HomeMy WebLinkAbout2017 Marana Regional Airport Master PlanFinal Report
MARANA REGIONAL AIRPORT
MARANA, ARIZONA | FEBRUARY 2017
AIRPORT
MASTER PLAN
Marana Regional Airport
Airport Master Plan
Final Report
Prepared for
Town of Marana, Arizona
By
Armstrong Consultants, Inc.
2345 S. Alma School Road, Suite 208
Mesa, AZ 85210
In association with
The Genesis Consulting Group, LLC
Woolpert, Inc.
February 2017
ADOT No. E5S3N
The preparation of this document was financed in part through a planning grant from the Arizona Department of Transportation. The
contents of this report reflect the analysis and finding of Armstrong Consultants, Inc. who are responsible for the facts and accuracy of
the data presented herein. The contents do not necessarily reflect the official views or policy of the ADOT. Acceptance of this report
by the Federal Aviation Administration (FAA) does not in any way constitute a commitment on the part of the United States to
participate in any development depicted therein nor does it indicate that the proposed development is environmentally acceptable with
applicable Public Laws.
Airport Master Plan – Marana Regional Airport i
TABLE OF CONTENTS
Chapter 1 – Marana Regional Airport Master Plan Overview ................................................................................. 1-1
1.1 Introduction ........................................................................................................................................................... 1-1
1.2 Purpose ................................................................................................................................................................... 1-1
1.3 Objectives ............................................................................................................................................................... 1-1
1.4 Airport Master Plan Process and Schedule ....................................................................................................... 1-2
1.5 Advisory Committees ........................................................................................................................................... 1-3
Chapter 2 – Inventory of Airport Assets ..................................................................................................................... 2-1
2.1 Airport History and Ownership ......................................................................................................................... 2-1
2.2 Airport Service Levels and ASSET Category ................................................................................................... 2-1
2.2.1 Federal Service Level .................................................................................................................................... 2-1
2.2.2 Federal ASSET Category ............................................................................................................................. 2-2
2.2.3 State Service Level ........................................................................................................................................ 2-2
2.2.4 Regional Service Level .................................................................................................................................. 2-3
2.3 Aeronautical Activities ......................................................................................................................................... 2-3
2.4 Airport Setting ....................................................................................................................................................... 2-4
2.5 Compatible Land Use ........................................................................................................................................... 2-5
2.6 Socioeconomic Characteristics ........................................................................................................................... 2-7
2.6.1 Local Profile ................................................................................................................................................... 2-7
2.6.2 Population ...................................................................................................................................................... 2-8
2.6.3 Employment .................................................................................................................................................. 2-9
2.6.4 Income ......................................................................................................................................................... 2-10
2.7 Climate and Meteorological Conditions ......................................................................................................... 2-10
2.7.1 Local Climatic Data ................................................................................................................................... 2-10
2.8 Neighboring Airports/Service Area ............................................................................................................... 2-11
2.9 Airport Ownership and Management ............................................................................................................. 2-13
2.10 Grant History ................................................................................................................................................... 2-13
2.11 Airport Financial Data .................................................................................................................................... 2-15
2.12 Based Aircraft and Operations ...................................................................................................................... 2-16
2.13 Certified Pilots and Registered Aircraft ....................................................................................................... 2-17
2.14 Design Standards ............................................................................................................................................. 2-17
2.14.1 Design Aircraft ......................................................................................................................................... 2-17
2.14.2 Runway Design Code (RDC) ................................................................................................................. 2-18
2.14.3 Taxiway Design Group (TDG) ............................................................................................................. 2-19
2.14.4 Airport Reference Code (ARC) ............................................................................................................. 2-19
2.14.5 Safety Areas ............................................................................................................................................... 2-21
2.14.6 Obstacle Free Zone (OFZ) and Object Free Area (OFA) ............................................................... 2-21
2.14.7 Runway Protection Zone (RPZ) ........................................................................................................... 2-22
2.14.8 Summary of Existing Design Standards ............................................................................................... 2-22
2.15 Title 14, Code of Federal Regulations (14 CFR) Part 77 Imaginary Surfaces ........................................ 2-24
2.15.1 Primary Surface ........................................................................................................................................ 2-24
2.15.2 Approach Surface .................................................................................................................................... 2-24
2.15.3 Transitional Surface ................................................................................................................................. 2-24
2.15.4 Horizontal Surface ................................................................................................................................... 2-25
2.15.5 Conical Surface ......................................................................................................................................... 2-25
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Airport Master Plan – Marana Regional Airport ii
2.15.6 Penetrations to Imaginary Surfaces ....................................................................................................... 2-25
2.15.7 Summary of Dimensional Criteria ......................................................................................................... 2-27
2.16 Airspace Characteristics .................................................................................................................................. 2-27
2.16.1 Airspace Jurisdiction ................................................................................................................................ 2-29
2.16.2 Airspace Restrictions ............................................................................................................................... 2-29
2.16.3 Instrument Approach Procedures ......................................................................................................... 2-30
2.17 Runway Wind Coverage ................................................................................................................................. 2-31
2.18 Existing Airside Facility Inventory ............................................................................................................... 2-33
2.18.1 Runways ..................................................................................................................................................... 2-33
2.18.2 Taxiway System ........................................................................................................................................ 2-36
2.18.3 Aircraft Aprons ........................................................................................................................................ 2-37
2.18.4 Pavement Condition Index (PCI) ......................................................................................................... 2-37
2.18.5 Airfield Lighting, Signage, and Visual Aids ......................................................................................... 2-41
2.18.5-1 Airfield Lighting ............................................................................................................................... 2-41
2.18.5-2 Signage ............................................................................................................................................... 2-43
2.18.5-3 Visual Aids ........................................................................................................................................ 2-43
2.18.6 Weather Reporting Systems ................................................................................................................... 2-46
2.18.7 Radio Navigational Aids ......................................................................................................................... 2-47
2.19 Existing Landside Facility Inventory ............................................................................................................ 2-51
2.19.1 Terminal Building .................................................................................................................................... 2-51
2.19.2 Airport Services/Fixed Base Operator ................................................................................................. 2-51
2.19.3 Aircraft Hangars ....................................................................................................................................... 2-52
2.19.4 Other Airport Buildings .......................................................................................................................... 2-54
2.19.5 Access Roads and Signage ...................................................................................................................... 2-56
2.19.6 Automobile Parking................................................................................................................................. 2-57
2.19.7 Utilities ....................................................................................................................................................... 2-58
2.19.8 Fencing and Security ............................................................................................................................... 2-58
2.19.9 Aviation Fuel Facilities ............................................................................................................................ 2-59
2.19.10 Emergency Services ............................................................................................................................... 2-60
2.19.11 Airport Support and Maintenance ...................................................................................................... 2-60
2.19.12 Airport Leases ........................................................................................................................................ 2-61
2.19.13 Airport Sustainability ............................................................................................................................. 2-61
2.19.14 Dark-Sky Compliance ........................................................................................................................... 2-62
2.20 Environmental Inventory ............................................................................................................................... 2-67
2.20.1 Air Quality ................................................................................................................................................. 2-67
2.20.2 Biotic Communities/Endangered and Threatened Species of Flora and Fauna ........................... 2-70
2.20.3 Coastal Zone Management Program and Coastal Barriers ............................................................... 2-71
2.20.4 Department of Transportation (DOT) Act, Section 4(f) .................................................................. 2-71
2.20.5 Farmland ................................................................................................................................................... 2-71
2.20.6 Floodplains ................................................................................................................................................ 2-72
2.20.7 Hazardous Materials ................................................................................................................................ 2-73
2.20.8 Stormwater Pollution Prevention Plan (SWPPP) ............................................................................... 2-73
2.20.8-1 Governing Law ................................................................................................................................ 2-74
2.20.8-2 Airport SWPPP ................................................................................................................................ 2-74
2.20.8-3 Spill Prevention ................................................................................................................................ 2-74
2.20.8-4 Drainage Plan ................................................................................................................................... 2-74
2.20.9 Historic, Architectural, Archeological, and Cultural Resources ....................................................... 2-74
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Airport Master Plan – Marana Regional Airport iii
2.20.10 Noise .......................................................................................................................................................... 275
2.20.11 Light Emissions ....................................................................................................................................... 275
2.20.12 Wetlands .................................................................................................................................................... 275
2.20.13 Wildlife Hazard Assessment .................................................................................................................. 276
Chapter 3 - Forecasts of Aviation Demand................................................................................................................. 3-1
3.1 Introduction ........................................................................................................................................................... 3-1
3.2 National and General Aviation Trends ............................................................................................................. 3-2
3.2.1 National Trends ............................................................................................................................................. 3-2
3.2.1 General Aviation Trends ............................................................................................................................. 3-2
3.2.3 Other Aviation Industry Trends ................................................................................................................. 3-4
3.3 Historical and Existing Aviation Activity and Fleet Mix ................................................................................ 3-5
3.4 Federal and State Forecasts and Projections .................................................................................................... 3-6
3.5 Factors Potentially Affecting Future Aviation Operations at Marana Regional Airport .......................... 3-8
3.6 Based Aircraft Forecast ........................................................................................................................................ 3-9
3.6.1 Per Capita Forecast ....................................................................................................................................... 3-9
3.6.2 Arizona State Airport System Plan Forecast ......................................................................................... 3-10
3.6.3 Cohort Forecast .......................................................................................................................................... 3-11
3.6.4 Based Aircraft Forecast Summary ........................................................................................................... 3-11
3.7 Aircraft Operations Forecast ........................................................................................................................... 3-13
3.7.1 Aircraft Operations Forecast Summary ................................................................................................. 3-14
3.8 Instrument Operations Forecast ..................................................................................................................... 3-14
3.9 Airport Seasonal Use Determination .............................................................................................................. 3-15
3.10 Hourly Demand and Peaking Tendencies ................................................................................................... 3-16
3.11 Preferred Forecast Summary ......................................................................................................................... 3-17
Chapter 4 – Facility Requirements ................................................................................................................................ 4-1
4.1 Introduction ........................................................................................................................................................... 4-1
4.2 Design Standards .................................................................................................................................................. 4-1
4.3 Airfield Capacity .................................................................................................................................................... 4-3
4.4 Airside Facility Requirements ............................................................................................................................. 4-3
4.4.1Runway Length ............................................................................................................................................... 4-3
4.4.2 Runway Orientation...................................................................................................................................... 4-7
4.4.3 Runway Width ............................................................................................................................................... 4-7
4.4.4 Runway Pavement Strength and Condition .............................................................................................. 4-7
4.4.5 Taxiway and Taxilane Requirements ......................................................................................................... 4-8
4.4.6 Aircraft Apron ............................................................................................................................................... 4-9
4.4.7 Instrument Aids to Navigation ................................................................................................................ 4-10
4.4.8 Airfield Lighting, Signage, Markings, and Visual Aids to Navigation ............................................... 4-11
4.4.9 Weather Aids .............................................................................................................................................. 4-12
4.5 Landside Facility Requirements ....................................................................................................................... 4-12
4.5.1 Terminal Building ...................................................................................................................................... 4-13
4.5.2 Hangar Facilities ......................................................................................................................................... 4-14
4.5.3 Aviation Fuel Facilities .............................................................................................................................. 4-15
4.5.4 Airport Access and Vehicle Parking ....................................................................................................... 4-16
4.5.5 Fencing ........................................................................................................................................................ 4-16
4.5.6 Security ......................................................................................................................................................... 4-17
4.5.7 Aircraft Rescue and Fire Fighting (ARFF) Equipment ....................................................................... 4-17
4.5.8 Airport Support and Maintenance Building .......................................................................................... 4-18
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Airport Master Plan – Marana Regional Airport iv
4.6 Infrastructure Needs ......................................................................................................................................... 4-18
4.7 Land Use Compatibility and Control .............................................................................................................. 4-18
4.7.1 Airport Property ......................................................................................................................................... 4-19
4.7.2 Airport Zoning ........................................................................................................................................... 4-20
4.8 Summary of Facility Requirements ................................................................................................................. 4-20
Chapter 5 – Development Alternatives ........................................................................................................................ 5-1
