITH 500' DISPLACED TRESHOLDOB-1430 TREE 784.6' 779.6' 5.0' 779.6' 5.0' 725.3' 59.3' WILL BE MITIGATED WITH 500' DISPLACED TRESHOLDOB-1431 TREE 782.8' 777.2' 5.6' 777.2' 5.6' 724.1' 58.7' WILL BE MITIGATED WITH 500' DISPLACED TRESHOLDOB-1432 TREE 780.2' 775.8' 4.4' 775.9' 4.3' 723.4' 56.7' WILL BE MITIGATED WITH 500' DISPLACED TRESHOLDOB-1433 TREE 781.4' 775.2' 6.2' 775.2' 6.2' 723.1' 58.3' WILL BE MITIGATED WITH 500' DISPLACED TRESHOLDOB-1434 TREE 785.1' 773.4' 11.7' 773.4' 11.6' 722.2' 62.8' WILL BE MITIGATED WITH 500' DISPLACED TRESHOLDOB-1435 TREE 777.6' 770.5' 7.1' 770.6' 7.1' 720.8' 56.8' WILL BE MITIGATED WITH 500' DISPLACED TRESHOLDOB-1436 TREE 762.1'720.6' 41.4' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1437 TREE 768.7'720.5' 48.1' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1438 TREE 767.6'720.5' 47.2' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1439 TREE 772.5' 769.8' 2.7' 769.9' 2.7' 720.5' 52.1' WILL BE MITIGATED WITH 500' DISPLACED TRESHOLDOB-1440 TREE 760.5'720.1' 40.4' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1441 TREE 759.1'719.7' 39.4' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1442 TREE 776.1' 767.3' 8.8' 767.3' 8.8' 719.2' 56.9' WILL BE MITIGATED WITH 500' DISPLACED TRESHOLDOB-1443 TREE 756.8'718.7' 38.1' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1444 TREE 780.2' 765.9' 14.3' 765.9' 14.3' 718.5' 61.7' WILL BE MITIGATED WITH 500' DISPLACED TRESHOLDOB-1445 TREE 773.8' 763.6' 10.3' 763.6' 10.2' 717.3' 56.5' WILL BE MITIGATED WITH 500' DISPLACED TRESHOLDOB-1446 TREE 758.8'716.7' 42.1' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1447 TREE 758.2'716.6' 41.6' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1448 TREE 773.8' 760.1' 13.7' 760.1' 13.7' 715.6' 58.2' WILL BE MITIGATED WITH 500' DISPLACED TRESHOLDOB-1449 TREE 780.6' 760.1' 20.5' 760.1' 20.5' 715.6' 65.0' WILL BE MITIGATED WITH 500' DISPLACED TRESHOLDOB-1450 TREE 756.6'715.2' 41.3' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1451 TREE 763.0' 759.0' 4.0' 759.0' 4.0' 715.0' 48.0' WILL BE MITIGATED WITH 500' DISPLACED TRESHOLDOB-1452 TREE 766.1' 757.3' 8.8' 757.3' 8.8' 714.2' 51.9' WILL BE MITIGATED WITH 500' DISPLACED TRESHOLDOB-1453 TREE 785.4' 756.8' 28.6' 756.9' 28.5' 714.0' 71.4' TO BE REMOVED - OFF AIRPORT PROPERTYOB-1454 TREE 773.4' 756.8' 16.7' 756.8' 16.7' 713.9' 59.5' WILL BE MITIGATED WITH 500' DISPLACED TRESHOLDOB-1455 TREE 760.0' 755.7' 4.4' 755.7' 4.3' 713.4' 46.7' WILL BE MITIGATED WITH 500' DISPLACED TRESHOLDOB-1456 TREE 751.5'713.1' 38.4' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1457 TREE 747.1'712.7' 34.4' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1458 TREE 756.0' 753.7' 2.3' 753.7' 2.2' 712.4' 43.6' WILL BE MITIGATED WITH 500' DISPLACED TRESHOLDOB-1459 TREE 760.8' 753.4' 7.3' 753.5' 7.3' 712.3' 48.5' WILL BE MITIGATED WITH 500' DISPLACED TRESHOLDOB-1460 TREE 755.8' 752.7' 3.1' 752.8' 3.1' 711.9' 43.9' WILL BE MITIGATED WITH 500' DISPLACED TRESHOLDID DESCRIPTION OBJECT ELEVATION PT 77 SURFACE ELEVATION PT 77 PENETRATION APDS SURFACE ELEVATION APDS PENETRATION DEPARTURE SURFACE ELEVATION DEPARTURE SURFACE PENETRATION DISPOSITION & TRIGGERING EVENTOB-1461 TREE 750.8'711.4' 39.4' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1462 TREE 773.9' 751.2' 22.7' 751.2' 22.7' 711.1' 62.8' WILL BE MITIGATED WITH 500' DISPLACED TRESHOLDOB-1463 TREE 759.0' 751.1' 8.0' 751.1' 7.9' 711.1' 48.0' WILL BE MITIGATED WITH 500' DISPLACED TRESHOLDOB-1464 TREE 750.5'711.0' 39.5' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1465 TREE 758.8' 750.8' 8.0' 750.8' 8.0' 710.9' 47.9' WILL BE MITIGATED WITH 500' DISPLACED TRESHOLDOB-1466 TREE 765.4' 749.7' 15.7' 749.7' 15.7' 710.4' 55.0' WILL BE MITIGATED WITH 500' DISPLACED TRESHOLDOB-1467 TREE 764.1' 748.9' 15.2' 749.0' 15.1' 710.0' 54.1' WILL BE MITIGATED WITH 500' DISPLACED TRESHOLDOB-1468 TREE 761.2' 748.3' 12.9' 748.3' 12.9' 709.7' 51.5' WILL BE MITIGATED WITH 500' DISPLACED TRESHOLDOB-1469 TREE 774.3' 748.2' 26.2' 748.2' 26.1' 709.6' 64.7' TO BE REMOVED - OFF AIRPORT PROPERTYOB-1470 TREE 759.1' 748.0' 11.1' 748.0' 11.1' 709.5' 49.6' WILL BE MITIGATED WITH 500' DISPLACED TRESHOLDOB-1471 TREE 778.5' 747.4' 31.1' 747.4' 31.1' 709.2' 69.3' TO BE REMOVED - OFF AIRPORT PROPERTYOB-1472 TREE 751.3' 745.9' 5.4' 745.9' 5.4' 708.5' 42.8' WILL BE MITIGATED WITH 500' DISPLACED TRESHOLDOB-1473 TREE 757.9' 745.4' 12.5' 745.4' 12.5' 708.2' 49.6' WILL BE MITIGATED WITH 500' DISPLACED TRESHOLDOB-1474 TREE 775.8' 744.4' 31.4' 744.4' 31.4' 707.7' 68.1' TO BE REMOVED - OFF AIRPORT PROPERTYOB-1475 TREE 746.9' 743.8' 3.1' 743.8' 3.1' 707.4' 39.5' WILL BE MITIGATED WITH 500' DISPLACED TRESHOLDOB-1476 TREE 769.3' 743.4' 25.9' 743.5' 25.9' 707.2' 62.1' TO BE REMOVED - OFF AIRPORT PROPERTYOB-1477 TREE 774.0' 742.3' 31.6' 742.3' 31.6' 706.7' 67.3' TO BE REMOVED - OFF AIRPORT PROPERTYOB-1478 TREE 733.9'706.6' 27.3' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1479 TREE 770.0' 742.1' 28.0' 742.1' 27.9' 706.6' 63.5' TO BE REMOVED - OFF AIRPORT PROPERTYOB-1480 TREE 735.7'706.4' 29.3' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1481 TREE 731.2'706.0' 25.2' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1482 TREE 764.2' 740.7' 23.5' 740.7' 23.5' 705.9' 58.3' TO BE REMOVED - OFF AIRPORT PROPERTYOB-1483 TREE 733.4'705.6' 27.7' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1484 TREE 755.5' 738.9' 16.6' 738.9' 16.5' 705.0' 50.5' WILL BE MITIGATED WITH 500' DISPLACED TRESHOLDOB-1485 TREE 771.0' 738.9' 32.1' 738.9' 32.1' 705.0' 66.0' TO BE REMOVED - OFF AIRPORT PROPERTYOB-1486 TREE 743.0' 738.7' 4.3' 738.7' 4.3' 704.9' 38.1' WILL BE MITIGATED WITH 500' DISPLACED TRESHOLDOB-1487 TREE 764.5' 738.0' 26.6' 738.0' 26.5' 704.5' 60.0' TO BE REMOVED - OFF AIRPORT PROPERTYOB-1488 TREE 798.3' 737.1' 61.1' 737.2' 61.1' 704.1' 94.2' TO BE REMOVED - OFF AIRPORT PROPERTYOB-1489 TREE 751.5' 736.5' 15.0' 736.5' 15.0' 703.8' 47.7' WILL BE MITIGATED WITH 500' DISPLACED TRESHOLDOB-1490 TREE 777.9' 736.4' 41.5' 736.4' 41.5' 703.7' 74.2' TO BE REMOVED - OFF AIRPORT PROPERTYOB-1491 TREE 730.9'703.5' 27.4' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1492 TREE 771.2' 735.8' 35.4' 735.8' 35.4' 703.4' 67.8' TO BE REMOVED - OFF AIRPORT PROPERTYOB-1493 TREE 770.8' 735.3' 35.5' 735.3' 35.5' 703.2' 67.7' TO BE REMOVED - OFF AIRPORT PROPERTYOB-1494 TREE 751.8' 734.9' 16.8' 735.0' 16.8' 703.0' 48.8' WILL BE MITIGATED WITH 500' DISPLACED TRESHOLDOB-1495 TREE 746.3' 734.6' 11.7' 734.6' 11.7' 702.8' 43.4' WILL BE MITIGATED WITH 500' DISPLACED TRESHOLDOB-1496 TREE 770.3' 734.2' 36.1' 734.2' 36.0' 702.6' 67.6' TO BE REMOVED - OFF AIRPORT PROPERTYOB-1497 TREE 727.2'702.5' 24.7' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1498 TREE 745.0' 733.8' 11.2' 733.8' 11.1' 702.4' 42.5' WILL BE MITIGATED WITH 500' DISPLACED TRESHOLDOB-1499 TREE 732.7'702.3' 30.4' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1500 TREE 764.8' 732.7' 32.2' 732.7' 32.1' 701.9' 63.0' TO BE REMOVED - OFF AIRPORT PROPERTYOB-1501 TREE 748.6' 732.6' 16.0' 732.6' 16.0' 701.8' 46.8' WILL BE MITIGATED WITH 500' DISPLACED TRESHOLDOB-1502 BUILDING 724.8'701.7' 23.1' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1503 TREE 750.0' 732.1' 17.9' 732.1' 17.9' 701.6' 48.4' WILL BE MITIGATED WITH 500' DISPLACED TRESHOLDOB-1504 TREE 724.1'701.5' 22.6' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1505 BUILDING 732.8' 731.6' 1.2' 731.6' 1.2' 701.3' 31.5' WILL BE MITIGATED WITH 500' DISPLACED TRESHOLDOB-1506 TREE 760.8' 731.3' 29.5' 731.3' 29.5' 701.2' 59.6' TO BE REMOVED - OFF AIRPORT PROPERTYOB-1507 TREE 748.0' 730.8' 17.2' 730.8' 17.2' 700.9' 47.1' WILL BE MITIGATED WITH 500' DISPLACED TRESHOLDOB-1508 TREE 726.0'700.4' 25.7' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1509 BUILDING 729.7' 729.5' 0.1' 729.5' 0.1' 700.3' 29.4' WILL BE MITIGATED WITH 500' DISPLACED TRESHOLDOB-1510 TREE 740.9' 727.8' 13.1' 727.8' 13.0' 699.4' 41.4' WILL BE MITIGATED WITH 500' DISPLACED TRESHOLDOB-1511 TREE 744.6' 727.5' 17.1' 727.5' 17.1' 699.3' 45.3' WILL BE MITIGATED WITH 500' DISPLACED TRESHOLDOB-1512 BUILDING 726.3'699.1' 27.2' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1513 TREE 742.6' 727.0' 15.6' 727.0' 15.5' 699.0' 43.5' WILL BE MITIGATED WITH 500' DISPLACED TRESHOLDOB-1514 TREE 732.9' 726.1' 6.7' 726.2' 6.7' 698.6' 34.3' WILL BE MITIGATED WITH 500' DISPLACED TRESHOLDOB-1515 TREE 724.8'698.6' 26.2' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1516 TREE 751.6' 725.7' 25.9' 725.7' 25.8' 698.4' 53.2' TO BE REMOVED - OFF AIRPORT PROPERTYOB-1517 TREE 739.7' 725.6' 14.1' 725.7' 14.1' 698.3' 41.4' WILL BE MITIGATED WITH 500' DISPLACED TRESHOLDOB-1518 TREE 