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| Washington State Aviation System Plan | |
| The System | |
| System Plan Airport Summary | |
| Airport Changes | |
| Airport Reference Codes | |
| Approach Categories and Visibility Minimums | |
| System Plan Airports by Service Level | |
| Key Findings | |
| Runway Length Data | |
| Based Aircraft Trends | |
| Aircraft Operations Trends | |
| Current Enplanement Data | |
| Number of Obstructed Approaches | |
| Design Standard Compliance | |
| Pavement Condition | |
| Rates & Charges Summary | |
| System-Wide Development Needs List | |
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The Washington State Aviation System Plan (WSASP) is an inventory database that is updated every three years. Information collected in 1997, constitutes the baseline information for the WSASP database and is a comprehensive, system-wide condition assessment of each airport. There were 129 public-use airports contained within the WSASP in 1997. The system-wide inventory provided a strong baseline with information on intermodal connections, land use, airport operation trends, design standards, pavement conditions, airspace obstructions, and much more. The collected information was compiled, checked and placed into a computer database utilizing the desktop program, Microsoft ACCESS, and is now available at WSASP Airport System Plan Database on the WSDOT Internet Web site. In 2001, a consultant team was selected to update the WSASP database. The team was charged with updating the database and analyzing airport system changes. Also, included were several new elements including the collection of more precise field survey data of runway end locations and the controlling obstruction using technology advancement in the use of GPS charting and collection of airport rates and charges information. The economics of renting airport tie-down space is also examined. During 2002 and 2003 a total of 114 airports were visited. The visits were comprised of three primary efforts. First, airport management interviews were conducted to collect information such as projected capital improvement projects, land use and operations. The second effort focused on conducting a physical inventory of changes at each airport facility since the 1997 inventory. The third effort included obtaining survey data for runway end coordinates, elevations and controlling obstructions. Information within the database was collected through a standard management interview form and a physical inventory form. Additionally, a comprehensive data search was performed for all public-use airports, including airports not visited and included review of airport master plans, airport layout plans, Airport Facility Directory information, and FAA Form 5010 data. Also, information compiled in two other updates was added to the database. These included the Pavement Condition Index (PCI) data, gathered in 1999 and the Forecast and Economic Study completed in 2000. While collecting information for the 2003 update, Airport Master Record data was collected for 12 additional airports. The airports included are: Camano Island Airfield, Cedars North Airpark, Cross Winds, Hillcrest, Hoskins Field, J-Z, Lost River Resort, R&K Skyranch, Seattle Seaplanes, Shady Acres, Sky Harbor and Wilson Creek. The Aviation Division intends to collect additional information and data on these airports in the future and may add them to the Washington State System Plan. The 1997 project focused site visits on 81 airports, all below reliever status. The 2003 update also visited public use seaplane bases, state-owned and/or operated airports, and those reliever and commercial service airports not certified under FAR Part 139 for a total of 114 airports. A Part 139 certificate is required for scheduled air service by aircraft with over 30 passenger seats. The Federal Aviation Administration (FAA) inspects the Part 139 certificated airports annually. The primary role of the WSASP is to provide WSDOT Aviation Division, and the general aviation industry, necessary information to preserve the state’s system of airports and support for the following: 1. The state Aviation Policy, An equally important role of the WSASP is the transfer of information and data from the airport sponsor’s through the state system to the FAA, particularly the National Plan of Integrated Airport Systems (NPIAS). The information used to update the NPIAS not only includes information as basic facility data for each airport, but it also includes the airport sponsor lists of future capital improvement plans and development needs. Airports included in the NPIAS are eligible to receive FAA airport Improvement Program (AIP) funding, and the NPIAS development needs are evaluated nationally in the process of allocating Federal funds for airport improvements. Finally, the inventory serves to compile other work efforts undertaken in support of the WSASP. For the 2003 inventory update, the Pavement Condition Index (PCI) data gather under the 1999 WSASP update, and the forecast numbers from the Forecast and Economic Study of the 2000 WSASP update were incorporated in the updated version of the inventory database. 2001 Washington State Aviation System Plan Map 2001 Washington State Aviation System Plan - Puget Sound Area Map The following table summarizes the number of public-use facilities by service level that are currently in the State system along with changes since the 1997 baseline inventory.