5.1 Introduction ........................................................................................................................................................... 5-1
5.2 Development Concepts ....................................................................................................................................... 5-1
5.3 Airside Development ........................................................................................................................................... 5-2
5.3.1 Runway Development .................................................................................................................................. 5-2
5.3.1-1 Runway 12-30 ........................................................................................................................................ 5-2
5.3.1-2 Runway 3-21 .......................................................................................................................................... 5-4
5.3.1-3 Other Runway and Airfield Recommendations ............................................................................... 5-5
5.3.2 Taxiway Development ................................................................................................................................. 5-6
5.3.3 Aircraft Apron ............................................................................................................................................... 5-6
5.3.4 Airfield Lighting and Signage ...................................................................................................................... 5-7
5.3.5 Miscellaneous Airfield Development Projects ......................................................................................... 5-7
5.4 Landside Development ........................................................................................................................................ 5-7
5.4.1 Proposed Development Strategy ................................................................................................................ 5-8
5.4.2 Terminal Building ......................................................................................................................................... 5-9
5.4.3 Hangar Development ................................................................................................................................ 5-10
5.4.4 Airport Support and Maintenance Equipment Building/ARFF Building ........................................ 5-10
5.4.5 Fuel Facility ................................................................................................................................................. 5-11
5.4.6 Expansion of Vehicle Parking Areas ...................................................................................................... 5-11
5.4.7 Air Traffic Control Tower ........................................................................................................................ 5-11
5.4.8 Aeronautical/Non-Aeronautical Development .................................................................................... 5-12
5.4.9 Miscellaneous Landside Development Projects .................................................................................... 5-13
5.5 Environmental Impacts .................................................................................................................................... 5-13
5.6 Development Costs ........................................................................................................................................... 5-13
5.7 Alternative Development Summary ............................................................................................................... 5-14
Chapter 6 – Airport Layout Plan Drawing Set ............................................................................................................ 6-1
6.1 Airport Layout Plan Drawing Set Contents ..................................................................................................... 6-1
Chapter 7 – Environmental Overview ......................................................................................................................... 7-1
7.1 Introduction ........................................................................................................................................................... 7-1
7.2 Environmental Overview .................................................................................................................................... 7-2
7.3 Environmental Overview Summary .................................................................................................................. 7-2
Chapter 8 – Airport Development and Financial Plan .............................................................................................. 8-1
8.1 Introduction ........................................................................................................................................................... 8-1
8.2 Airport Development Plan .................................................................................................................................. 8-1
8.3 Funding Sources .................................................................................................................................................... 8-3
8.3.1 Federal Aviation Administration ................................................................................................................ 8-3
8.3.2 State Funding Program ................................................................................................................................ 8-4
8.3.3 Local Funding ................................................................................................................................................ 8-5
8.4 Pavement Maintenance Plan ............................................................................................................................... 8-7
8.5 Financial Plan Recommendations ...................................................................................................................... 8-8
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Airport Master Plan – Marana Regional Airport v
8.5.1 Airport Revenue Opportunities .................................................................................................................. 8-8
8.6 Airport Development Recommendations ........................................................................................................ 8-9
8.7 Continuous Planning Process .......................................................................................................................... 8-10
8.8 Conclusion .......................................................................................................................................................... 8-10
LIST OF FIGURES
Figure 1-1 Airport Master Plan Flow Diagram ........................................................................................................... 1-3
Figure 2-1 Marana Regional Airport Location Map ................................................................................................... 2-5
Figure 2-2 Town of Marana Zoning Map .................................................................................................................... 2-6
Figure 2-3 Town of Marana Land Use Plan Categories ............................................................................................ 2-7
Figure 2-4 Service Area for Marana Regional Airport ............................................................................................ 2-12
Figure 2-5 Typical Design Aircraft and Corresponding ARC ............................................................................... 2-20
Figure 2-6 14 CFR Part 77 Imaginary Surfaces ........................................................................................................ 2-26
Figure 2-7 Classes of Airspace .................................................................................................................................... 2-28
Figure 2-8 FAA Phoenix Sectional Chart ................................................................................................................. 2-29
Figure 2-9 Wind Rose .................................................................................................................................................. 2-32
Figure 2-10 Runway 12-30 ........................................................................................................................................... 2-34
Figure 2-11 Runway 3-21 ............................................................................................................................................. 2-35
Figure 2-12 Existing PCI ............................................................................................................................................. 2-39
Figure 2-13 PCI Repair Scale ...................................................................................................................................... 2-39
Figure 2-14 Existing Runway Edge Light ................................................................................................................. 2-42
Figure 2-15 Existing Taxiway Edge Light ................................................................................................................. 2-42
Figure 2-16 Existing Airfield Destination Signage .................................................................................................. 2-43
Figure 2-17 Existing 4-Box Precision Approach Path Indicator .......................................................................... 2-43
Figure 2-18 Existing Runway End Identifier Light ................................................................................................. 2-44
Figure 2-19 Existing Primary Wind Cone and Segmented Circle ......................................................................... 2-45
Figure 2-20 Existing Rotating Beacon ....................................................................................................................... 2-45
Figure 2-21 Existing Automated Weather Observing System ............................................................................... 2-46
Figure 2-22 Existing Non-Directional Beacon (NDB) ........................................................................................... 2-47
Figure 2-23 Existing Terminal Building .................................................................................................................... 2-51
Figure 2-24 Existing Conventional Hangar Facility ................................................................................................ 2-53
Figure 2-25 Existing T-hangar Facility ...................................................................................................................... 2-53
Figure 2-26 Existing Shade Structure ........................................................................................................................ 2-54
Figure 2-27 Existing Airport Restaurant and Outdoor Seating Area ................................................................... 2-55
Figure 2-28 Existing Electrical Building Equipment .............................................................................................. 2-56
Figure 2-29 Existing Electrical Building .................................................................................................................... 2-56
Figure 2-30 Airport Main Entrance Sign .................................................................................................................. 2-57
Figure 2-31 Existing Airport Vehicle Parking Lot .................................................................................................. 2-57
Figure 2-32 Airport Access Gate and Perimeter Fence .......................................................................................... 2-58
Figure 2-33 Fuel Storage Tanks .................................................................................................................................. 2-59
Figure 2-34 Self-Serve Fuel Island ............................................................................................................................. 2-59
Figure 2-35 Fuel Truck - Jet A .................................................................................................................................... 2-60
Figure 2-36 Airport Solid Waste Disposal Practice ................................................................................................. 2-62
Figure 2-37 EPA - Counties Designated Nonattainment (NAAQS) ................................................................... 2-68
Figure 2-38 ADEQ - Nonattainment and Attainment Areas ................................................................................ 2-69
Figure 2-39 Farmland Soil Classification Map ......................................................................................................... 2-72
Figure 2-40 FEMA National Flood Insurance Rate Map ...................................................................................... 2-73
Figure 2-41 National Wetlands Inventory Vicinity Map ........................................................................................ 2-76
Figure 2-42 WHA Monitoring Location Site Map .................................................................................................. 2-77
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Airport Master Plan – Marana Regional Airport vi
Figure 3-1 Active General Aviation Aircraft ............................................................................................................... 3-4
Figure 3-2 NextGen Phases of Flight ........................................................................................................................... 3-5
Figure 3-3 Based Aircraft Forecast ............................................................................................................................ 3-12
Figure 3-4 Aircraft Operations Forecast ................................................................................................................... 3-14
Figure 3-5 Total Jet Fuel Sales .................................................................................................................................... 3-16
LIST OF TABLES
Table 1-1 Marana Regional Airport Master Plan PAC/TAC Committee Members ............................................ 1-4
Table 2-1 Historical Population ..................................................................................................................................... 2-8
Table 2-2 Population Projections .................................................................................................................................. 2-9
Table 2-3 Employment by Industry Sector for Pima County and Town of Marana1 .......................................... 2-9
Table 2-4 Temperature and Precipitation ................................................................................................................. 2-11
Table 2-5 Neighboring Airports ................................................................................................................................. 2-12
Table 2-6 Marana Regional Airport 10-year Grant History ................................................................................... 2-13
Table 2-7 Marana Regional Airport Financial Data ................................................................................................ 2-16
Table 2-8 Runway Design Code ................................................................................................................................. 2-18
Table 2-9 Existing Dimensional Standards – Runways .......................................................................................... 2-22
Table 2-10 Existing Dimensional Standards – Taxiways/Taxilanes ..................................................................... 2-23
Table 2-11 14 CFR Part 77 Imaginary Surfaces ....................................................................................................... 2-27
Table 2-12 Crosswind Component ............................................................................................................................ 2-31
Table 2-13 Wind Coverage – All Weather ................................................................................................................ 2-32
Table 2-14 Runway Pavement Composition and Strength .................................................................................... 2-36
Table 2-15 Connector Taxiways ................................................................................................................................. 2-37
Table 2-16 Aircraft Parking Aprons .......................................................................................................................... 2-37
Table 2-17 Summary of Pavement Condition Index Data ..................................................................................... 2-40
Table 2-18 Summary of Pavement Condition Number Results ............................................................................ 2-41
Table 2-19 Summary of Conventional Hangars ....................................................................................................... 2-52
Table 2-20 Summary of Aircraft Hangars ................................................................................................................. 2-54
Table 2-21 Threatened, Endangered, and Candidate Species (Pima County, Arizona) .................................... 2-70
Table 3-1 Historical, Existing, and Forecasted Aviation Activity Data .................................................................. 3-8
Table 3-2 Per Capita Forecast ..................................................................................................................................... 3-10
Table 3-3 Arizona State Airport System Plan Forecast .......................................................................................... 3-11
Table 3-4 Cohort Forecast .......................................................................................................................................... 3-11
Table 3-5 Preferred Forecast – Projected Based Aircraft Mix .............................................................................. 3-12
Table 3-6 Estimated IFR Activity at Marana Regional Airport ............................................................................. 3-15
Table 3-7 Estimate of Monthly/Daily/Hourly Demand at Non-Towered General Aviation Airport .......... 3-17
Table 3-8 Summary of Preferred Forecasts for Marana Regional Airport (2015-2035) .................................... 3-18
Table 4-1 Design Specifications of Aircraft Using Marana Regional Airport on a Frequent Basis ................... 4-2
Table 4-2 Airfield Capacity Analysis Summary ........................................................................................................... 4-3
Table 4-3 Airplane Weight Categorization for Runway Length Requirements ..................................................... 4-4
Table 4-4 Runway 12-30 Length Analysis.................................................................................................................... 4-5
Table 4-5 Runway 3-21 Length Analysis ...................................................................................................................... 4-6
Table 4-6 Aircraft Parking Apron Requirements ..................................................................................................... 4-10
Table 4-7 General Aviation Terminal Building Requirements .............................................................................. 4-13
Table 4-8 Breakdown of Aircraft Storage Types ..................................................................................................... 4-14
Table 4-9 Aircraft Hangar Requirements .................................................................................................................. 4-15
Table 4-10 Vehicle Parking Requirements ................................................................................................................ 4-16
Table 4-11 Facility Requirements Summary ............................................................................................................. 4-21
Table 5-1 Estimated Development Costs Summary ............................................................................................... 5-14
Table 7-1 Environmental Overview ............................................................................................................................. 7-3
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Airport Master Plan – Marana Regional Airport vii
Table 8-1 Financial Development Plan Over 20 years .............................................................................................. 8-2
Table 8-2 Pavement Maintenance Schedule ................................................................................................................ 8-8
Table 8-3 Projected Annual Airport Revenues and Expenses (Based on Historical Data) ................................. 8-8
LIST OF EXHIBITS
Exhibit 1 Existing Airside Facilities ........................................................................................................................... 2-49
Exhibit 2 Existing Landside Facilities ....................................................................................................................... 2-65
Exhibit 3 Proposed Development Plan .................................................................................................................... 5-15
Exhibit 4 Landside/Terminal Alternative 1 ............................................................................................................. 5-17
Exhibit 5 Landside/Terminal Alternative 2 ............................................................................................................. 5-19
Exhibit 6 Development Complexes ........................................................................................................................... 5-21
Exhibit 7 Landside/East Apron Alternative 1 ......................................................................................................... 5-23
Exhibit 8 Landside/East Apron Alternative 2 ......................................................................................................... 5-25
Exhibit 9 Landside/S.A.S.C. Alternative 1 ............................................................................................................... 5-27
Exhibit 10 CIP Phasing Plan ....................................................................................................................................... 8-11
APPENDICES ....................................................................................................................................................... A-1
Appendix A Acronyms/Glossary of Terms
Appendix B Published Instrument Approach Procedures
Appendix C FAA Forecast Approval Letter
Appendix D Agency Coordination
Appendix E ALTA/ACSM Land Title Survey
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Airport Master Plan – Marana Regional Airport
Chapter One
Marana Regional Airport Master Plan Overview
Airport Master Plan – Marana Regional Airport 1-1
Chapter 1 – Marana Regional Airport Master Plan Overview
1.1 Introduction
The 2010 Town of Marana General Plan includes a strategic vision for the community - New Focus, New
Thinking, New Direction. This fresh perspective and vision will also be used in preparation of the Airport
Master Plan for the Marana Regional Airport. Once completed, the Airport Master Plan will ensure future
airport development is designed to improve air and ground operations and enhance safety and airport services
for the Town, as well as the public users of the airport.