752.0' 725.2' 26.8' 725.2' 26.8' 698.1' 53.8' TO BE REMOVED - OFF AIRPORT PROPERTYOB-1519 TREE 735.3' 724.2' 11.1' 724.2' 11.1' 697.6' 37.7' WILL BE MITIGATED WITH 500' DISPLACED TRESHOLDOB-1520 TREE 738.2' 724.2' 14.0' 724.2' 14.0' 697.6' 40.6' WILL BE MITIGATED WITH 500' DISPLACED TRESHOLDOB-1521 TREE 730.8' 723.9' 6.9' 723.9' 6.9' 697.5' 33.3' WILL BE MITIGATED WITH 500' DISPLACED TRESHOLDOB-1522 TREE 691.5' 679.8' 11.7' 679.8' 11.7' 675.4' 16.1' WILL BE MITIGATED WITH 500' DISPLACED TRESHOLD REVISIONSDATE BY CHANGEREG NO. DATE:JAN 18, 201619908I HEREBY CERTIFY THAT THIS PLAN, SPECIFICATION, OR REPORT WAS PREPARED BY ME OR UNDER MY DIRECT SUPERVISION ANDTHAT I AM A DULY LICENSED PROFESSIONAL ENGINEER UNDERTHE LAWS OF THE STATE OF MINNESOTA.MATTHEW W. FERRIERBOLTON & MENK, INC.PROJECT NO: T51.107851DESIGNED BY: MRUDATE: JANUARY 18, 2016FUTURE RUNWAY 12/30OBSTRUCTION TABLES13SHEETOF19NOTES:1. NAVD88 VERTICAL CONTROL DATUM & NAD83 COORDINATE SYSTEM WAS USED FOR THIS ALP SETFUTURE 12/30 OBSTRUCTIONSFUTURE 12/30 OBSTRUCTIONSID DESCRIPTION OBJECT ELEVATION PT 77 SURFACE ELEVATION PT 77 PENETRATION APDS SURFACE ELEVATION APDS PENETRATION DEPARTURE SURFACE ELEVATION DEPARTURE SURFACE PENETRATION DISPOSITION & TRIGGERING EVENTOB-0024 RUNWAY LIGHT 654.5' 654.1' 0.5'FIXED BY FUNCTION FOR RSAOB-0211 TREE 844.7' 834.0' 10.7'NO ACTION - HORIZONTAL SURFACEOB-0216 CHIMMNEY/SMOKESTACK 846.5' 834.0' 12.5'NO ACTION - HAS RED LIGHTOB-0219 STEEPLE 859.5' 834.0' 25.5'NO ACTION - HORIZONTAL SURFACEOB-0221 CRANE 922.7' 834.0' 88.7'NO ACTION - HORIZONTAL SURFACEOB-0222 CELL TOWER 878.8' 834.0' 44.8'NO ACTION - HAS RED LIGHTOB-0337 TREE 849.4' 834.0' 15.4'782.5' 66.9' NO ACTION - HORIZONTAL SURFACEOB-0349 BUILDING 891.6' 834.0' 57.6'NO ACTION - HAS RED LIGHTOB-0350 CRANE 882.6' 834.0' 48.6'NO ACTION - HAS RED LIGHTOB-0351 CRANE 862.2' 834.0' 28.2'NO ACTION - HORIZONTAL SURFACEOB-0352 CRANE 947.0' 834.0' 113.0'NO ACTION - HORIZONTAL SURFACEOB-0353 CRANE 945.2' 834.0' 111.2'NO ACTION - HORIZONTAL SURFACEOB-0354 CRANE 904.8' 834.0' 70.8'NO ACTION - HORIZONTAL SURFACEOB-0372 TREE 798.1'760.7' 37.4' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0373 TREE 806.6'754.4' 52.2' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0374 TREE 780.1'745.6' 34.4' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0375 TREE 783.1'753.7' 29.4' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0376 TREE 738.7' 738.5' 0.2'712.3' 26.4' NO ACTION - TRANSITIONAL SURFACEOB-0377 TREE 755.4' 752.3' 3.1'717.2' 38.2' NO ACTION - TRANSITIONAL SURFACEOB-0378 TREE 758.6'725.9' 32.7' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0379 TREE 771.2'732.7' 38.5' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0380 TREE 814.1' 804.9' 9.2'747.4' 66.6' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-0381 TREE 762.1'748.7' 13.4' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0383 TREE 772.2'746.0' 26.2' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0384 TREE 790.6'742.3' 48.3' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0385 TREE 783.5'734.2' 49.3' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0386 TREE 739.4'714.4' 24.9' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0387 TREE 729.4'717.5' 11.9' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0388 TREE 732.7'717.1' 15.6' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0393 TREE 755.9'741.0' 14.9' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0394 TREE 753.8'731.6' 22.2' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0395 TREE 748.0'736.8' 11.3' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0396 TREE 738.7'727.9' 10.7' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0397 TREE 750.8'722.1' 28.7' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0398 TREE 727.4'720.8' 6.6' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0399 TREE 811.7'750.6' 61.1' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0401 TREE 773.4'751.1' 22.3' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0402 TREE 868.2' 834.0' 34.2'NO ACTION - HORIZONTAL SURFACEOB-0403 TREE 846.8' 834.0' 12.8'765.7' 81.1' NO ACTION - HORIZONTAL SURFACEOB-0404 TREE 843.3' 834.0' 9.3'NO ACTION - HORIZONTAL SURFACEOB-0405 TREE 836.3' 834.0' 2.3'NO ACTION - HORIZONTAL SURFACEOB-0408 TREE 761.8'709.8' 52.0' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0409 TREE 787.3' 758.0' 29.3' 772.1' 15.2' 722.6' 64.7' WAS REMOVED UNDER EXIST. CONDITIONSOB-0411 TREE 784.4'715.8' 68.6' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0412 TREE 807.6'725.2' 82.4' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0413 TREE 782.1'723.0' 59.1' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0414 TREE 776.9' 761.5' 15.4'718.1' 58.8' NO ACTION - TRANSITIONAL SURFACEOB-0415 TREE 783.3' 765.5' 17.9' 782.8' 0.5' 728.0' 55.4' WAS REMOVED UNDER EXIST. CONDITIONSOB-0416 TREE 809.8'717.5' 92.3' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0418 TREE 819.8'725.6' 94.3' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0422 TREE 825.7'742.6' 83.1' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0423 TREE 836.4' 834.0' 2.4'771.7' 64.7' NO ACTION - HORIZONTAL SURFACEOB-0424 TREE 829.2' 824.5' 4.8'758.3' 70.9' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-0425 TREE 837.1' 834.0' 3.1'770.4' 66.7' NO ACTION - HORIZONTAL SURFACEOB-0426 TREE 842.4' 834.0' 8.4'NO ACTION - HORIZONTAL SURFACEOB-0427 TREE 844.7' 834.0' 10.7'822.4' 22.2' NO ACTION - HORIZONTAL SURFACEOB-0429 TREE 837.1' 834.0' 3.1'NO ACTION - HORIZONTAL SURFACEOB-0430 TREE 838.9' 834.0' 4.9'NO ACTION - HORIZONTAL SURFACEOB-0431 TREE 847.2' 834.0' 13.2'NO ACTION - HORIZONTAL SURFACEOB-0432 TREE 845.7' 834.0' 11.7'NO ACTION - HORIZONTAL SURFACEOB-0433 TREE 851.5' 834.0' 17.5'NO ACTION - HORIZONTAL SURFACEOB-0449 TREE 842.5' 834.0' 8.5'NO ACTION - HORIZONTAL SURFACEOB-0450 POLE 843.3' 834.0' 9.3'NO ACTION - HORIZONTAL SURFACEOB-0451 POLE 835.8' 834.0' 1.8'NO ACTION - HORIZONTAL SURFACEOB-0452 POLE 834.2' 834.0' 0.2'NO ACTION - HORIZONTAL SURFACEOB-0454 TREE 834.1' 834.0' 0.1'NO ACTION - HORIZONTAL SURFACEOB-0457 TREE 838.4' 834.0' 4.4'NO ACTION - HORIZONTAL SURFACEOB-0462 CRANE 859.5' 834.0' 25.5'NO ACTION - HORIZONTAL SURFACEOB-0463 TREE 840.3' 834.0' 6.3'NO ACTION - HORIZONTAL SURFACEOB-0465 TREE 839.8' 834.0' 5.8'NO ACTION - HORIZONTAL SURFACEOB-0466 TREE 847.7' 834.0' 13.7'NO ACTION - HORIZONTAL SURFACEOB-0467 TREE 839.4' 834.0' 5.4'NO ACTION - HORIZONTAL SURFACEOB-0468 TREE 844.9' 834.0' 10.9'NO ACTION - HORIZONTAL SURFACEOB-0469 TREE 838.4' 834.0' 4.4'NO ACTION - HORIZONTAL SURFACEOB-0470 TREE 843.7' 834.0' 9.7'NO ACTION - HORIZONTAL SURFACEOB-0471 TREE 842.9' 834.0' 8.9'NO ACTION - HORIZONTAL SURFACEOB-0472 TREE 840.1' 834.0' 6.1'NO ACTION - HORIZONTAL SURFACEOB-0474 TREE 843.4' 834.0' 9.4'NO ACTION - HORIZONTAL SURFACEOB-0475 TREE 848.9' 834.0' 14.9'NO ACTION - HORIZONTAL SURFACEOB-0476 TREE 845.7' 834.0' 11.7'NO ACTION - HORIZONTAL SURFACEOB-0477 TREE 843.7' 834.0' 9.7'NO ACTION - HORIZONTAL SURFACEOB-0478 TREE 845.3' 834.0' 11.3'NO ACTION - HORIZONTAL SURFACEOB-0479 TREE 854.1' 834.0' 20.1'NO ACTION - HORIZONTAL SURFACEOB-0480 TREE 846.6' 834.0' 12.6'NO ACTION - HORIZONTAL SURFACEOB-0481 TREE 839.4' 834.0' 5.4'NO ACTION - HORIZONTAL SURFACEOB-0482 TREE 835.2' 834.0' 1.2'NO ACTION - HORIZONTAL SURFACEOB-0483 TREE 840.0' 834.0' 6.0'NO ACTION - HORIZONTAL SURFACEOB-0484 TREE 836.1' 834.0' 2.1'NO ACTION - HORIZONTAL SURFACEOB-0485 TREE 836.8' 834.0' 2.8'NO ACTION - HORIZONTAL SURFACEOB-0486 TREE 840.3' 834.0' 6.3'NO ACTION - HORIZONTAL SURFACEOB-0487 TREE 835.3' 834.0' 1.3'NO ACTION - HORIZONTAL SURFACEOB-0488 TREE 837.4' 834.0' 3.4'NO ACTION - HORIZONTAL SURFACEOB-0489 TREE 837.5' 834.0' 3.5'NO ACTION - HORIZONTAL SURFACEOB-0490 TREE 857.1' 834.0' 23.1'NO ACTION - HORIZONTAL SURFACEOB-0491 TREE 840.4' 834.0' 6.4'NO ACTION - HORIZONTAL SURFACEOB-0492 TREE 842.8' 834.0' 8.8'NO ACTION - HORIZONTAL SURFACEOB-0493 TREE 844.0' 834.0' 10.0'NO ACTION - HORIZONTAL SURFACEOB-0675 TREE 743.5'738.2' 5.3' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0676 TREE 767.8'737.9' 29.9' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0677 TREE 768.5'738.5' 30.0' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0678 TREE 850.7' 834.0' 16.7'NO ACTION - HORIZONTAL SURFACEOB-0765 TREE 842.7' 834.0' 8.7'NO ACTION - HORIZONTAL SURFACEOB-0766 TREE 839.0' 834.0' 5.0'NO ACTION - HORIZONTAL SURFACEOB-0767 TREE 848.1' 834.0' 14.1'NO ACTION - HORIZONTAL SURFACEOB-0768 TREE 842.3' 834.0' 8.3'NO ACTION - HORIZONTAL SURFACEOB-0769 TREE 846.7' 834.0' 12.7'NO ACTION - HORIZONTAL SURFACEOB-0770 TREE 849.0' 834.0' 15.0'NO ACTION - HORIZONTAL