a. FAR Part 71
a. AC 150/5070-6A
Federal Aviation Administration-FAA
FAA develops, and coordinates:
* national system of airports
* an aviation system capacity enhancement plan
* a plan to modernize and upgrade the air traffic control system
* standards for aircraft and pilots and other flight personnel including maintenance.
National Aeronautics and Space Administration -NASA
Supports basic and applied research
National Transportation Safety Board - NTSB
Investigates accidents and reports publicly on the facts, conditions and circumstances or causes of the accidents
Airline Deregulation Act 1978
Signaled end of 40 years of economic regulation of airline industry and phase out of Civil Aeronautics Board CAB by 1984
Aviation Safety and Noise Abatement Act 1979
FAA responsible for regulation of aircraft noise Provide assistance to airport operators to prepare and carry out noise compatibility programs
Airport and Airway Improvement Act 1982
Reestablished the operation of the Airport and Airway Trust Fund
Airport Improvement Program (AIP)
This program was similar to the previous Airport and Airway Development Act (ADAP) of 1976, supported the development of a national system of integrated airports that recognize the role of large and small airports as part of the national air transportation system.
The Airport and Airway Improvement Act has been amended a number of times
Airport and Airway Safety and Capacity Expansion Act 1987
Extended the AIP program for another five years
Aviation Safety and Capacity Expansion Act 1990
Initiated the Passenger Facility Charges (PFC) program to provide funds to finance airport related projects to preserve or enhance safety, capacity, or security.
National Plan of Integrated Airport Systems (NPIAS)
Emphasizes system planning and development to provide a safe, efficient, and integrated airport system to meet the needs of civil aviation, national defense, and postal service.
NPIAS Airports includes 90% of all general aviation airports and all commercial service airports
NPIAS does not include hangars, non public areas, parking or ground access facilities
State Block Grant Pilot Program, 1987,1990, and 1992
States responsible for AIP except at Primary Airports, which are federally controlled
Federal Funding
Airport and Airway Improvement Act 1982
Airport Improvement Program (AIP ) permits the allocation of funds defined in legislation and distributed between apportioned and discretionary funds In general there is a 90% federal share and 10% local share for AIP projects
State Funding
User Fees
Aviation fuel taxes
Aircraft registration
Leases on state owned airports
Airport licensing fees
Net Revenues from Pilot Registration in Oregon are transferred to Oregon State Police-Office of Emergency Management for Search and Rescue
Airport Revenue ( examples)
hangars and parking fees
fuel fees
Grass seed income
Note the split between the airside and landside
Figure 5.2 Airport Components ( reference 3)
Reference 3
Note that this is an out of date diagram the UMTA is now Federal Transit Administration (FTA)
Airport Classification as part of National Plan of Integrated Airport Systems NPIAS
a. Commercial Service Airports -are public airports that enplane more than 2500 annual passengers and receive aircraft offering scheduled passenger service.
b. Primary are commercial service airports that enplane more than 10,000 annual enplaned passengers
c. Cargo Service Airports are served by aircraft providing air transport of property only, including mail with an aggregate annual aircraft landed weight in excess of 100,000,000 lb.
d. Other
(i) Reliever-provide substantial capacity or instrument training relief to commercial service airports that serve a metropolitan statistical area with a population of at least 250,000 or has at least 250,000 enplaned passengers and operates at 60% of capacity. For example -Hillsboro Oregon
(ii) General Aviation - may receive US Mail service, have Air National Guard or a reserve component nearby, or substantial corporate operations, and be on state system plan
In 1990-1999 NPIAS included 3692 Airports, including 3285 that are existing and 407 that are proposed.
Of the 3285 existing;
568 are commercial service airports, (396 are primary, 172 are commercial)
285 reliever airports
2432 General Aviation airports
Of the 407 proposed airports
17 are commercial service airports
71 are reliever 3
19 are general aviation
Commercial Service Airports may also be classified in terms to the percent of the national passenger enplanements .
Large-Hub Primary ( 27 airports) - 65% of total national emplanements, 1 % of total passenger enplanements each eg. Chicago's O Hare
Medium-Hub Primary- (38 airports) -22% of total national emplanements, 0.25 to 1.0% of total passenger enplanements each
Small- Hub Primary - (83 airports )9.27% of total national emplanements, 0.05 to 0.25% of total passenger enplanements each
Non -Hub Primary -(269 airports )3.44% of total national emplanements, less than 0.05% of total passenger enplanements each
Other Commercial service Airports (149 airports) enplane 2,500-10,000 passengers annually
Other Airport classification:
General Aviation Airports: these are usually categorized according to runway length requirements.
Small Aircraft ( less than 10 passengers)
» 75% of fleet can land at the airport
» 95% of fleet can land at the airport
» 100 % of fleet can land at the airport
Most small corporate jets require at least 5,000 ft of usable runways at sea level. This length must be adjusted for temperature and altitude (Ref: Advisory Circular: AC 150-5325-4A)
http://www.faa.gov/arp/150acs.htm This is a link to a number of Advisory circulars.
Advisory Circular: AC 150-5325-4A is very large and must be downloaded in parts
West Yellowstone Montana Airport http://www.mdt.state.mt.us/aeronautics/photos/wyell.gif
http://www.mdt.state.mt.us/aeronautics/photos/lincoln.gif
Lincoln Montana
( FAA reclassified the airspace designations effective September 16, 1993)
Class G Airspace is not under control of any Air Traffic Control Facility
Airport Classification
| Airport Class | Example |
| B | Seattle WA Salt Lake City UT |
| C | Portland OR Billings MT |
| D | Medford OR Helena MT |
Reference: FAR Part 71
http://www.faa.gov/avr/AFS/fars/far-71.txt
In addition for airspace classification there are also airways corresponding to certain designated route. These have evolved over time and are either victor airways or jet routes.
Victor Airways: are delineated on the ground by very high frequency omnirange radio (VOR) equipment. Each VOR station has a discrete radio frequency, numbering of Victor Airways: even numbers east/west, odd numbers north and south. The airway includes airspace within 4 miles each side of the center line of the airway. Victor airways extend from 1200 Above ground level AGL to just below 18,000 above mean sea level ( AMSL), Victor airways are delineated on charts as V-1..
Jet Airways: used by aircraft at higher altitudes, therefore fewer VOR's required. Fewer Jet routes than victor air routes, extend from 18,000 AMST to 45,000 AMSL. Above 45,000 AMSL there are no designated routes and aircraft are handled on an individual basis. Jet routes are delineated as J-1
National Plan of Integrated Airport Systems (NPIAS) is a 10 year document revised every two years, and used as a basis for AIP funding allocation.
State Level Planning
Oregon Aviation Plan 1999
Airport Master Plan must also interface with local transportation plans
Corvallis Master Plan 2000
(Ref: AC 150/5070-6A)