1.2 Purpose
An airport master plan describes and depicts the overall concept for the long-term development of an airport.
It presents the concepts graphically in the airport layout plan (ALP) drawing set, and also within a detailed and
well thought out narrative report. The goal of the plan is to provide direction for future airport development
that will satisfy aviation demand in a financially feasible manner and meet the needs of the Town of Marana
with respect to the airport. This Airport Master Plan updates and replaces the September 2007 Airport Master
Plan.
1.3 Objectives
The primary objectives of an airport master plan are to produce an attainable phased development plan that
will satisfy the airport needs in a safe, efficient, economical, and environmentally sound manner. The plan serves
as a guide to decision makers, airport users, and the general public for implementing airport development
actions while considering the Town’s goals and objectives. There are a number of objectives that the Town of
Marana would like to achieve as a result of this Airport Master Plan for the Marana Regional Airport.
Specific goals and objectives of the project include, but are not limited to:
Capture the issues that will determine proposed development;
Justify the proposed development through the technical, economic, and environmental investigation
of concepts and alternatives;
Provide an effective graphic presentation of the proposed development and anticipated land uses in
the vicinity of the airport;
Establish a realistic timeframe for the implementation of the development proposed in the plan,
particularly the short-term capital improvement program;
Propose a realistic and achievable financial plan to support the prioritized implementation schedule;
Provide sufficient project definition and detail for subsequent environmental evaluations that may be
required before a project is approved;
Chapter One Marana Regional Airport Master Plan Overview
Airport Master Plan – Marana Regional Airport 1-2
Present a plan that adequately addresses the issues and satisfies local, state, and federal regulations;
Document policies and future aeronautical demand to support municipal or local deliberations on
spending, debt, land use controls, and other policies necessary to preserve the integrity of the airport
and its surroundings;
Set the stage and establish the framework for a continuing planning process that will monitor key
activities and permit changes to the plan recommendation as required; and
Review existing land uses surrounding the airport for compatibility and control.
1.4 Airport Master Plan Process and Schedule
Airport planning takes place at the national, state, regional, and local levels. These plans are formulated on the
basis of overall transportation demands and are coordinated with other transportation planning and
comprehensive land use planning. The National Plan of Integrated Airport Systems (NPIAS) is a ten-year plan
updated biennially and published by the Federal Aviation Administration (FAA). The NPIAS lists
developments at public use airports that are considered to be of national interest and thus eligible for financial
assistance for airport planning and development under the Airport and Airway Improvement Act of 1982.
Statewide Integrated Airport Systems Planning (SIASP) identifies the general location and characteristics of
new airports and the general expansion needs of existing airports to meet statewide air transportation goals.
This planning is performed by state transportation or aviation planning agencies. Regional Integrated Airport
Systems Planning (RIASP) identifies airport needs for a large regional or metropolitan area. Needs are stated in
general terms and incorporated into statewide systems plans. Airport master plans and ALPs are prepared by
the operators of individual airports and are usually completed with the assistance of consultants. The Town of
Marana completed this Airport Master Plan with the assistance of Armstrong Consultants, Inc. The last airport
master plan was completed in September 2007. The airport master plan process involves collecting readily
available data, forecasting future aviation demand, determining facility requirements, studying various
alternatives, and developing plans and schedules. Figure 1-1 depicts the steps in the airport master plan process.
This process takes into consideration the needs and concerns of the airport sponsor, airport tenants and users,
as well as the general public.
Chapter One Marana Regional Airport Master Plan Overview
Airport Master Plan – Marana Regional Airport 1-3
1.5 Advisory Committees
As a part of the planning process, the airport master plan established two advisory committees to assist with
the overall future development plan for Marana Regional Airport. The Planning Advisory Committee (PAC)
provided high-level guidance and advice on development plans for the future of the airport. The Technical
Advisory Committee (TAC) consisted of members representing various interests in and around the airport who
were very familiar with the airfield and who were able to provide technical guidance and suggestions in more
detail. Both committees’ involvement throughout this Airport Master Plan process helped to keep interested
parties informed and fostered consensus for future development actions. Representatives for both committees
are shown in Table 1-1.
Figure 1-1 Airport Master Plan Flow Diagram Source: Armstrong Consultants, Inc., 2015
Chapter One Marana Regional Airport Master Plan Overview
Airport Master Plan – Marana Regional Airport 1-4
Table 1-1 Marana Regional Airport Master Plan PAC/TAC Committee Members
Name Title Affiliation PAC TAC
Steve Miller Airport Manager Town of Marana X X
Curt Woody Economic Development Manager Town of Marana X
Galen Beem Airport Operations Coordinator Town of Marana X
Jamsheed Mehta Deputy Town Manager Town of Marana X X
Erik Montague Finance Director Town of Marana
Keith Brann Director of Engineering Town of Marana X
Shannon Shula Planner Town of Marana X X
Ryan Benavides Public Works Director Town of Marana X
Morris Reyna Construction Division Manager Town of Marana X
Jennifer Christelman Deputy Director of Engineering Town of Marana X
Heath Vescovi-Chiordi Management Assistant Town of Marana X
Lisa Shafer Director of Community Development Town of Marana X
Kyler Erhard Community Planner FAA X X
Brad Davis Engineer FAA X X
Jennifer Grunest Airport Grants Manager ADOT Aeronautics X X
Don Kriz State Engineer ADOT Aeronautics X X
Michael Ostermeyer Airspace Manager/Aviation Safety
Officer Arizona Army National Guard X
Lt. Col. Chad Smith State Aviation Officer Arizona Army National Guard X
Victor Palma Engineer DOWL X X
Peter Barbier Director of Operations Tucson Aeroservice Center X
Ed Stolmaker President/CEO Marana Chamber of Commerce X
Lt. Col. David Stine Airspace Manager Arizona Air National Guard – 162nd
Fighter Wing
X
Stuart Rodeffer Battalion Chief Northwest Fire District X
Dr. Allen Aven Pilot Retired Physician X
Jim Petty Airport Manager Pinal Airpark X
Mike McDougall Owner Fighting Classics X
Gary Abrams President/CEO Tucson Aeroservice Center X
Jaime Brown Senior Transportation Planner Pima Association of Governments X
Bill Muszala Owner ATW Aviation, Inc. X
Source: Armstrong Consultants, Inc., 2015
Airport Master Plan – Marana Regional Airport
Chapter Two
Inventory of Airport Assets
Airport Master Plan – Marana Regional Airport 2-1
Chapter 2 – Inventory of Airport Assets
2.1 Airport History and Ownership
Marana Regional Airport (the Airport) was built during World War II by the U.S. Army as part of a system of
auxiliary airfields to Pinal Airpark (originally Marana Airbase). The Airport was formerly known as Avra Valley
Airport and also Marana Auxiliary No.21. Primarily a flight training base for military aviators during World War
II, Pinal Airpark also served as the home base for operations. The related system of auxiliary fields acted as
remote facilities to alleviate flight congestion at Pinal Airpark.
A businessman from Tucson leased the Airport in 1968 from the Bureau of Land Management (BLM) and
reactivated it for personal and public use. He subsequently formed Avra Air to operate the Airport. In 1974,
the BLM authorized the assignment of the original lease from Avra Air to Pima County which in turn
maintained it as a public-use airport. In 1982, Pima County acquired fee simple interest in the Airport. In 1999,
a master plan was prepared for the Avra Valley Airport. Later in 1999, the Airport was purchased by the Town
of Marana and renamed the Marana Regional Airport. The Town of Marana currently owns and maintains the
Airport.
2.2 Airport Service Levels and ASSET Category
2.2.1 Federal Service Level
Since 1970, the FAA has classified a subset of the 5,400 public-use airports in the United States as
being vital to serving the public needs for air transportation, either directly or indirectly, and therefore
may be made eligible for federal funding to maintain their facilities. These airports are classified within
the National Plan of Integrated Airport Systems (NPIAS), where the airport service level reflects the
type of public use the airport provides. The service level also reflects the funding categories established
by Congress to assist in airport development.
The categories of airports listed in the NPIAS are:
Commercial Service – These are public airports that accommodate scheduled air carrier
service provided by the world’s certificated air carriers. Commercial service airports are either:
Primary – a public-use airport that enplanes more than 10,000 passengers annually, or
Non-primary - a public-use airport that enplanes between 2,500 and 10,000 passengers
annually.
Reliever – This is an airport designated by the FAA as having the function of relieving
congestion at a commercial service airport by providing more general aviation access. These
airports comprise a special category of general aviation (GA) airports and are generally located
within a relatively short distance of primary airports. Privately owned airports may also be
identified as reliever airports.
1 Marana Regional Airport Master Plan, September 2007
Chapter Two Inventory of Airport Assets
Airport Master Plan – Marana Regional Airport 2-2
General Aviation – These are public airports that do not have scheduled service, or have
scheduled service with less than 2,500 passenger enplanements per year.
According to the Report of the Secretary of Transportation to the United States Congress on the
National Plan of Integrated Airport Systems (NPIAS) 2015-2019, dated September 2014, there are
3,331 existing NPIAS airports and 14 proposed airports that are anticipated to open within the 5-year
period covered by this report.
Arizona has a total of 59 airports included in the NPIAS according to the Report to the US Congress.
The Marana Regional Airport is also one of eight airports in the state classified as a Reliever airport.
To be eligible for reliever designation, an airport must be open to the public, have 100 or more based
aircraft, or have 25,000 annual itinerant operations. All of the reliever airports in Arizona are publicly
owned. The existing 264 reliever airports in the NPIAS have an average of 177 based aircraft, which
in total represent 23 percent of the Nation’s general aviation fleet according to the Report to the US
Congress.