SURFACEOB-0771 TREE 848.8' 834.0' 14.8'NO ACTION - HORIZONTAL SURFACEOB-0772 TREE 851.3' 834.0' 17.3'NO ACTION - HORIZONTAL SURFACEOB-0773 TREE 848.3' 834.0' 14.3'NO ACTION - HORIZONTAL SURFACEOB-0774 TREE 837.4' 834.0' 3.4'NO ACTION - HORIZONTAL SURFACEOB-0775 TREE 845.6' 834.0' 11.6'NO ACTION - HORIZONTAL SURFACEOB-0776 TREE 842.7' 834.0' 8.7'NO ACTION - HORIZONTAL SURFACEOB-0777 TREE 837.4' 834.0' 3.4'NO ACTION - HORIZONTAL SURFACEOB-0778 TREE 844.4' 834.0' 10.4'NO ACTION - HORIZONTAL SURFACEOB-0779 TREE 834.2' 834.0' 0.2'NO ACTION - HORIZONTAL SURFACEOB-0780 TREE 853.1' 834.0' 19.1'NO ACTION - HORIZONTAL SURFACEOB-0781 TREE 843.6' 834.0' 9.6'NO ACTION - HORIZONTAL SURFACEOB-0782 TREE 850.2' 834.0' 16.2'NO ACTION - HORIZONTAL SURFACEOB-0783 TREE 863.0' 834.0' 29.0'NO ACTION - HORIZONTAL SURFACEOB-0784 TREE 848.0' 834.0' 14.0'NO ACTION - HORIZONTAL SURFACEOB-0785 TREE 842.0' 834.0' 8.0'NO ACTION - HORIZONTAL SURFACEOB-0786 TREE 841.9' 834.0' 7.9'NO ACTION - HORIZONTAL SURFACEOB-0792 GROUND 664.2'662.2' 2.0' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0851 POLE 841.9' 834.0' 7.9'NO ACTION - HORIZONTAL SURFACEOB-0857 POLE 690.7'677.0' 13.7' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0859 RUNWAY LIGHT 662.4' 661.0' 1.3'FIXED BY FUNCTION FOR THE RSAOB-0860 RUNWAY LIGHT 662.4' 661.0' 1.3'FIXED BY FUNCTION FOR THE RSAOB-0861 TREE 706.2' 689.9' 16.3'WAS REMOVED UNDER EXIST. CONDITIONSOB-0862 FENCE 654.7'651.9' 2.8' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0863 BUSH 651.9'650.6' 1.3' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0869 RUNWAY LIGHT 651.8' 651.5' 0.3'FIXED BY FUNCTION FOR THE RSAOB-0870 SIGN 656.3' 655.2' 1.1'FIXED BY FUNCTION FOR THE OFAOB-0871 RUNWAY LIGHT 660.8' 660.3' 0.5'FIXED BY FUNCTION FOR THE RSAOB-0872 RUNWAY LIGHT 655.5' 655.1' 0.5'FIXED BY FUNCTION FOR THE RSAOB-0873 TREE 707.0' 703.5' 3.6'WAS REMOVED UNDER EXIST. CONDITIONSOB-0876 BUSH 657.3' 654.1' 3.2'TO BE REMOVED OB-0897 STEEPLE 837.8' 834.0' 3.8'NO ACTION - HORIZONTAL SURFACEOB-0900 BUILDING 786.8'779.4' 7.5' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0901 BUILDING 782.8'748.0' 34.8' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0902 TREE 808.1'761.1' 47.0' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0903 TREE 810.6'766.4' 44.2' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0904 TREE 823.9'771.8' 52.1' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0905 TREE 826.6'775.7' 50.9' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0906 TREE 787.2'756.6' 30.6' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0907 TREE 785.5'758.3' 27.2' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0908 TREE 782.2'765.2' 17.0' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0909 TREE 810.6'762.0' 48.6' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0910 TREE 799.7'760.0' 39.7' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESID DESCRIPTION OBJECT ELEVATION PT 77 SURFACE ELEVATION PT 77 PENETRATION APDS SURFACE ELEVATION APDS PENETRATION DEPARTURE SURFACE ELEVATION DEPARTURE SURFACE PENETRATION DISPOSITION & TRIGGERING EVENTOB-0911 TREE 803.4'758.2' 45.2' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0912 TREE 809.3'761.4' 47.8' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0913 TREE 800.6'769.6' 31.1' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0914 TREE 800.7'769.0' 31.7' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0924 TREE 814.3'776.4' 37.9' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0925 TREE 831.3'780.7' 50.6' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0926 TREE 823.9'777.2' 46.7' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0927 TREE 811.7'773.7' 38.0' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0928 TREE 779.3'770.5' 8.8' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0929 TREE 784.5'770.0' 14.5' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0931 TREE 816.0'782.3' 33.7' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0932 TREE 812.8'787.1' 25.7' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0933 TREE 823.1'785.7' 37.4' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0934 TREE 812.4'777.5' 35.0' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0935 TREE 797.7'794.9' 2.8' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0936 TREE 796.3'790.9' 5.4' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0947 TREE 808.4'786.9' 21.5' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0948 TREE 817.9'784.1' 33.8' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0966 RIG/SUPERSTRUCTURE 766.8' 739.9' 26.9'NO ACTION - TRANSITIONAL SURFACEOB-0973 TREE 719.1'699.0' 20.1' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0974 TREE 725.0'702.8' 22.1' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0975 TREE 743.1' 708.0' 35.1'704.2' 38.9' NO ACTION - TRANSITIONAL SURFACEOB-0982 TREE 768.0'716.9' 51.1' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0990 TREE 751.3'742.1' 9.1' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0991 TREE 757.5'739.0' 18.5' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0992 TREE 766.1'735.8' 30.4' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0994 TREE 768.7'731.2' 37.5' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0997 TREE 751.5'724.6' 26.9' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-0999 TREE 699.6' 698.6' 1.0'WAS REMOVED UNDER EXIST. CONDITIONSOB-1005 TREE 697.1' 671.8' 25.3'674.6' 22.5' NO ACTION - TRANSITIONAL SURFACEOB-1006 TREE 717.2' 699.3' 17.9'675.4' 41.8' NO ACTION - TRANSITIONAL SURFACEOB-1007 TREE 706.3'678.2' 28.1' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1008 TREE 699.5'676.0' 23.5' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1009 TREE 699.2' 692.3' 6.9'677.2' 22.1' NO ACTION - TRANSITIONAL SURFACEOB-1010 RIG/SUPERSTRUCTURE 771.8' 754.3' 17.5'NO ACTION - TRANSITIONAL SURFACEOB-1011 RIG/SUPERSTRUCTURE 785.8' 762.0' 23.8'NO ACTION - TRANSITIONAL SURFACEOB-1012 RIG/SUPERSTRUCTURE 746.0' 730.3' 15.7'NO ACTION - TRANSITIONAL SURFACEOB-1020 TREE 713.4'700.2' 13.2' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1021 TREE 709.1'698.6' 10.6' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1022 TREE 700.3'696.9' 3.4' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1023 TREE 703.1'691.7' 11.4' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1024 TREE 721.4' 684.8' 36.6'682.1' 39.2' NO ACTION - TRANSITIONAL SURFACEOB-1025 TREE 717.9' 711.1' 6.9'684.0' 33.9' NO ACTION - TRANSITIONAL SURFACEOB-1026 TREE 707.3' 699.1' 8.2'693.8' 13.5' NO ACTION - TRANSITIONAL SURFACEOB-1027 TREE 702.2'688.3' 13.9' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1036 TREE 838.7' 834.0' 4.7'NO ACTION - HORIZONTAL SURFACEOB-1037 BUILDING 859.9' 834.0' 25.9'NO ACTION - HAS RED LIGHTOB-1052 TREE 770.9'767.3' 3.6' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1059 TREE 736.7' 734.7' 1.9'709.1' 27.6' NO ACTION - TRANSITIONAL SURFACEOB-1060 TREE 778.9'730.7' 48.3' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1064 TREE 790.0'738.1' 51.9' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1065 TREE 800.9' 796.7' 4.2'743.7' 57.2' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1066 TREE 808.2'747.4' 60.7' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1067 TREE 793.8'738.1' 55.7' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1068 TREE 823.6'752.2' 71.4' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1069 TREE 799.1'741.0' 58.0' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1070 TREE 779.8'732.0' 47.8' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1071 TREE 792.4'737.0' 55.4' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1072 TREE 773.0'732.8' 40.2' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1073 TREE 831.0'762.8' 68.2' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1074 TREE 822.1'757.0' 65.1' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1075 TREE 813.6'764.3' 49.3' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1077 TREE 830.6'826.0' 4.6' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1078 TREE 829.6'821.5' 8.1' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1079 TREE 833.0'819.1' 13.9' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1082 TREE 815.2'809.3' 6.0' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1085 TREE 812.3'811.0' 1.3' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1089 TREE 825.1'804.3' 20.8' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1090 TREE 827.4'808.0' 19.4' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1095 TREE 822.2'802.3' 19.9' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1100 