The Airport Reference Code (ARC) is a coding system developed by the FAA to relate airport design criteria to the operational and physical characteristics of the airplane types that will operate at a particular airport. The ARC has two components relating to the airport design aircraft. The first component, depicted by a letter, is the aircraft approach category and relates to aircraft approach speed. The second component, depicted by a Roman numeral, is the airplane design group and relates to airplane wingspan. In the case of Design Group I, an additional designation of “small aircraft only” relates to aircraft with gross weights of 12,500 pounds or less. Generally, aircraft approach speed applies to runways and runway length related features. Airplane wingspan primarily relates to separation criteria and width-related features. Airports expected to accommodate single-engine airplanes normally fall into Airport Reference Code A-I or B-I. Airports serving larger general aviation and commuter-type planes are usually Airport Reference Code B-II or B-III. Small to medium-sized airports serving air carriers are usually Airport Reference Code C-III, while larger air carrier airports are usually Airport Reference Code D-VI or D-V.A review of the existing Airport Reference Codes for each system plan airport shows:
Approach Categories and Visibility Minimums The following table is a summary of the existing Approach Categories and Visibility Minimums for each system plan airport:
System Plan Airports by Service Level The following tables list all the current system plan airports according to their current service level:
Key to updating WSASP was obtaining more precise field survey data for runway ends and approach obstructions so that more precise computation of runway lengths and bearings could be made. In the past, planning level analyses were based upon dimensions obtained from aerial photography or methods of similar accuracy. The 1997 inventory rectified some of measurements but they still were not of survey precision. The 2003 inventory provided for further refinement of the paved runway measurements and also included initial field measurement of turf runways that were found in most cases to have considerable differences from the previously published lengths. A summary of the runway length data and increases or decreases from the previously reported lengths includes:
The number of based aircraft at general aviation airports is a big factor in planning for future facility needs. The number of based aircraft not only correlates to operational demands on airport facilities like runways, lighting and Navaids, they directly relate to ground facilities needed at individual airports, like hangar storage, fueling facilities, and aircraft service and repair needs. From the 1997 to 2003 inventories, the statewide number of based aircraft at system airports increased by 491 aircraft, or 7.1 percent. Designated reliever airports and other NPIAS airports showed based aircraft increases of 9.0 percent and 10.9 percent respectively, while the non-NPIAS general aviation airports showed a decrease in based aircraft of 9.6 percent. Commercial Service airports showed an increase in based aircraft of 14.6 percent, which is the greatest rate of increase. This highlights the need for continued facility improvements at the reliever airports and other general aviation airports to make them attractive to potential users and general aviation traffic now using commercial service airports.
Additionally, the 2003 database can access information to track based aircraft change by county. The following trends in the number of based aircraft by county were identified:
Similar to the based aircraft changes, the number of aircraft operations increased at commercial service and NPIAS facilities, and decreased at Non-NPIAS facilities. The following summarizes the changes in aircraft operations:
FAA entitlement funding for primary commercial service airports is based
upon the number of enplaned passengers. The following is the most current
FAA enplanement data for the commercial service airports in Washington
is:
Number of Obstructed Approaches The following table presents a summary of approach obstructions. As mentioned earlier, the 2003 data is based upon field survey of greater precision than previous obstruction evaluations. While the data shows a greater percentage of obstructed approaches, this is believed to be primarily due to the change in survey method.
Design standards compliance for all airports in the System below reliever status, excluding sea plane bases and state airports were evaluated. The possible total for each database is comprised of the evaluated airports. A review of design standard compliance for the entire system of airports shows the following:
For a direct comparison of design standards, information for the 86 airports listed in both the 1997 and the 2003 databases were compiled. The following table shows conformance to design standards has generally increased.
A review of the pavement condition data for the system plan airports reveals the following:
Another feature of the 2003 inventory was the collection of rates and charges information. In the past, the Washington Airport Management Association (WAMA) gathered this information. The WAMA information has been updated and expanded in the 2003 WSASP. This chart summarizes the findings of airports sharing similar fee structures. System-Wide Development Needs List A review of the development needs list gathered during the airport management interviews identifies the following system-wide needs:
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