2.2.2 Federal ASSET Category
In 2010, the FAA began examining the roles general aviation plays in our national airport system. At
the time, general aviation airports had not been thoroughly studied at the national level for more than
40 years. The original report identified 497 unclassified airports that did not fit into one of the newly
established categories and for which a separate category could not be defined. As a result, the FAA
initiated a follow-on initiative known as ASSET 2 which began in early 2013. The results of ASSET 2
concluded that 212 of the original 497 unclassified airports met the criteria for inclusion as regional,
local, or basic.
The new ASSET categories are:
National – Supports the national and state system by providing communities with access to
national and international markets in multiple states and throughout the United States.
Regional – Supports regional economies by connecting communities to statewide and
interstate markets.
Local – Supplements local communities by providing access primarily to intrastate and some
interstate markets.
Basic – Supports general aviation activities such as emergency service, charter or critical
passenger service, cargo operations, flight training and personal flying.
In Arizona, there are two airports in the national category, 10 in the regional, 18 in the local, and 17 in
the basic. Two NPIAS airports remain unclassified. The Marana Regional Airport is one of 10 regional
airports classified in the new ASSET categories.
2.2.3 State Service Level
At the state level, the Arizona Department of Transportation Multi-modal Planning Division –
Aeronautics Group has long recognized the importance of planning as a proactive approach to ensure
aviation continues its role in the statewide transportation system. They created a similar plan to the
FAA’s NPIAS in 1978 called the Arizona State Airports System Plan (ASASP). The purpose of the
Chapter Two Inventory of Airport Assets
Airport Master Plan – Marana Regional Airport 2-3
ASASP is to provide a framework for the integrated planning, operation, and development of Arizona’s
aviation assets. The most current version of the ASASP was published in 2008.
The ASASP concluded that five airport roles best meet the needs of Arizona. The five airport roles are
defined as follows:
Commercial Service Airports – Publicly owned airports which enplane 2,500 or more
passengers annually and receive scheduled passenger air service.
Reliever Airports – FAA-designated airports that relieve congestion at a commercial service
airport.
GA-Community Airports - Airports that serve regional economies, connecting to state and
national economies, and serve all types of general aviation aircraft.
GA-Rural Airports – Airports that serve a supplemental role in local economies, primarily
serving smaller businesses, recreational, and personal flying.
GA-Basic – Airports that serve a limited role in the local economy, primarily serving
recreational and personal flying.
Marana Regional Airport is categorized as a Reliever airport. There are a total of 82 airports included
in the ASASP. The Airport is also one of eight reliever airports in Arizona.
2.2.4 Regional Service Level
The Pima Association of Governments (PAG) prepared a Regional Aviation System Plan (RASP) in
2002 for eight airports in the region. The RASP classifies airports as either Level I or Level II. Level I
airports should be able to accommodate a full range of business/corporate general aviation aircraft.
Level II airports should be able to accommodate all single-engine and small twin-engine general
aviation aircraft. According to the RASP, Marana Regional Airport is one of four public-use airports
classified as a Level I airport. It should be noted that since Davis-Monthan AFB does not play a role
within the Regional System, in terms of satisfying general aviation needs, it was not included in the
classification of airports in the region.
In reviewing the various service levels, ASSET categories, and classifications from the federal, state,
and regional perspectives, they all appear to accurately describe the role Marana Regional Airport plays
in the country, state, region, and the local community.
2.3 Aeronautical Activities
The aircraft using the Airport are predominately single-engine piston, multi-engine piston, turbo-prop, light
turbo-jet, and rotorcraft. On occasion, large corporate jets such as the Gulfstream V and Bombardier Global
Express also use the airport. The role of a general aviation reliever airport lends itself to specific aeronautical
activities. The types of aeronautical activities found at the Airport include the following:
Business Transportation - Business aviation users must travel to or from commerce centers to
conduct activities in a single day, usually without requiring an overnight stay or extensive ground travel
time. This includes travel by state and federal government agency officials. Generally, single-engine
Chapter Two Inventory of Airport Assets
Airport Master Plan – Marana Regional Airport 2-4
and multi-engine piston or turbo-prop aircraft are used by local or small business travelers; large
corporations may utilize a wide variety of jet aircraft.
Recreational and Tourism – This category includes transient pilots and passengers flying into the
region to visit recreational and tourist attractions. Single-engine piston aircraft are the most common
aircraft used within this category; however, a small percentage of multi-engine piston or turbo-prop
aircraft may be used. Other types of aircraft in this category include home-built, experimental aircraft,
gliders, and ultralights.
Flight Training - Local and itinerant flights conducted in order to meet flight proficiency
requirements for obtaining FAA pilot certifications are included in this category. These flights include
touch-and-go operations, day and night local and cross-country flights, and practice instrument
approach procedures. The most common aircraft operating in this category include single- or multi-
engine piston or turbo-prop aircraft.
Military - Military operations are those conducted by U.S. or foreign military aircraft and personnel
for the purposes of national security and defense. Almost all military operations are training or
proficiency activities. A wide range of aircraft may be used for these operations, including multi-engine
piston or turbo-prop, turbo-jet, jet, or rotary.
Air Medevac Services – Air medical evacuation (medevac) services provide essential emergency
medical transportation for life threatening situations and assists in patient transfers by air to higher
level care facilities using both fixed-wing and helicopters. The most common aircraft operated in this
category include turbine-engine rotorcrafts and multi-engine piston or turbo-prop aircraft. Lifenet is
an air medevac company who currently has a base on the Airport.
2.4 Airport Setting
Marana is located approximately 15 miles northwest of the City of Tucson. The Town of Marana is located
primarily in Pima County, but parts also extend into Pinal County. Pima County covers a total area of 9,189
square miles and contains five incorporated cities. The elevation in Pima County ranges from 1,200 feet to the
peak of Mount Lemmon at 9,185 feet above mean sea level (MSL). Approximately 15 percent of the population
of Arizona resides in Pima County2.
The Marana Regional Airport encompasses approximately 570 acres and is located at an elevation of 2,031 feet
MSL. The Airport is located off of Avra Valley Road, which is approximately five miles west of Interstate 10
(I-10). The geographic location of the Airport is depicted in Figure 2-1.
2 According to the U.S. Census Quick Facts 2014 population estimates for Arizona and Pima County.
Chapter Two Inventory of Airport Assets
Airport Master Plan – Marana Regional Airport 2-5
2.5 Compatible Land Use
Land use compatibility conflicts are a common problem around many airports, including smaller general
aviation facilities. In urban areas, as well as some rural settings, airport owners find that essential expansion to
meet the demands of airport traffic is difficult to achieve due to the nearby development of incompatible land
uses. Aircraft noise is generally a deterrent to residential development and other noise sensitive uses. In
accordance with State of Arizona airport compatibility legislation, residential development should be placed
outside of the 65 day-night average sound level (DNL) noise contour.
The Town of Marana received a Record of Approval for the Marana Regional Airport Noise Compatibility
Program (NCP) in November 2008. The NCP describes the current and future non-compatible land uses based
on the parameters as established in Title 1, Code of Federal Regulations (CFR), Part 150, Airport Noise
Compatibility Planning. According to the Record of Approval, the NCP includes one recommended noise
abatement element, five land use planning elements, and two program management elements. The
recommended elements will be taken into consideration during the development of this study.
Conflicts may also exist in the protection of runway approach/departure and transition zones to ensure the
safety of both the flying public and the adjacent property owners. Adequate land for this use should be either
owned in fee or controlled through easements, as recommended in this and future sections of this Airport
Master Plan.
In the Town of Marana, the Land Development Code (LDC) is the regulating document for any land that is
not part of a Specific Plan (Zone F). The LDC regulates land use with respect to zoning, subdivision regulations,
signage, parking, landscaping, and other critical standards that promote public health, safety, and welfare. The
Town of Marana LDC, Title 5 – Zoning was last updated in April of 2014. All references to zoning contained in
the Airport Master Plan will be to the April 2014 version.
Prior to April 6, 1993, the Town of Marana was divided into five zones. These zones were as follows: Zone A,
Small Lot Zone; Zone B, Medium Sized Lot Zone; Zone C, Large Lot Zone; Zone D, Designated Flood Plain
Figure 2-1 Marana Regional Airport Location Map
City of Tucson
Marana Regional Airport
Source: Google Earth, 2015
Chapter Two Inventory of Airport Assets
Airport Master Plan – Marana Regional Airport 2-6
Zone; and Zone E, Transportation Corridor Zone. According to the LDC, these zones shall remain in place
until reclassified by the property owner, or the Town. Subsequent to April 6, 1993, the Town of Marana
established a new set of zones and criteria for those zones which are reflected in Section 5.10 through 5.12,
inclusive of the LDC. The most recent zoning map reveals that the Airport is bordered to the north, east, and
south by Zone C – Large Lot Zone, AG – Agricultural, and farther to the north, Zone D – Designated Flood
Plain Zone. To the west of the airport resides Zone E – Transportation Corridor Zone. The existing zoning
for the land surrounding the Airport is depicted on Figure 2-2. The Marana 2010 General Plan also contains
a review of the land uses and their categories. The review includes the Airport as depicted on Figure 2-3. The
closest residential developments are located approximately 1 ½ miles north of the airport. The residential
developments are also north of the Santa Cruz River.
Figure 2-2 Town of Marana Zoning Map Source: Town of Marana, July 2015
Chapter Two Inventory of Airport Assets
Airport Master Plan – Marana Regional Airport 2-7
2.6 Socioeconomic Characteristics
The socioeconomic makeup of the community surrounding an airport is always an important aspect to examine
during the airport master planning process. Examining the specific socioeconomic characteristics of the Town
of Marana will help determine the factors influencing aviation activity in the area and the extent to which
aviation facility developments are needed. Characteristics such as employment, demographic patterns, and
income will help in establishing the potential growth rate of aviation within the area. By analyzing the
information in this Chapter, forecasts of aviation activity can be developed. The forecasts are provided in
Chapter 3, Forecasts of Aviation Activity.
2.6.1 Local Profile
Although a relatively young municipality, the community has a long and rich history with more than
4,200 years of continuous human occupation in Marana and the surrounding middle Santa Cruz Valley.
During World War II, the impact of the rising importance of the military came quickly to Marana. The
Marana Airfield (1942-1945) was one of the largest pilot-training centers during WWII, training some
10,000 flyers, and Titan missile sites were later located in the area as part of a complex of ballistic
missile installations built around Tucson.
Figure 2-3 Town of Marana Land Use Plan Categories Source: Town of Marana, 2010 General Plan, July 2015
Chapter Two Inventory of Airport Assets
Airport Master Plan – Marana Regional Airport 2-8
In March 1977, the Town incorporated about 10 square miles and in August of that year, the 1,500
townspeople elected their first Town council. The Town is now a little more than 120 square miles
with a population of 40,4383.
2.6.2 Population
Population is a fundamental demographic element to consider when planning for the future needs of
an airport. The State of Arizona has historically been one of the fastest growing states in the country.
According to 2010 U.S. Census data, there are 980,263 people residing in Pima County and 34,961 in
the Town of Marana; the Town of Marana’s population increased at a double-digit annual growth rate
from 2000-2010. Population growth in the Town has been far ahead of Pima County and the State of
Arizona historically. The population trends are illustrated in Table 2-1.