TREE 796.9'784.5' 12.4' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1102 TREE 796.5'776.0' 20.5' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1105 TREE 800.0'794.5' 5.5' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1106 TREE 806.0'798.5' 7.5' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1107 TREE 824.2'791.4' 32.8' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1112 TREE 803.7'746.3' 57.5' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1113 TREE 805.9'750.9' 55.1' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1114 TREE 819.7'757.1' 62.6' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1116 TREE 814.8'759.8' 55.0' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1117 TREE 809.6'755.7' 53.9' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1118 TREE 819.5'762.0' 57.5' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1119 TREE 828.9'771.2' 57.6' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1120 TREE 809.2'752.0' 57.2' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1124 TREE 832.5'766.9' 65.6' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1129 TREE 810.3'777.5' 32.8' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1130 TREE 812.9'771.9' 41.0' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1131 TREE 810.3'785.2' 25.1' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1132 TREE 807.7'783.8' 23.9' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1133 TREE 791.8'776.9' 14.8' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1134 TREE 797.4'789.8' 7.5' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1135 TREE 808.1'782.2' 26.0' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1222 BUILDING 784.9'779.0' 5.9' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1223 BUILDING 787.6'776.4' 11.2' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1225 POLE 815.6'785.0' 30.6' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1226 POLE 818.9'782.0' 36.8' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1233 FENCE 656.3' 652.5' 3.8'TO BE RELOCATED WITH ADDITION OF DISPLACED THRESHOLDOB-1234 FENCE 656.5' 650.2' 6.3'TO BE RELOCATED WITH ADDITION OF DISPLACED THRESHOLDOB-1235 FENCE 658.3' 652.2' 6.1'TO BE RELOCATED WITH ADDITION OF DISPLACED THRESHOLDOB-1236 FENCE 656.4' 653.1' 3.4'TO BE RELOCATED WITH ADDITION OF DISPLACED THRESHOLDOB-1237 TREE 667.7' 653.1' 14.6'665.0' 2.8' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1238 FENCE 655.1' 653.9' 1.2'TO BE RELOCATED WITH ADDITION OF DISPLACED THRESHOLDOB-1239 TREE 672.7' 654.4' 18.3'666.1' 6.7' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1241 TREE 667.6' 654.8' 12.9'666.4' 1.3' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1242 TREE 671.0' 654.9' 16.1'666.4' 4.5' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1243 TREE 673.2' 655.4' 17.9'666.9' 6.4' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1244 TREE 667.7' 655.4' 12.2'666.9' 0.8' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1245 TREE 668.3' 655.6' 12.6'667.1' 1.2' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1246 BUILDING 675.4' 656.0' 19.4'667.4' 8.0' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1247 PRIMARY ROAD 667.0' 656.2' 10.9'NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1248 PRIMARY ROAD 666.7' 657.5' 9.3'NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1249 BUILDING 676.2' 657.6' 18.5'668.8' 7.4' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1250 PRIMARY ROAD 666.8' 657.7' 9.1'NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1251 PRIMARY ROAD 680.9' 659.5' 21.4'670.4' 10.6' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1252 BUILDING 676.8' 659.6' 17.1'670.5' 6.3' WAS REMOVED UNDER EXIST. CONDITIONSOB-1253 BUILDING 671.5' 660.4' 11.1'671.2' 0.3' WAS REMOVED UNDER EXIST. CONDITIONSOB-1254 BUILDING 680.8' 660.4' 20.4'671.2' 9.6' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1255 PRIMARY ROAD 667.9' 660.7' 7.2'NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1256 RAILROAD 674.8' 661.7' 13.1'672.2' 2.6' WAS REMOVED UNDER EXIST. CONDITIONSOB-1257 RAILROAD 675.6' 662.4' 13.3'672.8' 2.8' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1258 RAILROAD 674.6' 663.4' 11.3'673.6' 1.0' WAS REMOVED UNDER EXIST. CONDITIONSOB-1259 BUILDING 666.8' 663.5' 3.3'NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1260 TREE 692.9' 663.6' 29.3' 689.1' 3.8' 673.8' 19.0' WAS REMOVED UNDER EXIST. CONDITIONSOB-1261 PRIMARY ROAD 678.9' 663.9' 15.0'674.1' 4.8' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1262 PRIMARY ROAD 669.2' 663.9' 5.2'NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1263 RAILROAD 674.6' 664.2' 10.4'674.4' 0.3' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1264 TREE 689.6' 665.0' 24.6'675.0' 14.6' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1265 RAILROAD 674.4' 665.0' 9.4'NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1266 TREE 679.1' 665.3' 13.8'675.3' 3.8' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1267 TREE 688.6' 665.5' 23.1'675.5' 13.1' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1268 TREE 688.5' 665.7' 22.8'675.6' 12.9' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1269 BUILDING 671.8' 665.7' 6.1'NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1270 TREE 692.7' 665.9' 26.8'675.8' 16.9' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1271 BUILDING 672.8' 666.2' 6.6'NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1272 TREE 695.8' 669.6' 26.2'676.3' 19.4' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1273 TREE 680.2' 666.7' 13.4'676.5' 3.7' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1274 TREE 685.0' 670.5' 14.5'676.9' 8.1' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1275 BUILDING 678.5' 668.0' 10.5'677.6' 0.9' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1276 BUILDING 676.6' 668.2' 8.4'NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1277 TREE 681.3' 668.4' 13.0'677.9' 3.4' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1278 TREE 697.2' 668.5' 28.7'678.0' 19.2' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1279 TREE 688.0' 669.8' 18.1'679.2' 8.8' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1280 TREE 692.0' 670.5' 21.5'679.7' 12.3' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1281 TREE 708.6' 671.8' 36.8' 701.1' 7.5' 679.9' 28.8' WAS REMOVED UNDER EXIST. CONDITIONSOB-1282 TREE 685.7' 670.8' 14.9'680.0' 5.7' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1283 BUILDING 678.8' 671.1' 7.7'NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1284 BUILDING 674.5' 671.1' 3.4'NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1285 TREE 689.3' 671.8' 17.5'680.8' 8.4' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1287 TREE 727.7' 679.0' 48.7'682.1' 45.6' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1288 TREE 717.3' 673.7' 43.6' 706.3' 11.0' 682.4' 34.9' WAS REMOVED UNDER EXIST. CONDITIONS REVISIONSDATE BY CHANGEREG NO. DATE:JAN 18, 201619908I HEREBY CERTIFY THAT THIS PLAN, SPECIFICATION, OR REPORT WAS PREPARED BY ME OR UNDER MY DIRECT SUPERVISION ANDTHAT I AM A DULY LICENSED PROFESSIONAL ENGINEER UNDERTHE LAWS OF THE STATE OF MINNESOTA.MATTHEW W. FERRIERBOLTON & MENK, INC.PROJECT NO: T51.107851DESIGNED BY: MRUDATE: JANUARY 18, 2016FUTURE RUNWAY 12/30OBSTRUCTION TABLES14SHEETOF19NOTES:1. NAVD88 VERTICAL CONTROL DATUM & NAD83 COORDINATE SYSTEM WAS USED FOR THIS ALP SETFUTURE 12/30 OBSTRUCTIONSFUTURE 12/30 OBSTRUCTIONSID DESCRIPTION OBJECT ELEVATION PT 77 SURFACE ELEVATION PT 77 PENETRATION APDS SURFACE ELEVATION APDS PENETRATION DEPARTURE SURFACE ELEVATION DEPARTURE SURFACE PENETRATION DISPOSITION & TRIGGERING EVENTOB-1289 TREE 680.0' 674.1' 5.9'NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1290 TREE 700.8' 675.2' 25.6'683.7' 17.1' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1291 TREE 677.5' 676.0' 1.5'NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1292 TREE 718.8' 676.3' 42.6' 710.7' 8.1' 684.6' 34.2' WAS REMOVED UNDER EXIST. CONDITIONSOB-1293 TREE 706.2' 676.5' 29.6'684.8' 21.3' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1294 TREE 709.7' 676.7' 33.1'685.0' 24.8' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1295 TREE 717.1' 677.4' 39.7' 712.6' 4.5' 685.6' 31.5' WAS REMOVED UNDER EXIST. CONDITIONSOB-1296 TREE 708.9' 678.0' 30.9'686.1' 22.8' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1297 TREE 697.3' 679.5' 17.8'687.3' 9.9' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1298 TREE 709.5' 681.9' 27.6'687.8' 21.7' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1299 TREE 714.9' 680.3' 34.7'688.0' 