Table 2-1 Historical Population
Location Year
2000
Year
2010
Average Annual Growth Rate
2000-2010
Arizona 5,130,632 6,392,017 2.5%
Pima County 843,746 980,263 1.6%
Town of Marana 13,556 34,961 15.8%
Source: U.S. Census Bureau, 2000 and 2010 Census Briefs
Population projections for Pima County and Arizona were obtained from the Arizona Department of
Administration, Office of Employment and Population Statistics. Based upon 2012 data, the
population of Pima County is projected to grow on average 1.4 percent annually between 2015 and
2030; the population of Arizona is projected to grow on average 1.8 percent annually between 2015
and 2030.
Long-range population projections for the Town of Marana were taken from the Arizona Department
of Economic Security (DES) and were approved by the DES Director in August of 1997. The
projections are dated, but are still considered valid for comparison purposes. Based on the approved
projections, the population was expected to be 46,078 by 2010 and 62,328 by 2015. Based on the
Census data in Table 2-1, the Town of Marana is approximately 31.7 percent below the projected
population for 2010. Therefore, to arrive at the projected populations over the course of the planning
period, the data from the approved projections from 2015 to 2035 were also reduced by 31.7 percent
to arrive at an approximate population for that period. These population projections are shown in
Table 2-2.
Traditionally, population growth in an area is advantageous to airports; an increase in an area’s
population often means the potential for increases in an airport’s user base and aviation and non-
aviation related businesses.
3 Town of Marana Web Site, www.maranaaz.gov, December 2016
Chapter Two Inventory of Airport Assets
Airport Master Plan – Marana Regional Airport 2-9
Table 2-2 Population Projections
2015 2020 2025 2030 2035
Average Annual Growth
Rate
2015-2035
Arizona 6,777,534 7,485,163 8,168,354 8,852,645 9,540,800 2.0%
Pima County 1,022,100 1,100,000 1,172,500 1,243,100 1,312,100 1.4%
Town of
Marana 47,325 58,126 67,333 75,420 82,782 3.7%
Source: Arizona Department of Administration, Office of Employment and Population Statistics (medium series projections), retrieved July
2015
2.6.3 Employment
According to the U.S. Census Bureau 2012 American Community Survey 5-year estimates for
economic characteristics, the largest employment industry sectors in Pima County and the Town of
Marana are educational services and health care; manufacturing; retail trade; professional, scientific,
and management services; and arts, entertainment, and recreation, and accommodation and food
services. Employment distribution by industry sector for the Pima County and the Town of Marana is
shown in Table 2-3.
As of April 2015, the seasonally adjusted unemployment rate in Arizona was 6 percent. For the same
period the national unemployment rate was 5.4 percent. The unemployment rate in Arizona has been
trending lower from a high of 7.6 percent in April 2013.
Table 2-3 Employment by Industry Sector for Pima County and Town of Marana1
Pima
County
Town of
Marana
Agriculture, forestry, fishing and hunting, and mining 1.0% 0.8%
Construction 6.8% 4.1%
Manufacturing 7.4% 13.0%
Wholesale trade 1.7% 1.8%
Retail trade 11.9% 11.4%
Transportation and warehousing, and utilities 3.9% 4.7%
Information 1.7% 2.4%
Finance and insurance, and real estate and rental and leasing 5.4% 5.1%
Professional, scientific, and management, and administrative and waste management services 11.4% 10.8%
Educational services, and health care and social assistance 25.7% 25.6%
Arts, entertainment, and recreation, and accommodation and food services 11.0% 8.1%
Other services, except public administration 5.5% 3.3%
Public administration 6.6% 8.9%
Total 100% 100%
Note. 1 Data includes the civilian employed population 16 years and over.
Source: U.S. Census Bureau, 2012 American Community Survey 5-year Estimates, Economic Characteristics, retrieved July 2015
Chapter Two Inventory of Airport Assets
Airport Master Plan – Marana Regional Airport 2-10
2.6.4 Income
According to the U.S. Census for 2011-2013, the median household income in Arizona was
approximately $49,774. Likewise, according to the same data, the median household income in Pima
County was $45,841 and $73,149 in the Town of Marana. The per capita income (2013 dollars) for
2009-2013 was $25,269 for Pima County, $32,868 for the Town of Marana, and $25,358 for the State
of Arizona.
The average number of persons per household was 2.5 in Pima County, 2.69 in the Town of Marana,
and 2.67 for Arizona as a whole. The percentage of families living below the poverty line for 2009-
2013 was 19.2 percent for Pima County, 4.3 percent for the Town of Marana, and 17.9 percent for the
State of Arizona.
2.7 Climate and Meteorological Conditions
Meteorological conditions play an important role in the planning and development of an airport. Wind direction
and speed are essential in determining optimum runway orientation. Temperatures substantially affect aircraft
performance and are a major factor in runway length determination. The percentage of time an airport
experiences low visibility because of meteorological conditions is a key factor in determining the need for
instrument approach procedures and the type of procedure and facilities needed. The type of instrument
approach procedure that might be needed, in turn, determines airspace and imaginary surface requirements.
The amount and type of precipitation that occurs at an airport affects visibility and runway friction, or runway
braking effectiveness. It also affects the type of maintenance equipment required, for example, snow and ice
removal equipment.
2.7.1 Local Climatic Data
According to the Western Regional Climate Center, the monthly average maximum temperature for
the hottest month (July) is 101.4 degrees Fahrenheit. August is the month with the largest amount of
precipitation (2.84 inches). The total annual average precipitation is 12.69 inches. The temperature and
precipitation is summarized in Table 2-4.
Chapter Two Inventory of Airport Assets
Airport Master Plan – Marana Regional Airport 2-11
Table 2-4 Temperature and Precipitation
Month Mean Maximum Temperature
(Fahrenheit)
Mean Minimum Temperature
(Fahrenheit)
Precipitation
(Inches)
January 66.7 40.8 0.97
February 69.2 43.0 0.97
March 75.0 47.1 0.92
April 82.7 53.0 0.38
May 92.2 61.1 0.22
June 100.9 70.1 0.33
July 101.4 75.0 2.00
August 99.0 73.4 2.84
September 96.3 69.0 1.29
October 86.6 58.0 0.90
November 74.4 46.6 0.70
December 65.4 39.7 1.17
Annual 84.1 56.4 12.69
Source: Western Regional Climate Center, retrieved July 2015
2.8 Neighboring Airports/Service Area
As previously discussed, Marana Regional Airport is located in the southern region of Arizona. The region’s
mild climate and terrain serve as an ideal location for an airport. A general comparison of several other notable
public airports in the vicinity of Marana Regional Airport was conducted in order to illustrate their proximity
to the study airport and to give an overall picture of the types of aeronautical facilities available to the
surrounding communities. This type of comparison is typically performed in order to define an airport’s service
area. An airport service area is defined by the communities and surrounding areas served by the airport facility.
For example, factors such as the airport’s surrounding topographical features (mountains, rivers, etc.), proximity
to its users, quality of ground access, required driving time to the airport and the proximity of the facility to
other airports that offer the same or similar services can all affect the size of a particular airport’s service area.
To define the service area for Marana Regional Airport, the public airports in the area and the general services
and facilities they provide were reviewed. Table 2-5 summarizes the closest public airports and their services.
The service area includes the area within half the distance (in nautical miles) of the nearest airport with a
published instrument approach procedure as shown on Figure 2-4. In this instance, Ryan Field is the closest
airport with published instrument approach procedures.
Chapter Two Inventory of Airport Assets
Airport Master Plan – Marana Regional Airport 2-12
Table 2-5 Neighboring Airports
FAA
Identifier
Distance
(Nautical Miles
and
Direction)
Distance
(Highway
Miles)
Federal
Service Level
(NPIAS)
Primary
Runway
(Length and
Width)
Pavement
Type
Instrument
Procedures Fuel
Pinal Airpark MZJ 8 NW 12 GA 6,849’ x 150’ Asphalt None No
Ryan Field RYN 16 S 24 R 5,503’ x 75’ Asphalt ILS or LOC,
NDB/DME, GPS Yes
Tucson International
Airport TUS 23 SE 30 P 10,996’ 150’ Asphalt ILS, RNP, GPS,
VOR/DME Yes
Eloy Municipal Airport E60 30 NW 40 GA 3,901’ x 75’ Asphalt None Yes
Coolidge Municipal
Airport P08 33 NW 58 GA 3,873’ x 75’ Asphalt GPS, VOR/DME Yes
Note. Abbreviations: P=Commercial Service - Primary, GA=general aviation, R=Reliever
Source: www.AirNav.com, 2015
Figure 2-4 Service Area for Marana Regional Airport Source: Google Maps, 2015
Ryan Field
Marana Regional Airport
Chapter Two Inventory of Airport Assets
Airport Master Plan – Marana Regional Airport 2-13
2.9 Airport Ownership and Management
Marana Regional Airport is owned, operated, and maintained by the Town of Marana. The Town Council is
responsible for the administration and financial oversight of the airport. The Town Council is made up of seven
members who serve four-year terms. The Mayor of the Town also serves a four-year term. The Town of Marana
currently employs an airport manager (who reports to the City Manager’s Office on matters pertaining to the
Airport), two airport maintenance workers, and a part-time administrative person. The airport manager handles
the daily administrative and operational duties at the Airport.
2.10 Grant History
The Town of Marana has received numerous grants from the Federal Aviation Administration (FAA) over the
years through the Airport Improvement Program (AIP) for the development of the Airport. The AIP is funded
through the Aviation Trust Fund which was established in 1970 to provide funding for eligible projects as
defined in the AIP Handbook.
The Arizona Department of Transportation (ADOT) has also provided numerous grants to the Town of
Marana for the development of the Airport. The Arizona Revised Statutes (A.R.S.) are laws established by the
state of Arizona which encourage and advance the safe and orderly development of aviation in the state.
The combined grant history for the last 10 years of capital improvements at Marana Regional Airport is depicted
in Table 2-6.
Table 2-6 Marana Regional Airport 10-year Grant History
Federal
Fiscal
Year/State
Fiscal Year
(FFY/SFY)
Federal AIP
Grant Number
State
ADOT
Grant
Number
Grant Description
and Project Type
Federal
Grant
Amount
State Grant
Amount
Local
Share
Amount
Total
Amount
SFY2005 - ADOT
E5S09 Update Master Plan - $180,000 $20,000 $200,000
SFY2005 - ADOT
E5S10 Apron Reconstruct - $450,000 $50,000 $500,000
SFY2005 - ADOT
E5S80
EA for Land
Acquisition - $465,388 $51,710 $517,098
FFY2004/S
FY2005 3-04-0058-10 ADOT
E5F71
Rehabilitate
Runway 12-30 $175,000 $4,606 $4,605 $184,211
FFY2004/S
FY2005 3-04-0058-10 ADOT
E5F72
Acquire Land for
Approaches $125,000 $3,290 $3,290 $131,579
SFY2005 - ADOT
E5S87 APMS - $248,409 $0 $248,409
FFY2005/S
FY2006 3-04-0058-013 ADOT
E6F57
Construct Taxiway
E $2,157,395 $56,776 $56,775 $2,270,946
FFY2005/S
YY2006 3-04-0058-012 ADOT
E6F56
Conduct FAR Part
150 Study $200,000 $5,264 $5,263 $210,527
SFY2006 - ADOT
E6S24
Construct Security
Fence - $315,000 $35,000 $350,000
SFY2006 - ADOT
E6S26
Taxiway B Electrical
Upgrades - $1,080,000 $120,000 $1,200,000
Chapter Two Inventory of Airport Assets
Airport Master Plan – Marana Regional Airport 2-14
Table 2-6 Marana Regional Airport 10-year Grant History - Continued
Federal
Fiscal
Year/State
Fiscal Year
(FFY/SFY)
Federal AIP
Grant Number
State
ADOT
Grant
Number
Grant Description
and Project Type
Federal
Grant
Amount
State Grant
Amount
Local
Share
Amount
Total
Amount
SFY2006 - E6S88
Replacement of
Runway 12-30
MIRLS
- $397,736 $44,193 $441,929
SFY2007 - E7S147 Fire Protection –
Phase 1 - $1,350,000 $150,000 $1,500,000
SFY2007 - E7S75
New Airport
Terminal – Design
Only
- $360,000 $40,000 $400,000
SFY2007 - E7S15 Large Aircraft
Apron Reconstruct - $1,250,000 $138,888 $1,388,888
FFY2006/
SFY2007 3-04-0058-014 E7F66
Rehabilitate
Runway 03-21.
Taxiway A, E and
others (Design);
Taxiway E Apron
and Access Road
(Design &
Construct)
$5,007,750 $131,787 $131,787 $5,271,324
FFY2007/
SFY2008 3-04-0058-15 E8F63
Construct Air Traffic
Control Tower –
Design Only (Phase
I)
$150,000 $3,948 $3,947 $157,895
SFY2008 - E8S09 Fire Protection -
Phase II - $540,000 $60,000 $600,000
SFY2008 - E8S10
Bypass Apron
(Design &
Construct)
- $760,387 $84,487 $844,874
SFY2008 - E8S11 Construct Security
Fence and Gates - $220,000 $24,444 $244,444
SFY2008 - E8S12
Reconstruct &
Expand South
Apron
- $429,613 $47,734 $477,347
FFY2007/
SFY2008 3-04-0058-015 E8F6
Acquire Land for
Approaches (90
acres)
$880,000 $23,159 $23,158 $926,317
FFY2008/
SFY2009 3-04-0058-016 E9F24
Construct Air Traffic
Control Tower -
Design Only (Phase
II)
$111,240 $2,928 $2,927 $117,095
FFY2008/
SFY2009 3-04-0058-017 E9F65
Construct Air Traffic
Control Tower -
Design Only (Phase
III)
$68,073 $1,792 $1,791 $71,656
FFY2009/
SFY2010 3-04-0058-018 E10F25
Construct Air Traffic
Control Tower -
Design Only (Phase
IV)
$120,687 $3,176 $3,176 $127,039
Chapter Two Inventory of Airport Assets
Airport Master Plan – Marana Regional Airport 2-15
Table 2-6 Marana Regional Airport 10-year Grant History - Continued
Federal
Fiscal
Year/State
Fiscal Year
(FFY/SFY)
Federal AIP
Grant Number
State
ADOT
Grant
Number
Grant Description
and Project Type
Federal
Grant
Amount
State Grant
Amount
Local
Share
Amount
Total
Amount
SFY2012 - E2S81 APMS - $539,679 $59,964 $599,643
SFY2015 - E5S1C APMS - $1,382,725 $153,636 $1,536,361
SFY2015 - E5S10
Runway/Taxiway
Guidance Sign
Replacement and
Taxiway In-
pavement Light
Replacement
- $463,500 $51,500 $515,000
SFY2015 - E5S3N
Master Plan
Update, GIS,
Business Plan, Rates
and Charges
- $414,000 $46,000 $460,000
Total amount $8,995,145 $11,083,163 $1,414275 $21,492,582
Note: Grant amounts represent the original amount granted to the Sponsor. The final close-out amounts may be different and are not shown.
Source: ADOT MPD - Aeronautics Group, July 2015
2.11 Airport Financial Data
Financial data was obtained for the Marana Regional Airport from 2012 to 2014 in order to conduct a review
of the revenue and expenditures. The data provides a baseline for the financial status of the airport and allows
for further evaluation in the Airport Development and Financial Plan chapter. It is important to note that Town
of Marana fiscal year is from July 1st to June 30th.
Revenue reports for the last three fiscal years (2012 through 2014) were fairly consistent indicating between
$251,000 and $285,000 in annual revenue, or approximately an 11% maximum variance over the period.
Operating expenses over the same period have been on the rise with the largest increases in the fuel and supplies
categories. The net difference of expenses over income has risen from $26,600 in 2012 to $138,500 annually in
2014 due to general increases in airfield maintenance, operating costs, and salaries.
The airport’s aging infrastructure and need for new capital programs will continue to contribute to increasing
costs associated with the airport’s operational and maintenance requirements. However, opportunities for new
revenue source development to offset operating and development costs, including new proposed Capital
Improvement Projects, also exist and will be evaluated in the Strategic Business Plan for the Marana Regional
Airport which is also currently under development.
Chapter Two Inventory of Airport Assets
Airport Master Plan – Marana Regional Airport 2-16
Table 2-7 Marana Regional Airport Financial Data
2014 2013 2012
Annual Revenues
Fuel (Jet A, AVGAS) $26,000 $26,000 $24,000
Open tie-downs $25,000 $37,000 $30,000
Land Leases for Private
Hangars $180,000 $185,000 $184,000
Charges for Services $20,000 $37,000 $19,000
Total Revenue $251,000 $285,000 $257,000
Operating Expenditures
Salaries and Benefits $144,000 $138,000 $135,000
Fuel and Supplies $89,500 $16,000 $15,000
Maintenance $109,000 $100,000 $85,000
Insurance $12,000 $12,000 $12,000
General Administration $24,000 $23,000 $22,000
Equipment $11,000 $15,000 $14,000
Total Operating
Expenditures $389,500 $304,000 $283,000
Net - Loss/+ Gain -$138,500 -$19,000 -$26,000
Source: Marana Airport Manager, June 2015
2.12 Based Aircraft and Operations
There are various federal, state, and local sources available for determining existing activity levels at an airport.
These include, but are not limited to, FAA Form 5010-1 Airport Master Record, FAA Terminal Area Forecast
(TAF), on-site inventory, and airport management records.
The FAA Form 5010-1 Airport Master Record is the official record kept by the FAA to document airport physical
conditions and other pertinent information. The information is typically collected from the airport sponsor and
includes an annual estimate of aircraft activity as well as the number of based aircraft. The accuracy of the
information contained in the 5010-1 form varies directly with the airport manager’s record keeping system and
the date of its last revision. The current (August 2015) FAA 5010-1 Form for Marana Regional Airport indicates
there are 227 based aircraft. The 5010-1 form also reports 90,000 annual operations; this is based upon a 12-
month reporting period which ended in April of 2015.
The TAF is a historical record and contains forecast projections of based aircraft and annual operations. The
TAF is maintained and utilized by the FAA for planning and budgeting purposes. The 2015-2035 TAF data for
the Airport projects 237 based aircraft in 2015, increasing to 356 by 2035, and approximately 114,000 annual
operations in 2015, increasing to approximately 165,000 by 2035. The TAF data may not accurately reflect the
based aircraft and operations numbers, as it is dependent on when it was last updated by the FAA. Furthermore,
it is difficult to accurately record aircraft operations at airports that are not equipped with an air traffic control
Chapter Two Inventory of Airport Assets
Airport Master Plan – Marana Regional Airport 2-17
tower. Normally, operations are recorded by air traffic controllers and reported to the FAA. Marana Regional
Airport does not have an air traffic control tower.
According to discussions with airport management, there were 260 based aircraft and 80,000 annual operations
in 2014. Historical based aircraft and operations are discussed in more detail in Chapter 3, Forecasts of Aviation
Demand.
2.13 Certified Pilots and Registered Aircraft
The FAA databases of certificated airmen and registered aircraft were reviewed to determine the current
distribution of pilots and registered aircraft in Pima County. This data indicates that there are 2,379 certificated
pilots and 1,224 aircraft registered in Pima County as of June 2015. However, aircraft are not always based
where they are registered.
2.14 Design Standards
Airport design standards provide basic guidelines for a safe, efficient, and economic airport system. The
standards cover the wide range of size and performance characteristics of aircraft that are anticipated to use an
airport. Various elements of airport infrastructure and their functions are also covered by these standards.
Choosing the correct aircraft characteristics for which the airport will be designed needs to be done carefully
so that future requirements for larger and more demanding aircraft are taken into consideration; furthermore,
planners must remain mindful that designing for large aircraft that may never serve the airport is not
economical.
2.14.1 Design Aircraft
According to FAA Advisory Circular 150/5300-13A, Airport Design, planning a new airport or making
improvements to an existing airport requires the selection of one or more “design aircraft.” In most
cases, the design aircraft (for the purpose of airport geometric design) is a composite aircraft
representing a collection of aircraft classified by the parameters:
Aircraft Approach Category (AAC)
Airplane Design Group (ADG)
Taxiway Design Group (TDG)
For the purpose of selecting a design aircraft, the FAA recommends that the most demanding aircraft,
or family of aircraft, which conducts at least 500 operations per year at the airport be selected as the
design aircraft. Additionally, when an airport has more than one active runway, a design aircraft is
typically selected for each runway.
According to the 2007 Airport Master Plan, the existing design aircraft for Runway 12-30 is a Canadair
Challenger CL-600, which has a maximum take-off weight of 41,250 pounds. The existing design
aircraft for Runway 3-21 is a Beechcraft King Air 100, which has a maximum take-off weight of 11,800
pounds.
Chapter Two Inventory of Airport Assets
Airport Master Plan – Marana Regional Airport 2-18
2.14.2 Runway Design Code (RDC)
To arrive at the RDC, the AAC, ADG, and approach visibility minimums are combined to form the
RDC of a particular runway. The RDC provides the information needed to determine certain design
standards that apply. The first component, depicted by a letter, is the AAC and relates to aircraft
approach speed (operational characteristics). The second component, depicted by a Roman numeral,
is the ADG and relates to the aircraft wingspan or tail height (physical characteristics). The final
component relates to the visibility minimums expressed by runway visual range (RVR) values in feet
of 1,200, 1,600, 2,400, 4,000, and 5,000. If a runway is only used for visual approaches, the term “VIS”
should appear as the third component. The FAA AC 150/5300-13A, Airport Design, RDC components
are illustrated in Table 2-8.
Table 2-8 Runway Design Code
Aircraft Approach Category Approach Speed
Category A less than 91 knots
Category B 91 to 120 knots
Category C 121 knots to 140 knots
Category D 141 knots to 165 knots
Category E 165 knots or more
Airplane Design Group Wingspan Tail Height
Group I < 49 feet <20 feet
Group II 49 to 78 feet 20 to 29 feet
Group III 79 to 117 feet 30 to 44 feet
Group IV 118 to 170 feet 45 to 59 feet
Group V 171 to 213 feet 60 to 65 feet
Group VI 214 to 261 feet 66 to 79 feet
Runway Visual Range (ft) Flight Visibility Category (statute mile)
VIS Visual approach only
5000 Not lower than 1 mile
4000 Lower than 1 mile but not lower than 3/4 mile
2400 Lower than 3/4 mile but not lower than 1/2 mile (CAT-I PA)
1600 Lower than 1/2 mile but not lower than 1/4 mile (CAT-II PA)
1200 Lower than 1/4 mile (CAT-III PA)
Source: FAA Advisory Circular 150/5300-13A, Airport Design, 2015
Chapter Two Inventory of Airport Assets
Airport Master Plan – Marana Regional Airport 2-19
Based on the above criteria, the existing RDC for the runways at the Airport are as follows:
Runway 12 is C/II/5000
Runway 30 is C/II/VIS
Runways 3 and 21 are B/I/5000
2.14.3 Taxiway Design Group (TDG)
The TDG design standards are based on the overall main gear width (MGW) and the cockpit-to-main
gear (CMG) distance. Taxiway/taxilane width and fillet standards, and in some instances, runway to
taxiway and taxiway/taxilane separation requirements, are determined by the TDG. The FAA advises
that it is appropriate for a series of taxiways on an airport to be built to a different TDG standards
based on anticipated use.