26.9' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1300 TREE 711.6' 680.3' 31.3'688.0' 23.6' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1301 TREE 684.5' 680.4' 4.1'NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1302 TREE 723.6' 681.4' 42.2' 719.5' 4.2' 689.0' 34.6' WAS REMOVED UNDER EXIST. CONDITIONSOB-1303 TREE 714.5' 681.9' 32.6'689.4' 25.1' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1304 TREE 719.6' 683.2' 36.5'689.6' 30.1' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1305 TREE 697.1' 682.5' 14.6'690.0' 7.2' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1306 TREE 700.7' 683.2' 17.5'690.5' 10.2' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1307 TREE 710.4' 683.5' 27.0'690.8' 19.7' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1308 TREE 708.4' 683.5' 24.9'690.8' 17.6' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1309 TREE 706.5' 683.7' 22.8'690.9' 15.6' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1310 TREE 713.7' 684.7' 29.0'691.8' 21.9' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1311 TREE 699.6' 684.8' 14.8'691.9' 7.7' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1312 TREE 693.9' 685.4' 8.5'692.4' 1.5' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1313 TREE 698.7' 685.6' 13.1'692.5' 6.2' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1314 TREE 707.7' 685.6' 22.1'692.6' 15.1' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1315 TREE 714.9' 685.8' 29.0'692.7' 22.1' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1316 TREE 693.9' 691.2' 2.8'692.8' 1.2' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1317 TREE 709.7' 685.9' 23.7'692.8' 16.8' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1318 TREE 689.4' 689.2' 0.2'NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1319 TREE 709.1' 687.0' 22.1'693.7' 15.3' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1320 TREE 693.6' 687.0' 6.6'NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1321 TREE 703.9' 687.6' 16.4'694.2' 9.7' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1322 TREE 696.5' 687.7' 8.8'694.4' 2.2' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1323 TREE 710.3' 688.4' 21.9'695.0' 15.3' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1324 TREE 698.5' 688.8' 9.7'695.3' 3.3' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1325 TREE 689.4' 689.0' 0.4'NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1327 TREE 712.8' 689.3' 23.5'695.7' 17.1' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1328 TREE 693.6' 689.7' 4.0'NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1329 TREE 699.1' 690.0' 9.2'696.3' 2.9' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1330 TREE 695.0' 690.1' 5.0'NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1331 TREE 705.3' 691.1' 14.2'697.2' 8.1' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1332 TREE 701.9' 691.6' 10.2'697.7' 4.2' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1333 TREE 698.4' 691.7' 6.7'697.7' 0.7' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1334 TREE 704.4' 691.8' 12.6'697.8' 6.6' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1335 TREE 703.3' 691.9' 11.4'697.9' 5.4' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1336 TREE 701.7' 692.9' 8.8'698.7' 2.9' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1337 TREE 699.3' 693.3' 6.0'699.1' 0.2' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1338 TREE 698.8' 693.7' 5.1'NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1339 TREE 700.6' 695.0' 5.6'699.5' 1.1' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1340 TREE 698.1' 694.0' 4.1'NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1341 TREE 708.7' 694.5' 14.2'700.1' 8.6' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1342 TREE 699.6' 696.1' 3.5'NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1343 TREE 700.2' 696.6' 3.6'NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1344 TREE 719.3' 696.9' 22.4'702.2' 17.1' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1345 TREE 700.0' 697.2' 2.7'NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1346 TREE 713.6' 699.0' 14.6'703.9' 9.7' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1347 TREE 711.6' 699.2' 12.5'704.1' 7.5' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1348 TREE 703.9' 700.3' 3.6'NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1349 TREE 736.8' 702.8' 34.0'707.2' 29.6' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1350 TREE 728.4' 705.5' 22.8'709.5' 18.8' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1351 TREE 717.2' 708.3' 8.8'711.9' 5.3' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1352 TREE 714.7' 709.1' 5.6'712.5' 2.2' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1355 TREE 733.4' 716.4' 17.0'718.8' 14.6' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1372 TREE 828.3' 823.2' 5.2'759.6' 68.7' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1373 TREE 813.3'757.1' 56.1' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1374 TREE 821.6' 815.0' 6.6'755.5' 66.0' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1375 TREE 825.0' 814.5' 10.5'755.3' 69.7' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1376 TREE 810.4'755.1' 55.2' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1377 TREE 809.8'755.0' 54.8' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1378 TREE 817.5' 812.2' 5.2'754.2' 63.3' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1379 TREE 808.9'753.2' 55.7' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1380 TREE 829.9' 810.0' 19.9'753.1' 76.8' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1381 TREE 806.2'752.8' 53.4' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1382 TREE 807.2'752.1' 55.0' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1383 TREE 806.8'752.1' 54.7' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1384 TREE 812.6' 808.0' 4.6'752.0' 60.6' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1385 TREE 797.8'750.5' 47.3' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1386 TREE 806.2' 804.9' 1.4'750.5' 55.7' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1387 TREE 806.4' 802.4' 4.1'749.2' 57.2' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1388 TREE 823.5' 801.4' 22.0'748.8' 74.7' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1389 TREE 800.1'748.4' 51.7' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1390 TREE 828.9' 800.3' 28.6' 823.2' 5.6' 748.2' 80.7' WAS REMOVED UNDER EXIST. CONDITIONSOB-1391 TREE 797.4'748.0' 49.5' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1392 TREE 804.0' 800.1' 3.9'747.8' 56.2' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1393 TREE 814.4' 798.5' 15.9'747.3' 67.1' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1394 TREE 803.8' 798.4' 5.3'747.3' 56.5' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1395 TREE 806.5' 798.2' 8.3'747.1' 59.3' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1396 TREE 803.7' 798.2' 5.6'747.1' 56.6' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1397 TREE 825.1' 797.5' 27.6' 820.5' 4.6' 746.8' 78.3' WAS REMOVED UNDER EXIST. CONDITIONSOB-1398 TREE 791.0'746.2' 44.8' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1399 TREE 789.1'745.9' 43.2' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1400 TREE 790.8'745.3' 45.6' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1401 TREE 807.2' 794.1' 13.1'745.1' 62.1' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1402 TREE 795.4' 794.0' 1.4'745.0' 50.4' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1403 TREE 787.8'744.4' 43.4' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1404 TREE 804.7' 792.4' 12.3'744.2' 60.5' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1405 TREE 788.3'744.2' 44.1' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1406 TREE 816.8' 791.5' 25.3' 814.5' 2.3' 743.8' 73.0' WAS REMOVED UNDER EXIST. CONDITIONSOB-1407 TREE 808.0' 791.1' 16.8'743.6' 64.3' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1408 TREE 797.6' 790.9' 6.7'743.5' 54.1' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1409 TREE 784.9'743.5' 41.4' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1410 TREE 799.5' 790.0' 9.4'743.1' 56.4' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1411 TREE 795.9' 789.3' 6.6'742.7' 53.2' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1412 TREE 801.2' 789.0' 12.2'742.5' 58.7' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1413 TREE 802.0' 788.5' 13.5'742.3' 59.7' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1414 TREE 795.3' 787.7' 7.6'741.9' 53.4' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1415 TREE 787.0'741.9' 