For airports with two or more active runways, it is advisable to design all airport elements to meet the
requirements of the most demanding RDC and TDG. However, it may be more practical and
economical to design some airport elements such as a secondary runway to standards associated with
a lesser demanding RDC and TDG. For example, it would not be prudent for an air carrier airport that
has a separate general aviation runway, or a crosswind runway for general aviation traffic, to design
that runway for air carrier traffic.
The existing taxiways at the Airport vary in width from 35 to 50 feet. Taxiway design standards have
been revised by the FAA since the previous Airport Master Plan was prepared; therefore, a TDG was
not previously established for the Airport. Based on the existing taxiway widths, the TDGs for the
Airport are TDG 2 and 3. However, it should be noted that the existing design aircraft for Runway 12-
30 (Canadair Challenger CL-600) falls within TDG-1B, and the design aircraft for Runway 3-21
(Beechcraft King Air 100) falls within TDG-1A. As such, the existing taxiway widths appear to exceed
the minimum design standards. Further analysis on the existing TDG and the recommended TDG will
be further discussed in the Facility Requirements chapter.
2.14.4 Airport Reference Code (ARC)
The ARC is not a design standard, rather it is an airport designation that signifies the airport’s highest
Runway Design Code (RDC), minus the third (visibility) component of the RDC. The ARC is used for
planning purposes only, and does not limit the aircraft that may be able to operate safely on the airport.
According to the previous Airport Master Plan, the current ARC for the Airport is C-II. Examples of
the types of design aircraft and their corresponding ARC are depicted in Figure 2-5.
Chapter Two Inventory of Airport Assets
Airport Master Plan – Marana Regional Airport 2-20
Figure 2-5 Typical Design Aircraft and Corresponding ARC
AI
Primarily Single-
Engine Propeller
Aircraft, some
light twins
BI
Primarily Light
Twin-Engine
Propeller Aircraft
A/BIII
Primarily large
commuter-type
aircraft
BII
(<12,500 lbs)
Primarily Light
Turboprops
CI, DI
Primarily small
and fast
corporate jets
BII
(>12,500 lbs)
Mid-sized
corporate jets
and commuter
airliners
DV
Jumbo
commercial
airliners (approx.
350+ seats)
C/DIV
Large
commercial
airliners (approx.
200-350 seats)
C/DIII
Commercial
airliners (approx.
100-200 seats)
C/DII
Large corporate
jets and regional-
type commuter
jets
Example Type: Piper Navajo
Example Type: Cessna Citation II Example Type: Beechcraft King Air
Example Type: Cessna 172 Skyhawk
Example Type: Boeing 737 Example Type: Gulfstream IV
Example Type: Lear Jet 36 Example Type: De Havilland Dash 8
Example Type: Boeing 747 Example Type: Boeing 767
Source: Armstrong Consultants, Inc., 2015
Chapter Two Inventory of Airport Assets
Airport Master Plan – Marana Regional Airport 2-21
2.14.5 Safety Areas
Runway and Taxiway Safety Areas (RSAs and TSAs) are defined as surfaces surrounding the runway
and taxiway intended specifically to reduce the risk of damage to aircraft in the event of an undershot,
overshot, or excursion from the runway or taxiway. The safety areas must be:
Cleared and graded and have no potentially hazardous surface variations;
Drained so as to prevent water accumulation;
Capable, under dry conditions, of supporting snow removal equipment, aircraft rescue and
fire fighting (ARFF) equipment, and the occasional passage of aircraft without causing
structural damage to the aircraft; and
Free of objects, except for objects that need to be located in the runway or taxiway safety area
because of their function.
The runway safety areas for Runway 12 and Runway 3-21 at the Airport are in good condition and
appear to meet FAA standards. The runway safety area for Runway 30 however does not currently
meet design standards; portions of Avra Valley Road, the dirt public access road to the east parking
apron, the dirt on-airport perimeter road, and the perimeter fence cross through the existing RSA.
Recommendations to correct this non-standard condition will be discussed further in Chapter 5,
Development Alternatives. The taxiway safety areas were also reviewed and no apparent deficiencies
were noted. The Airport did undergo a FAA Airport Master Record 5010 Update whereby Aviation
Technologies, LLC performed a site visit and published their findings via a letter dated April 16, 2015.
Based on the letter, some fill material is needed just prior to the thresholds for Runways 12 and 30 in
order to meet FAA criterion for a maximum drop-off from a pavement. No other safety area concerns
were presented in the letter from Aviation Technologies, LLC.
2.14.6 Obstacle Free Zone (OFZ) and Object Free Area (OFA)
The OFZ is a three-dimensional volume of airspace which supports the transition of ground to
airborne aircraft operations. The clearing standard precludes taxiing and parked airplanes and object
penetrations, except for frangible visual navigational aids (NAVAIDs) that need to be located in the
OFZ because of their function. The OFZ is similar to the 14 CFR Part 77 primary surface in that it
represents the volume of space longitudinally centered on the runway. It extends 200 feet beyond the
end of each runway. The Runway Object Free Area (ROFA) is a two-dimensional ground area
surrounding the runway. The ROFA standard precludes parked airplanes, agricultural operations and
objects, except for objects that need to be located in the ROFA for air navigation or aircraft ground
maneuvering purposes.
The OFZ and OFA for each runway appear to be in good condition and appear to meet FAA
standards, with the exception of Runway 30, as noted above, and Runway 3. As with the RSA, portions
of Avra Valley Road, the dirt public access road to the east parking apron, the dirt on-airport perimeter
road, and the perimeter fence cross through the existing ROFA for Runway 30. Also, the existing wind
cone and segmented circle are located within the Runway 12-30 ROFA. Likewise, a small portion of
existing perimeter fencing penetrates the corner of the existing ROFA near the end of Runway 3.
Again, recommendations to correct these non-standard conditions will be discussed further in Chapter
5.
Chapter Two Inventory of Airport Assets
Airport Master Plan – Marana Regional Airport 2-22
2.14.7 Runway Protection Zone (RPZ)
The Runway Protection Zone (RPZ) is trapezoidal in shape and centered about the extended runway
centerline. The RPZ dimension for a particular runway end is a function of the type of aircraft and
approach visibility minimums associated with that runway end. Based on a site visit, all of the existing
RPZ appear to be in compliance with current FAA standards.
The land uses currently not recommended by FAA to be within the RPZ include residences and places
of public assembly (churches, schools, hospitals, office buildings, shopping centers, and other uses
with similar concentrations of persons typifying places of public assembly). The FAA also recommends
the Sponsor (Town of Marana) control the RPZs through fee simple ownership, or avigation
easements.
The FAA issued a memorandum on September 27, 2012, regarding land uses within a RPZ. The
memorandum outlines interim policy guidance to address what constitutes a compatible land use and
how to evaluate proposed land uses that would reside in an RPZ.
Based on a site visit, all of the existing RPZs appear to be incompliance with current FAA standards
with the exception of the Runway 3 and Runway 30 existing RPZs. West Avra Valley Road goes
through both Runway 3 and Runway 30 RPZs. The FAA recommends in their interim policy guidance
that airport sponsor work with FAA to remove or mitigate the risk of any existing incompatible land
uses in the RPZ as practical. Therefore, as part of the Alternative Development process, this topic will
be further evaluated to determine if any action is necessary.
2.14.8 Summary of Existing Design Standards
In summary, the FAA has numerous design standards in which airports must comply with. A review
of the existing design standards for the Airport’s runways and taxiways are depicted in Table 2-9 and
Table 2-10.
Table 2-9 Existing Dimensional Standards – Runways
Design Standards
Runway 12-30 Runway 3-21
Existing
Conditions (ft)
Standard
Dimension (ft)1
Existing
Conditions (ft)
Standard
Dimension (ft)1
Runway Design Code (RDC) C-II C-II B-I B-I
Runway length 6,901 -- 3,893 --
Runway width 100 100 75 60
Runway Safety Area (RSA) width 500 500 120 120
Runway Safety Area (RSA) length beyond runway end 4952 1,000 240 240
Runway Object Free Area (ROFA) width 800 800 400 400
Runway Object Free Area (ROFA) length beyond runway end 3002 1,000 2002 240
Runway Obstacle Free Zone (ROFZ) width 400 400 400 400
Runway Obstacle Free Zone (ROFZ) length beyond runway end 200 200 200 200
Approach Runway Protection Zone (RPZ) length 1,700 1,700 1,000 1,000
Approach Runway Protection Zone (RPZ) inner width 500 500 500 500
Approach Runway Protection Zone (RPZ) outer width 1,010 1,010 700 700
1 Standard dimensions are based on visual and not lower than 1-mile visibility minimums. 2 Non-standard conditions exist at the approach ends of Runway 30
and Runway 3 as described in Section 2.14.5 and 2.14.6.
Source: FAA AC 150/5300-13A, Airport Design, 2015
Chapter Two Inventory of Airport Assets
Airport Master Plan – Marana Regional Airport 2-23
Table 2-10 Existing Dimensional Standards – Taxiways/Taxilanes
Design Standards Based on Airplane Design Group (ADG) Design Standard Dimensions
(ft) ADG-I
Design Standard Dimensions
(ft) ADG-II
Taxiway Protection
Taxiway Safety Area (TSA) 49 79
Taxiway Object Free Area (TOFA) 89 131
Taxilane Object Free Area (OFA) 79 115
Taxiway Separation
Taxiway Centerline to Parallel Taxiway/Taxilane Centerline 70 105
Taxiway Centerline to Fixed or Movable Object 44.5 65.5
Taxilane Centerline to Parallel Taxilane Centerline 64 97
Taxilane Centerline to Fixed or Movable Object 39.5 57.5
Wingtip Clearance
Taxiway Wingtip Clearance 20 26
Taxilane Wingtip Clearance 15 18
Existing AVQ Taxiway System Existing
Conditions (ft)
TDG Design Standard
Dimensions (ft)1
Taxiway A TDG 3
Taxiway Width 50 50
Taxiway Edge Safety Margin (TESM) 10 10
Taxiway Shoulder Width None 20
Taxiway B TDG 2
Taxiway Width Varies (35 – 50) 35
Taxiway Edge Safety Margin (TESM) 7.5 7.5
Taxiway Shoulder Width Varies (12.5 – 15) 15
Taxiway C (Non-standard) TDG 3
Taxiway Width 40 50
Taxiway Edge Safety Margin (TESM) 10 10
Taxiway Shoulder Width None 20
Taxiway E TDG3
Taxiway Width 50 50
Taxiway Edge Safety Margin (TESM) 10 10
Taxiway Shoulder Width 15 20
Taxiway H TDG3
Taxiway Width 50 50
Taxiway Edge Safety Margin (TESM) 10 10
Taxiway Shoulder Width 12.5 20
1The existing design aircraft for each runway fall within TDG 1A and 1B categories; thus, it appears that the taxiways at AVQ exceed the minimum TDG
standards.
Source: FAA AC 150/5300-13A, Airport Design, 2015
Chapter Two Inventory of Airport Assets
Airport Master Plan – Marana Regional Airport 2-24
2.15 Title 14, Code of Federal Regulations (14 CFR) Part 77 Imaginary Surfaces
The 14 CFR Part 77 Safe, Efficient Use, and Preservation of Navigable Airspace establishes several imaginary surfaces
that are used as a guide to provide a safe and unobstructed operating environment for aviation. These surfaces,
which are typical for civilian airports, are shown in Figure 2-6. The primary, approach, transitional, horizontal
and conical surfaces identified in 14 CFR Part 77 are applied to each runway at both existing and new airports
on the basis of the type of approach procedure available or planned for that runway and the specific 14 CFR
Part 77 runway category criteria. For the purpose of this section, a utility runway is a runway that is constructed
for and intended for use by propeller driven aircraft of a maximum gross weight of 12,500 pounds or less. A
larger-than-utility runway is a runway constructed for and intended for the use of aircraft of a maximum gross
weight of 12,500 pounds or greater. A visual runway is a runway intended for the operation by aircraft of any
weight and using only visual approach procedures, with no straight-in instrument approach procedure and no
instrument designation indicated on an FAA approved airport layout plan, a military service approved military
airport layout plan, or by any planning document submitted to the FAA by competent authority. A non-
precision instrument runway is a runway with an approved or planned straight-in instrument approach
procedure.