45.2' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1416 TREE 815.6' 786.9' 28.7' 809.9' 5.7' 741.5' 74.1' WAS REMOVED UNDER EXIST. CONDITIONSOB-1417 TREE 793.9' 786.4' 7.5'741.3' 52.6' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1418 TREE 794.8' 785.6' 9.3'740.8' 54.0' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1419 TREE 777.7'740.7' 37.0' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1420 TREE 796.2' 783.5' 12.7'739.8' 56.4' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1421 TREE 782.0'739.4' 42.7' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1422 TREE 789.5' 782.0' 7.5'739.0' 50.5' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1423 TREE 799.3' 781.8' 17.4'739.0' 60.3' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1424 TREE 788.2' 781.8' 6.4'738.9' 49.2' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1425 TREE 798.9' 781.5' 17.4'738.8' 60.1' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1426 TREE 792.6' 780.4' 12.2'738.3' 54.4' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1427 TREE 787.7' 780.3' 7.4'738.2' 49.5' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1428 TREE 775.6'738.0' 37.6' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1429 TREE 789.2' 779.6' 9.6'737.8' 51.3' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1430 TREE 784.6' 779.6' 5.0'737.8' 46.8' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1431 TREE 782.8' 777.2' 5.7'736.6' 46.2' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1432 TREE 780.2' 775.8' 4.4'735.9' 44.2' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1433 TREE 781.4' 775.2' 6.2'735.6' 45.8' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1434 TREE 785.1' 773.4' 11.7'734.7' 50.3' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1435 TREE 777.6' 770.5' 7.1'733.3' 44.3' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1436 TREE 762.1'733.1' 28.9' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1437 TREE 768.7'733.0' 35.6' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1438 TREE 767.6'733.0' 34.7' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1439 TREE 772.5' 769.8' 2.7'732.9' 39.6' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1440 TREE 760.5'732.6' 27.9' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1441 TREE 759.1'732.2' 26.9' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1442 TREE 776.1' 767.3' 8.8'731.7' 44.4' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1443 TREE 756.8'731.2' 25.6' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1444 TREE 780.2' 765.9' 14.3'731.0' 49.2' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1445 TREE 773.8' 763.6' 10.3'729.8' 44.0' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1446 TREE 758.8'729.2' 29.6' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1447 TREE 758.2'729.1' 29.1' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1448 TREE 773.8' 760.1' 13.7'728.1' 45.7' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1449 TREE 780.6' 760.1' 20.5'728.1' 52.5' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1450 TREE 756.6'727.7' 28.8' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1451 TREE 763.0' 759.0' 4.0'727.5' 35.5' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1452 TREE 766.1' 757.3' 8.8'726.7' 39.4' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1453 TREE 785.4' 756.8' 28.6' 779.8' 5.6' 726.5' 58.9' WAS REMOVED UNDER EXIST. CONDITIONSOB-1454 TREE 773.4' 756.7' 16.7'726.4' 47.0' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1455 TREE 760.0' 755.7' 4.4'725.9' 34.2' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1456 TREE 751.5'725.6' 25.9' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESID DESCRIPTION OBJECT ELEVATION PT 77 SURFACE ELEVATION PT 77 PENETRATION APDS SURFACE ELEVATION APDS PENETRATION DEPARTURE SURFACE ELEVATION DEPARTURE SURFACE PENETRATION DISPOSITION & TRIGGERING EVENTOB-1457 TREE 747.1'725.2' 21.9' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1458 TREE 756.0' 753.7' 2.3'724.9' 31.1' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1459 TREE 760.8' 753.4' 7.3'724.8' 36.0' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1460 TREE 755.8' 752.7' 3.1'724.4' 31.4' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1461 TREE 750.8'723.9' 26.9' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1462 TREE 773.9' 751.2' 22.7'723.6' 50.3' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1463 TREE 759.0' 751.1' 8.0'723.6' 35.5' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1464 TREE 750.5'723.5' 27.0' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1465 TREE 758.8' 750.8' 8.0'723.4' 35.4' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1466 TREE 765.4' 749.7' 15.7'722.9' 42.5' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1467 TREE 764.1' 748.9' 15.2'722.5' 41.6' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1468 TREE 761.2' 748.3' 12.9'722.2' 39.0' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1469 TREE 774.3' 748.2' 26.2' 771.1' 3.2' 722.1' 52.2' WAS REMOVED UNDER EXIST. CONDITIONSOB-1470 TREE 759.1' 748.0' 11.1'722.0' 37.1' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1471 TREE 778.5' 747.4' 31.1' 770.4' 8.2' 721.7' 56.8' WAS REMOVED UNDER EXIST. CONDITIONSOB-1472 TREE 751.3' 745.9' 5.4'721.0' 30.3' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1473 TREE 757.9' 745.4' 12.5'720.7' 37.1' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1474 TREE 775.8' 744.4' 31.4' 767.4' 8.5' 720.2' 55.6' WAS REMOVED UNDER EXIST. CONDITIONSOB-1475 TREE 746.9' 743.8' 3.1'719.9' 27.0' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1476 TREE 769.3' 743.4' 25.9' 766.4' 2.9' 719.7' 49.6' WAS REMOVED UNDER EXIST. CONDITIONSOB-1477 TREE 774.0' 742.3' 31.6' 765.3' 8.7' 719.2' 54.8' WAS REMOVED UNDER EXIST. CONDITIONSOB-1478 TREE 733.9'719.1' 14.8' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1479 TREE 770.0' 742.1' 28.0' 765.0' 5.0' 719.1' 51.0' WAS REMOVED UNDER EXIST. CONDITIONSOB-1480 TREE 735.7'718.9' 16.8' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1481 BUILDING 731.2'718.5' 12.7' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1482 TREE 764.2' 740.7' 23.5' 763.6' 0.6' 718.4' 45.8' WAS REMOVED UNDER EXIST. CONDITIONSOB-1483 BUILDING 733.4'718.1' 15.2' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1484 TREE 755.5' 738.9' 16.6'717.5' 38.0' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1485 TREE 771.0' 738.9' 32.1' 761.8' 9.2' 717.5' 53.5' WAS REMOVED UNDER EXIST. CONDITIONSOB-1486 TREE 743.0' 738.7' 4.3'717.4' 25.6' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1487 TREE 764.5' 738.0' 26.6' 760.9' 3.6' 717.0' 47.5' WAS REMOVED UNDER EXIST. CONDITIONSOB-1488 TREE 798.3' 737.1' 61.1' 760.1' 38.2' 716.6' 81.7' WAS REMOVED UNDER EXIST. CONDITIONSOB-1489 TREE 751.5' 736.5' 15.0'716.3' 35.2' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1490 TREE 777.9' 736.4' 41.5' 759.4' 18.6' 716.2' 61.7' WAS REMOVED UNDER EXIST. CONDITIONSOB-1491 TREE 730.9'715.9' 14.9' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1492 TREE 771.2' 735.8' 35.4' 758.8' 12.4' 715.9' 55.3' WAS REMOVED UNDER EXIST. CONDITIONSOB-1493 TREE 770.8' 735.3' 35.5' 758.3' 12.6' 715.7' 55.2' WAS REMOVED UNDER EXIST. CONDITIONSOB-1494 TREE 751.8' 734.9' 16.8'715.5' 36.3' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1495 TREE 746.3' 734.6' 11.7'715.3' 30.9' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1496 TREE 770.3' 734.2' 36.1' 757.1' 13.1' 715.1' 55.1' WAS REMOVED UNDER EXIST. CONDITIONSOB-1497 BUILDING 727.2'715.0' 12.2' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1498 TREE 745.0' 733.8' 11.2'714.9' 30.0' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1499 TREE 732.7'714.8' 17.9' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1500 TREE 764.8' 732.7' 32.2' 755.6' 9.2' 714.4' 50.5' WAS REMOVED UNDER EXIST. CONDITIONSOB-1501 TREE 748.6' 732.6' 16.0'714.3' 34.3' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1502 BUILDING 724.8'714.2' 10.6' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1503 TREE 750.0' 732.1' 17.9'714.1' 35.9' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1504 BUILDING 724.1'714.0' 10.1' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1505 BUILDING 732.8' 731.6' 1.2'713.8' 19.0' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1506 TREE 760.8' 731.3' 29.5' 754.2' 6.5' 713.7' 47.1' WAS REMOVED UNDER EXIST. CONDITIONSOB-1507 TREE 748.0' 730.8' 17.2'713.4' 34.6' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1508 TREE 726.0'712.8' 13.2' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1509 BUILDING 729.7' 729.5' 0.2'712.8' 16.9' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1510 TREE 740.9' 727.8' 13.1'711.9' 28.9' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1511 TREE 744.6' 727.5' 17.1'711.8' 32.8' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1512 BUILDING 726.3'711.6' 14.7' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1513 TREE 742.6' 727.0' 15.6'711.5' 31.0' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1514 TREE 732.9' 726.1' 6.7'711.1' 21.8' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1515 TREE 724.8'711.1' 13.7' NO ACTION FOLLOW PUBLISHED DEPARTURE PROCEDURESOB-1516 TREE 751.6' 725.7' 25.9' 748.7' 2.9' 710.9' 40.7' WAS REMOVED UNDER EXIST. CONDITIONSOB-1517 TREE 739.7' 725.6' 14.1'710.8' 28.9' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1518 TREE 752.0' 725.2' 26.8' 748.2' 3.8' 710.6' 41.3' WAS REMOVED UNDER EXIST. CONDITIONSOB-1519 TREE 735.3' 724.2' 11.1'710.1' 25.2' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1520 TREE 738.2' 724.2' 14.0'710.1' 28.1' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1521 TREE 730.8' 723.9' 6.9'710.0' 20.8' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACEOB-1522 TREE 691.5' 679.8' 11.7'687.9' 3.6' NO ACTION - CLEARS 20:1 VISUAL AREA SURFACE REVISIONSDATE BY CHANGEEXISTING & FUTUREBUILDING AREA PLANMAGNETIC DECLINATION 0.64° W CHANGINGBY 0.08° W/YEARSEPTEMBER 21, 2015 SOURCE: NGDC DECLINATIONEPOCH YEAR: 2010μ010020050FeetID EST. TOP ELEV. DESCRIPTION DISPOSITION1 665.4' 10-UNIT T-HANGAR TO REMAIN2 670.7' 11-UNIT T-HANGAR TO REMAIN3 666.1' 10-UNIT T-HANGAR TO REMAIN4 672.2' FBO MAINTENANCE BUILDING TO REMAIN5 681.3' TERMINAL BUILDING TO REMAIN6 680.0' CONVENTIONAL HANGAR (FBO) TO REMAIN7 670.0' CONVENTIONAL HANGAR TO REMAIN8 677.9' CONVENTIONAL HANGAR TO REMAIN9 668.6' 10-UNIT T-HANGAR TO REMAIN10 668.6' 10-UNIT T-HANGAR TO REMAIN11 668.6' 10-UNIT T-HANGAR TO REMAIN12 680.0' PRIVATE HANGAR TO REMAIN13 680.0' PRIVATE HANGAR TO REMAINEXISTING BUILDING TABLEID EST. TOP ELEV. DESCRIPTION DISPOSITION14 675' SRE BUILDING TO BE CONSTRUCTED15 685' FUTURE 80'X80' PRIVATE HANGAR TO BE CONSTRUCTED16 685' FUTURE 80'X80' PRIVATE HANGAR TO BE CONSTRUCTED17 685' FUTURE 80'X80' PRIVATE HANGAR TO BE CONSTRUCTED18 685' FUTURE 80'X80' PRIVATE HANGAR TO BE CONSTRUCTED19 675' FUTURE 60'X60' PRIVATE HANGAR TO BE CONSTRUCTED20 675' FUTURE 50'X50' PRIVATE HANGAR TO BE CONSTRUCTED21 675' FUTURE 50'X50' PRIVATE HANGAR TO BE CONSTRUCTED22 675' FUTURE 50'X50' PRIVATE HANGAR TO BE CONSTRUCTED23 675' FUTURE 50'X50' PRIVATE HANGAR TO BE CONSTRUCTED24 675' FUTURE 50'X50' PRIVATE HANGAR TO BE CONSTRUCTEDFUTURE BUILDING TABLEBOLTON & MENK, INC.PROJECT NO: T51.107851DESIGNED BY: MRUDATE: JANUARY 18, 2016REG NO. DATE:JAN 18, 201619908I HEREBY CERTIFY THAT THIS PLAN, SPECIFICATION, OR REPORT WAS PREPARED BY ME OR UNDER MY DIRECT SUPERVISION ANDTHAT I AM A DULY LICENSED PROFESSIONAL ENGINEER UNDERTHE LAWS OF THE STATE OF MINNESOTA.MATTHEW W. FERRIEREXISTING LEGEND:AIRPORT PROPERTYEASEMENTSRUNWAY PROTECTION ZONE (RPZ)APDSOBJECT FREE AREA (OFA)RUNWAY SAFETY AREA (RSA)OBSTACLE FREE ZONE (OFZ)!!!!!!!!!!!!!!!!!!!!!!!!!!!!RUNWAY VISIBILITY ZONE (RVZ)[[[FENCEBUILDING RESTRICTION LINE (BRL)AWOS CRITICAL AREAJASOS2BEACONÉREILzSEGMENTED CIRCLEAWIND CONEFUTURE LEGEND:AIRCRAFT PAVEMENTRUNWAY PROTECTION ZONE!!!!!!!!!!!!!!!!!!!!!!RUNWAY VISIBILITY ZONE (RVZ)VEHICLE PARKINGBUILDINGOBSTACLE FREE ZONE (OFZ)RUNWAY SAFETY AREA (RSA)OBJECT FREE AREA (OFA)APDS!(Jz2AÉ!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!![[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[ [[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[[%%75 '%%200 '%%240 '%%250 '%%390 '%%74 '%% 200 '%% 249 '%% 399 '%% 495 '%%500 '%%70 '%%74 '%%99 '%%105 '%%87 '%%85 '%%35 '%%75 '%%35 '%%69 '%%77 '%%50 '%%377 '%%350 '%%139 '%31 '%%131 '¬«1¬«2¬«3¬«4¬«5¬«6¬«7¬«8¬«9¬«10¬«11¬«12¬«13¬«14¬«15¬«16¬«17¬«18¬«19¬«20¬«21¬«22¬«23¬«24AIRPORT ACCESS ROADAUTO PARKING%AIRPORT BEACONELEV=729.8'%100LL FUELFACILITY%JET A FUELFACILITY%SEGMENTED CIRCLE%WIND CONEEXIST RUNWAY 12/30 3,900' X 75' S56° 37' 11.06"EEXIST RUNWAY 7/25 5,004' X 100' FUT 5,217' X 100' N69° 33' 23.22"E40' PARALLEL TAXIWAYFUT 35' PARALLEL TAXIWAYRSARSARSARSARSARSARSARSARSARSARSAROFZROFZROFZROFZROFZROFZROFZROFZROFZROFZPROPERTY P R O P E RT Y PR O P ERT Y PROPERTYPROPERTYPR O PER TY PROPERTYP R O P E R T Y PROPERTY ROFAROFAROFAROFARSARSARSA6 5 0'640'640'650'650'650'650'650'650'650'650'650'650'BRL 20'BRL 20'BRL 20'BRL 20'BRL 20'BRL 20'BRL 20'BRL 35'BRL 35'BRL 35'BRL 35'BRL 35'BRL 35'BRL 35'ROFZROFZRVZRVZRVZRVZIMPERIALCTRIVERSIDEDRRIVERSIDE DROLD HIGHWAY 218S R I V E R S I D E D R TOFATOFATOFATOFATOFATOFATOFATOFATOFATOFATOFATOFATOFATOFATOFATOF A TOFATOFATOFA TOFATOFATOFATOFATOFATOFATOFATOFATOFATOFATOFATOFATOFATOFATOFATOFAT O F A TOFARVZ15SHEETOF19 %%75 '%%200 '%24% 200 '%% 250 '%% 400 '%% 495 ' %%390 '%%250 '%%240 '%%200 '%%75 '%%584 '%%%206 '%%115 '%%35 '%%115 '%%79 '%%79 '%%79 '%%79 '%%79 '%%25 '%%35 '%%131 ' %%131 '%%131 '¬«25¬«26¬«27¬«28¬«29¬«30¬«31¬«32¬«33¬«34¬«35¬«36¬«37¬«39¬«40¬«41¬«42¬«43¬«44¬«45¬«46¬«47¬«38¬«48¬«49¬«50¬«51¬«52¬«53¬«54WILLOW CREEKFUTURE ACCESS ROADEXIST RUNWAY 12/30 3,900' X 75' S56° 37' 11.06"EEXIST RUNWAY 7/25 5,004' X 100' FUT 5,217' X 100' N69° 33' 23.22"E40' PARALLEL TAXIWAYFUT 35' PARALLEL TAXIWAYROFAROFAROFAROFAROFAROFAROFAROFAROFARSARSARSARSARSARSARSARSARSARSARSAROFZROFZROFZROFZROFZROFZROFZROFZROFZROFZPROPERTYPROPERTYPROPERTYROFAROFAROFARSARSARSA660'650'660'650'660'650'660'650'660'660'660'650'650'650'BRL 20'BRL 20'BRL 20'BRL 35'BRL 35'BRL 35'BRL 35'BRL 35'BRL 20'BRL 20'BRL 20'BRL 20'BRL 20'BRL 20'RVZRVZRVZRVZRVZRVZRVZTOFATOFATOFATOFATOFATOFATOFATOFATOFATOFA TOFATOFATOFATOFATOFATOFATOFATOFATOFATOFATOFATOFATOFATOFATOFA TOFATOFATOFATOFARVZRVZRVZRVZRVZRVZREVISIONSDATE BY CHANGEEXISTING LEGEND:AIRPORT PROPERTYEASEMENTSRUNWAY PROTECTION ZONE (RPZ)APDSOBJECT FREE AREA (OFA)RUNWAY SAFETY AREA (RSA)OBSTACLE FREE ZONE (OFZ)!!!!!!!!!!!!!!!!!!!!!!!!!!!!RUNWAY VISIBILITY ZONE (RVZ)BUILDING RESTRICTION LINE (BRL)AWOS CRITICAL AREA+UAIRPORT REFERENCE POINT (ARP)JASOS2BEACONÉREILzSEGMENTED CIRCLEAWIND CONEOOOOOOOOOOOOFENCEFUTURE LEGEND:AIRCRAFT PAVEMENTSTOPWAYRUNWAY PROTECTION ZONE!!!!!!!!!!!!!!!!!!!!!!RUNWAY VISIBILITY ZONE (RVZ)VEHICLE PARKINGBUILDINGOBSTACLE FREE ZONE (OFZ)RUNWAY SAFETY AREA (RSA)OBJECT FREE AREA (OFA)APDS+UAIRPORT REFERENCE POINT (ARP)OOOOOOOOOOOOFENCEFUTUREBUILDING AREA PLANMAGNETIC DECLINATION 0.64° W CHANGINGBY 0.08° W/YEARSEPTEMBER 21, 2015 SOURCE: NGDC DECLINATIONEPOCH YEAR: 2010μ010020050FeetREG NO. DATE:JAN 18, 201619908I HEREBY CERTIFY THAT THIS PLAN, SPECIFICATION, OR REPORT WAS PREPARED BY ME OR UNDER MY DIRECT SUPERVISION ANDTHAT I AM A DULY LICENSED PROFESSIONAL ENGINEER UNDERTHE LAWS OF THE STATE OF MINNESOTA.MATTHEW W. FERRIERID EST. TOP ELEV. DESCRIPTION DISPOSITION25 685' 80'X80' PRIVATE HANGAR TO BE CONSTRUCTED26 685' 80'X80' PRIVATE HANGAR TO BE CONSTRUCTED27 685' 80'X80' PRIVATE HANGAR TO BE CONSTRUCTED28 685' 80'X80' PRIVATE HANGAR TO BE CONSTRUCTED29 675' 60'X60' PRIVATE HANGAR TO BE CONSTRUCTED30 675' 60'X60' PRIVATE HANGAR TO BE CONSTRUCTED31 675' 60'X60' PRIVATE HANGAR TO BE CONSTRUCTED32 685' 100'X80' CORPORATE HANGAR TO BE CONSTRUCTED33 685' 120'X80' CORPORATE HANGAR TO BE CONSTRUCTED34 685' 100'X80' CORPORATE HANGAR TO BE CONSTRUCTED35 685' 80'X80' PRIVATE HANGAR TO BE CONSTRUCTED36 685' 60'X80' MAINTENANCE BUILDING TO BE CONSTRUCTED37 675' 50'X60' CORPORATE HANGAR TO BE CONSTRUCTED38 670' 10-UNIT T-HANGAR TO BE CONSTRUCTED39 675' 50'X50' CORPORATE HANGAR TO BE CONSTRUCTED40 675' 50'X50' CORPORATE HANGAR TO BE CONSTRUCTED41 675' 50'X50' CORPORATE HANGAR TO BE CONSTRUCTED42 675' 60'X60' PRIVATE HANGAR TO BE CONSTRUCTED43 675' 60'X60' PRIVATE HANGAR TO BE CONSTRUCTED44 675' 60'X60' PRIVATE HANGAR TO BE CONSTRUCTED45 675' 60'X60' PRIVATE HANGAR TO BE CONSTRUCTED46 675' 60'X60' PRIVATE HANGAR TO BE CONSTRUCTED47 675' 60'X60' PRIVATE HANGAR TO BE CONSTRUCTED48 670' 10-UNIT T-HANGAR TO BE CONSTRUCTED49 670' 10-UNIT T-HANGAR TO BE CONSTRUCTED50 670' 10-UNIT T-HANGAR TO BE CONSTRUCTED51 670' 8-UNIT T-HANGAR TO BE CONSTRUCTED52 675' 50'X50' CORPORATE HANGAR TO BE CONSTRUCTED53 675' 50'X50' CORPORATE HANGAR TO BE CONSTRUCTED54 675' 50'X50' CORPORATE HANGAR TO BE CONSTRUCTEDFUTURE BUILDING TABLEBOLTON & MENK, INC.PROJECT NO: T51.107851DESIGNED BY: MRUDATE: JANUARY 18, 201616SHEETOF19 ^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^_^__%%5000 '%%5000 '%%10000 '%%5000 '%%10000 'PROPERTYPROPERTYPROPERTYPROPERTYRAVEN STMULLINAVERENO STS LUCAS STE BURLINGTON STN LUCAS STN GOVERNOR STMILLER AVE MELROSEAVEHOLLYWOODBLVDGLENDALERDTAYLOR DRT E TON CIR E MARKET STBROADWAY STALPINEDRLANGENBERGAVEWBENTONSTCHELSEA CTLO W ER MU SCATINE RDE COURT STDANE RD SEWILSON STSUNDOWN RDG4 AVEHEINZ RDUNIONPLS CLINTON STCLARK ST LAKESIDE DRDEFOREST AVEDOUGLASS STGRAND AVEKIRKWOOD AVEMELROSEAVEWATERWAY DRS GOVERNOR STL A K E BENDRD7AVENUECTCOVEREDWAGONDRCRESCENT STRIVERSIDEDRRIVER STABBEYLNCLARK CTRUSSELL DR BROWN STARIZONAAVEE BENTON STFERNDALEDRE 1 STBLAZINGST AR DR FAIRCHILD STW HARRISON ST5 AVEPADDOCKBLVDE JEFFERSON STSHERIDAN AVEWAYNE AVES T U RGISC O RNERD R SUNSET STLAKEFORESTAVE BEACH VIEW DRUNKNOWNMCLEANSTCLARK ST YEWELL STGRYNCTWADE STLAFAYETTE STWILLIAM STLOWERWESTBRANCHRDHARLOC KE ST5 AVEGROVE STMARSELLIESHIGHWAY 6 ESTERLING DRE COLLEGE STMACBRIDEDROAKCRESTAVEPERRYCTLINDENCTUNKNOWNPARSONS AVEDIANA CTCALVINCTDEARBORN ST PINE STHOLLYWOOD BLVDASHLEYDRMULLINAVEHASTINGSAVESTU A R T C T BSTLUSKAVESLAGLECIRDENBIGH DRDUNL APCT JESSUPCIRGEORGESTDERWENDRNEWTONRDMAYFIELD RDSPENCERDRMEMLERCTSOUTHGATE AVE1 STWINSTONDRPAGE STPLUM STDARTMOUTH STKENWOOD DR WETHERBYDRTRACY LN4 AVERIDGEWAYDRSHERMAN DRHIGHWAY1WMORGANCTC AEDRRENO STAPPLECTHAFORDRLUKIRK ST2 AVECOLLEGE CTOLDHIGHWAY218SEARL RDROCHESTERCTASH STE 3 STH STESSEX STPICKARD STFRANKLIN STMAPLEWOODLNJACKSONAVECONCORDCIRCENTER AVETRIANGLEPLLEAMER CTRONALDS STHIGHLAND CT STREB ST ROHRETRDFINKBINELNSYLVANGLENCTMCCOLLISTERCTMCLEAN STBALSAMCTS LUCAS STFAIRVIEW AVESPRING ST PALOMINO CTTUDOR DRELLIS AVEGOLFVIEW AVECHESTNUTCTMCLEAN STCROSBYLNPETSEL PLS CAPITOL STS CAPITOL STGARDEN STVESTI LNSLOWELLSTBOWERY STPEARLSTN JOHNSON STBU E N A DR ROOSEVELTSTJ STW WASHINGTON STD STI STCREIGHT O N STA STF STWBURLINGTONSTF STHIGHWAY6EG STCENTER STWARWICKCIRECOURTSTSEYMOUR AVEHIGHWAY6EWIOWAAVEBROADWAY STHIGHWAY 6 WR OWLANDCTWCOURTSTS DUBUQUE STLOUISESTSOUTHLAWNDRG IL MOREC TMONTROSE AVELEE STWAKE FIEL DCTOLYMPIC CTARTHURSTABER AVEE WASHINGTONSTTHISTLECTIMPERIALCTWEEBER CIR CASCADELNASPENCTCORNELL AVEMORMON TREK BLVDSTANFORD AVEMACBRIDE RDPRINCETONCT4 AVEE STDE GAULLENEVADAAVE5 AVEMELROSECIRCANNESBORDEAUXI STCROSSPARKAVEB STDEWEY STOTTOSTMELROSE PL 2STA STSHIRKENDRABURD E E N C THILLSIDEDR LITTLECREEKLNN LOWELLSTBENTO N DR CARDIFF CIROLDEOAKLNSWMOSS WOOD LNMCCOLLISTERBLVDBAY RIDGE DRROCKYSHOREDRPEPPERWOODLNWALES ST2 AVEMINERALPOINTLNOAKNOLLDRGLENDALECTHIGHWAY1SWANISTONSTBROOKFIELDDRMAGOWAN AVELINDEN RDCAMBRIACTOAKCRESTSTGRANDVIEWCTEAGLEVIEWDRCALVINAVEW R EXHAMD RPRIMROSECTRICHARDS STR ITA LYN C T MONROE STBLUFFWOODLN WILLOWBROO KELN HI G H W A Y218SEBURRY DR JEFFREY STMAINSTWILLOW CREEK DROLD HIGHWAY 218FLANIGAN CTLAKERIDGEAVESETOWER CTGRACEDRCOLUMBIADRASTER AVESRIVERSIDEDRGRASLONDRGLEASONAVEFLATIRONAVEFINKBINECOMMUTERDRH IG HWA Y 21 8 S E H I G H W AY 218SWSYCAMORE ST SEP R A IR IEMEADOWDRS A N D R D S E RUPPERT RDAIRPORT RUNWAYAIRPORT RUNWAYUNKNOWNMUSCATINEAVEV ILLA GERDVILLAGERDORCHARD STS1AVE MORMONTREKBLVDMORMON TREK BLVDINDUSTRIALPARKRDSYCAMORE STRIDGE STDIANA STBELDON AVENAPLESAVEB E L M O N T L N NWESTMINSTERSTS DUBUQUE STN7AVEE BLOOMINGTON STCHARTRESTEGD R TEG DR3 AVEDANE RD SEWHISPERINGPRAIRIE AVES SUMMIT ST KOSER AVEKOSER AVESANDUSKY DRCALIFORNIAAVEH IG H W AY 218S E RIVIERABLVDSTANWYCKDR S TANWYCKDRRUSSELLDRAMHURSTSTELLIOTTCT 6 AVEBOWLIN G GREEN P LUNION RDWINDSORDRPADDOCKCIRD OUGLASSCTG RYNDRHIGHLAND DROXENLNCRANDICRAILROADCRANDICRAILROADPEPPERDRMCKINLEY PLARBORHILLCIREALINGDRC LOVERSTS T THO MAS C T KESWICK DRWYLDEGREENRDSTEVENS DRSTEVENS DRGRANTWOOD ST1 AVE1 AVEMIAMI DRWEEBER STBANCROFT DRGREENMOUNTAINDRTOULONPINE STDAVIS STPLAENVIEWDRPOST RDWILLOW STM ORNINGSIDE DR KEE L B OAT LOOP HEAT HERDR NORWOOD CIR DOLENPLDO LENPLBEN TONDR BARTELTRDN DUBUQUESTW OODSIDED RN CLINTON STBLACKSPRINGSCIRLE HARVED E LWOODDRS GILBERT CTHUTCHINSON AVEINDIGOCTOLIVESTWESTERN RDGRANTWOODDRP OTOMACDRWEST SIDE DRBRIARDRBRIARDRALYSSACTSWMARIETTA AVEJEMACTEVASHEVSKIDRHAWKEYE CTRIDGEVIEW AVE L A R CH LN HAWKINSDRWHEATONRD2 AVEOLIVE CT HUDSON AVE 4AVETRIP LE C ROWN L N UNKNOWNWESTWINDSDRA RBURYDRREGAL LNAMBER LNAMBER LNHAWKRIDGEDREMERALD ST HAWKEYE PARK RDNAPLESAVESWGRACEFELLOWSHIP4-H YOUTHPROGRAMSTATE OF IOWA NATURALRESOURCES DEPARTMENTSHARI'SDAY CARELIFETABERNACLECHURCHHUGS & KISSES DAYCAREJOHNSONCOUNTY SOILAND WATERFARM SERVICEAGENCYCITY OF IOWACITY STREETSDIVISIONABC CHILDCAREWOOD ELEMENTARYSCHOOLALL NATIONS BAPTISTCHURCHSHALOM CHRISTIANPRESCHOOL& DAYCAREFOUROAKSPRESBYTERY OFEAST IOWAVOCATIONALREHABILITATION SERVICESFAITH UNITEDCHURCH OFCHRISTTHE VISION ANDLEARNING CENTERSALVATIONARMYCHILDREN'S CENTERFOR THERAPY4 CS COMMUNITYCOORDINATED CHILDCARETATE HIGH SCHOOLLA PETITE ACADEMYUI QUICKCAREKIRKWOODCOMMUNITYCOLLEGEKIRKWOODCOMMUNITY COLLEGEASSEMBLY OFGODTHE CHURCH OFJESUS CHRIST OFLATTER-DAY SAINTSCITY OF IOWA CITYTHE HOUSINGFELLOWSHIPTOWNCRESTINTERNAL MEDICINESTEPPINGSTONESPRESCHOOLTHE RIVERCOMMUNITYCHURCHKIDDIEKONNECTIONCHURCH OFCHRISTFOURSQUAREGOSPELCHURCHHORN ELEMENTARY SCHOOLEARLY LEARNERSENRICHMENT AND CHILDCAREMEMORYGARDENSCEMETERYJOHNSONCOUNTY OFROOSEVELTELEMENTARYSCHOOLUI QUICKCAREIOWA CITYCOMMUNITYSCHOOL DISTRICTLUCASELEMENTARYSCHOOLGOODSHEPHERDCHILD CARE CENTERGOSPELEXPLOSIONMINISTRYLEVITTADINAUNIVERSITYPRESCHOOLA TWO ZCHILD CARECENTERHUDSON RIVERGALLERY& FRAME COLONGFELLOWELEMENTARYSCHOOLDPB DRIVING SCHOOLOUR REDEEMERLUTHERAN CHURCHSOCIALSECURITYADMINISTRATIONCHRIST THEKING LUTHERANCHURCH ELCAST ANDREWPRESBYTERIANCHURCHRAINBOW DAYCARE CENTERALICE'S RAINBOWCHILD CARECENTERSWEST HIGHSCHOOLCITY HIGH SCHOOLST RAPHAELORTHODOXCHRISTIAN CHURCHIOWA CITYCITYLIBRARYUNIVERSITY OFIOWA MEDICALMUSEUMOPENARMS CHILDCAREST MARK'S UNITEDMETHODIST CHURCHUNIVERSITY OFIOWA HOSPITALSAND CLINICSAKARDESIGNLEMMEELEMENTARY SCHOOLOLDCAPITOLMUSEUMTWR DRIVEREDUCATIONPEDIATRIC ASSOCIATESOF IOWA CITY& CORALVILLEMERCY GASTROENTEROLOGYAMERICANCANCERSOCIETYEPISCOPAL UNIVERSITYCHAPLAINCYVETERANSAFFAIRSMEDICAL CENTERHILLELFOUNDATIONA SMOLLENMARGARET MDTHE UNIVERSITYOF IOWAMUSEUM OF ARTZIONLUTHERAN CHURCH E LC AREGINAEDUCATIONCENTERREGINARELIGIOUSEDUCATIONSEVENTH-DAYADVENTISTCHURCHFIRSTPRESBYTERIANCHURCHKIDS DEPOTINC OFIOWA CITYLINCOLNELEMENTARYSCHOOLFIRST BAPTISTCHURCHPREUCILSCHOOLOF MUSICMANNELEMENTARYSCHOOLSOLID ROCKCHRISTIANCHURCHOAKLANDCEMETERYHERITAGE MUSEUMOF JOHNSON COUNTYHAND &PLASTICSURGERY OF IOWALOVE-A-LOT INFANT CENTERLOVE-A-LOTEARLY CHILHOODCENTERSAINTJOSEPHCEMETERYTOWN SQUAREALLERGYAND ASTHMATOWN SQUAREDERMATOLOGYCORALVILLE CENTRALELEMENTARY SCHOOLCORALVILLEPUBLIC LIBRARYCITY OF CORALVILLESANDCASTLES CHILD CAREREVISIONSDATE BY CHANGELAND USE & ZONINGZONING LEGEND:EXISTING AIRPORT ZONINGAPPROACH OVERLAY (AO)CONTROLLED ACITVITY (CA)CONICAL OVERLAY (CO)HORIZONTAL OVERLAY (HO)TRANSITIONAL OVERLAY (TO)FUTURE AIRPORT ZONINGAPPROACH OVERLAY (AO)CONTROLLED ACITVITY (CA)CONICAL OVERLAY (CO)HORIZONTAL OVERLAY (HO)TRANSITIONAL OVERLAY (TO)JOHNSON COUNTY ZONINGRURALRURAL RESIDENTIALCOMMERCIALAGRI-BUSINESSHIGHWAY COMMERCIALHEAVY INDUSTRIALRESIDENTIALRESIDENTIAL R20RESIDENTIAL R5MULTI-FAMILY RESIDENTIALMANUFACTURED HOUSING RESIDENTIALURBAN RESIDENTIALIOWA CITY ZONINGCENTRAL BUSINESSCENTRAL BUSINESS SERVICECENTRAL BUSINESS SUPPORTCOMMUNITY COMMERCIALINTENSIVE COMMERCIALNEIGHBORHOOD COMMERCIALCOMMERCIAL OFFICEGENERAL INDUSTRIALID-MULTIFAMILYID-SINGLE FAMILYMIXED USENEIGHBORHOOD PUBLICINSTITUTIONAL PUBLICPLANNED HIGH DENSITY MULTI FAMILYLOW DENSITY MULTIFAMILYMEDIUM DENSITY MULTIFAMILYHIGH DENSITY MULTIFAMILYNEIGHBORHOOD STABILIZATION RESIDENTIALNEIGHBORHOOD STABILIZATION RESIDENTIALRURAL RESIDENTIALLOW DENSITY SINGLE FAMILYMEDIUM DENSITY SINGLE FAMILYHIGH DENSITY SINGLE FAMILYMAGNETIC DECLINATION 0.64° W CHANGINGBY 0.08° W/YEARSEPTEMBER 21, 2015 SOURCE: NGDC DECLINATIONEPOCH YEAR: 2010μ0 1,500 3,000750FeetREG NO. DATE:JAN 18, 201619908I HEREBY CERTIFY THAT THIS PLAN, SPECIFICATION, OR REPORT WAS PREPARED BY ME OR UNDER MY DIRECT SUPERVISION ANDTHAT I AM A DULY LICENSED PROFESSIONAL ENGINEER UNDERTHE LAWS OF THE STATE OF MINNESOTA.MATTHEW W. FERRIERBOLTON & MENK, INC.PROJECT NO: T51.107851DESIGNED BY: MRUDATE: JANUARY 18, 2016RNWYS.LENGTH ZONE AOINNER WIDTH ZONE AOOUTER WIDTH ZONE AOLENGTH ZONE CAINNER WIDTH ZONE CAOUTER WIDTH ZONE CA12 & 7 5,000' 500' 1,500' 1,000' 500' 700'30 & 25 10,000' 500' 3,500' 1,000' 500' 700'7 5,000' 1,000' 1,500' 1,700' 500' 1,010'25 50,000' 1,000' 16,000' 1,700' 1,000' 1,510'12 5,000' 1,000' 1,500' 1,000' 500' 700'30 10,000' 500' 3,500' 1,000' 500' 700'18 5,000' 500' 1,500' 1,000' 250' 450'36 10,000' 500' 3,500' 1,000' 250' 450'AIRPORT ZONING DIMENSIONSZONE HO HEIGHT RESTRICTION - NO OBJECT SHALL EXCEED 834' MSLFUTUREEXISTING17SHEETOF19EXISTING LEGEND:AIRPORT PROPERTYEASEMENTSIOWA CITY BOUNDARYPARKS^_INSTITUTIONSRUNWAY PROTECTION ZONE (RPZ)FUTURE LEGEND:AIRCRAFT PAVEMENTVEHICLE PARKINGBUILDINGRUNWAY PROTECTION ZONEAIRPORT ZONING REGULATIONS: TITLE 14 CHAPTER 6 OF IOWA CITY CODE 18 OF 19 19 OF 19