Runway 12-30 and Runway 3-21 are the runways currently in use at Marana Regional Airport. Runway 12 is
classified as a larger-than-utility, non-precision instrument runway and has a RNAV (GPS) and a NDB non-
precision instrument approach. Runway 30 is classified as a larger-than-utility, visual runway. Runways 3 and
21 are larger than utility, non-precision instrument runways each with a RNAV (GPS) approach. The 14 CFR
Part 77 imaginary surfaces for these classifications are further described below.
2.15.1 Primary Surface
The primary surface is an imaginary surface of specific width, longitudinally centered on a runway. The
primary surface extends 200 feet beyond each end of the paved surface of runways, but does not extend
past the end of soft field runways. The elevation of any point on the primary surface is the same as the
elevation of the nearest point on the runway centerline. The width is 1,000 feet for precision runways,
500 feet for visual, larger-than-utility runways, and 250 feet for visual-utility runways.
2.15.2 Approach Surface
The approach surface is a surface longitudinally centered on the extended runway centerline and
extending outward and upward from each end of the primary surface. An approach surface is applied
to each end of the runway based upon the type of approach available or planned for that runway, with
approach gradients of 20:1, 34:1, or 50:1. The inner edge of the surface is the same width as the primary
surface. It expands uniformly to a width corresponding to the 14 CFR Part 77 runway classification
criteria. At Marana Regional Airport, these dimensions are 500 feet by 3,500 feet by 10,000 feet, with
a 34:1 approach surface gradient for Runway 12, 3, and 21, and 500 feet by 1,500 feet by 5,000 feet,
with a 20:1 approach surface gradient for Runway 30.
2.15.3 Transitional Surface
The transitional surface extends outward and upward at right angles to the runway centerlines from
the sides of the primary and approach surfaces at a slope of 7:1 and end at the horizontal surface.
Chapter Two Inventory of Airport Assets
Airport Master Plan – Marana Regional Airport 2-25
2.15.4 Horizontal Surface
The horizontal surface is considered necessary for the safe and efficient operation of aircraft in the
vicinity of an airport. As specified in 14 CFR Part 77, the horizontal surface is a horizontal plane 150
feet above the established airport elevation. The airport elevation is defined as the highest point of an
airport’s useable runways, measured in feet above mean sea level. The perimeter is constructed by arcs
of specified radius from the center of each end of the primary surface of each runway. The radius of
each arc is 5,000 feet for runways designated as utility or visual, and 10,000 feet for all other runways.
2.15.5 Conical Surface
The conical surface extends outward and upward from the periphery of the horizontal surface at a
slope of 20:1 for a horizontal distance of 4,000 feet.
2.15.6 Penetrations to Imaginary Surfaces
Initially, a preliminary review of the airspace around the Airport was performed based on available
information. Based on this review, only one minor penetration was discovered. The small conventional
hangar located directly to the east of the end of Runway 3 was found to penetrate the transitional
surface. A more detailed penetration analysis was then conducted as part of the FAA Airports
Geographic Information Systems (AGIS) data gathering. All penetrations to FAA surfaces are now
reflected on the 14 CFR Part 77 airspace and runway inner approach drawings contained within the
ALP drawing set. The complete ALP drawing set is found in Chapter 6.
Chapter Two Inventory of Airport Assets
Airport Master Plan – Marana Regional Airport 2-26
Figure 2-6 14 CFR Part 77 Imaginary Surfaces Source: 14 CFR, Part 77 Safe, Efficient Use, and Preservation of Navigable Airspace, 2015
Chapter Two Inventory of Airport Assets
Airport Master Plan – Marana Regional Airport 2-27
2.15.7 Summary of Dimensional Criteria
The 14 CFR Part 77 imaginary surfaces depicted in Table 2-11 represent the existing dimensions for
the Marana Regional Airport. These surfaces will be used to determine if any existing or potential
obstacles exist depending on the planned development at the Airport. Any changes to the existing
dimensions based on the selection of a different RDC for the Airport will be noted on the Airport
Data Table included on the Airport Layout Plan set. Obstacles will be identified on the Airport Layout
Plan and any potential mitigation will also be identified, such as obstruction marking or the
recommended removal of an obstacle.
Table 2-11 14 CFR Part 77 Imaginary Surfaces
Runway 12; Runway 3-21 Runway 30
Primary Surface width 500 500
Primary Surface beyond RW end 200 200
Radius of Horizontal Surface 10,000 5,000
Approach Surface dimensions 500 x 3,500 x 10,000 500 x 1,500 x 5,000
Approach Surface slope 34:1 20:1
Transitional Surface slope 7:1 7:1
Conical Surface slope 20:1 20:1
Note. All dimensions are in feet.
Source: 14 CFR, Part 77 Safe, Efficient Use, and Preservation of Navigable Airspace, 2015
2.16 Airspace Characteristics
The National Airspace System consists of various classifications of airspace that are regulated by the FAA.
Airspace is either controlled or uncontrolled. Pilots flying in controlled airspace are subject to Air Traffic
Control (ATC) and must follow either Visual Flight Rules (VFR) or Instrument Flight Rules (IFR)
requirements. These requirements include combinations of operating rules, aircraft equipment and pilot
certification, and vary depending on the Class of airspace. These rules are described in Federal Aviation
Regulations (FAR) Part 71, Designation of Class A, Class B, Class C, Class D, and Class E Airspace Areas; Airways;
Routes; and Reporting Points and FAR Part 91, General Operating and Flight Rules. A graphical representation of the
different airspace classes is shown in Figure 2-7. General definitions of the classes of airspace are provided
below:
Class A Airspace - Airspace from 18,000 feet MSL up to and including flight level (FL) 600.
Class B Airspace - Airspace from the surface to 10,000 feet MSL surrounding the nation’s busiest
airports in terms of IFR operations or passenger enplanements.
Class C Airspace - Generally, airspace from the surface to 4,000 feet above the airport elevation
(charted in MSL) surrounding those airports that have an operational control tower.
Class D Airspace - Airspace from the surface up to 2,500 feet above the airport elevation (charted in
MSL) surrounding those airports with an operational control tower.
Class E Airspace - Generally, controlled airspace that is not Class A, Class B, Class C or Class D.
Chapter Two Inventory of Airport Assets
Airport Master Plan – Marana Regional Airport 2-28
Class G Airspace - Generally, uncontrolled airspace that is not designated Class A, Class B, Class C,
Class D, or Class E.
Victor Airways - These airways are low altitude flight paths between ground based VHF Omni-
directional Range receivers (VORs).
The Airport is situated under Class E airspace starting at 700 feet above ground level (AGL) and extends to
Class A airspace. Class E airspace consists of controlled airspace designed to contain IFR operations near an
airport, and while aircraft are transitioning between the airport and enroute environments. This transition area
is intended to provide protection for aircraft transitioning from enroute flights to the airport for landing. Class
G airspace extends below the floor of the Class E airspace and extends to the surface at the Airport. Pilots
should check Notices to Airmen (NOTAMs) or the Airport/Facility Directory (A/FD) for Class E (surface)
effective hours.
The traffic patterns at the Airport are standard left traffic for Runways 12 and 21, and right traffic for Runways
3 and 30. Traffic Pattern Altitude (TPA) is 2,800 feet MSL according to the A/FD for all aircraft. Pilots should
also be aware of high levels of parachute training at high and low levels during all hours in the northwest
quadrant of the airport from the surface up to 5,000 feet MSL.
A Victor Airway is a special kind of Class E airspace and is like a “highway” in the sky. Many powered aircraft
follow these routes. The routes connect VOR stations that radiate a signal in all directions. These stations are
usually located at or near airfields. North-South Victor Airways have odd numbers while East-West airways
have even numbers. These federal or Victor Airways are used by both IFR and VFR aircraft. The airspace set
aside for a Victor Airway is eight miles wide with a floor at 1,200 feet AGL and extend up to FL 180 (18,000
feet MSL).
Victor Airway 16 (V16) transverses the Airport directly overhead; V16 connects the Tucson (TUS) VORTAC
located approximately 24 nautical miles (nm) southeast of the Airport at Tucson International Airport to other
VORTACs located further north. V105, also originating at the TUS VORTAC, is located southwest of the
Airport (approximately 10 nm). Increased air traffic can be expected in and around Victor Airways and the
originating and terminating VOR/VORTAC.
Source: Aircraft Owners and Pilots Association, 2015 Figure 2-7 Classes of Airspace
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Airport Master Plan – Marana Regional Airport 2-29
2.16.1 Airspace Jurisdiction
Marana Regional Airport is located within the jurisdiction of the Albuquerque Air Route Traffic
Control Center (ARTCC) and the Prescott Flight Service Station (FSS). The altitude of radar coverage
by the Albuquerque ARTCC may vary as a result of the FAA navigational/radar facilities in operation,
weather conditions and surrounding terrain. The Prescott FSS provides additional weather data and
other pertinent information to pilots on the ground and en route.
2.16.2 Airspace Restrictions
Military Operation Areas (MOAs) and Military Training Routes (MTRs) are established for the purpose
of separating certain military training activities, which routinely necessitate acrobatic or abrupt flight
maneuvers, from IFR traffic. IFR traffic can be cleared through an active MOA if IFR separation can
be provided by Air Traffic Control (ATC), otherwise ATC will reroute or restrict the IFR traffic.
Restricted areas are defined as “airspace designated under FAR Part 73, within which the flight of
aircraft, while not wholly prohibited, is subject to restriction. Most restricted areas are designated joint-
use and IFR/VFR operations in the area may be authorized by the controlling ATC facility when it is
not being utilized by the using agency.” Restricted areas are typically associated with military operations
and indicate the existence of unusual, often invisible, hazards to aircraft such as artillery firing, aerial
gunnery, or guided missiles.
The closest MOA to the Airport is the Sells 1/Sells Low MOA to the southwest. The MOAs do not
overly influence the civilian aircraft activity that occurs in the vicinity of the Airport.
Figure 2-8 FAA Phoenix Sectional Chart Source: www.VFRmap.com, retrieved 2015
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Airport Master Plan – Marana Regional Airport 2-30
In addition to MOAs, pilots should be aware of MTRs. The MTR program is a joint venture by the
FAA and the Department of Defense (DOD). MTRs are mutually developed for use by the military to
conduct low-altitude, high-speed training. Increased vigilance is recommended for pilots operating in
the vicinity of these training routes. The nearest MTR (VR 239-244) passes within approximately 14
nm northwest of the Airport and is operational when the visibility is 5 statute miles or more and the
ceiling is at least 3,000 feet AGL. Each of these VR routes is flown at altitudes ranging from 300 feet
AGL to 9,500 above MSL. Aircraft announce their flight intensions on a UHF frequency intended for
air-to-air communications, a frequency that is not typically monitored by civilian aircraft. Again, the
MTRs do not have a significant impact on civilian aircraft within the airspace in close proximity of the
Airport.
Special Conservation Areas are also located in the vicinity of the Airport. This type of airspace
surrounds many national parks, wildlife refuges, and other noise sensitive areas. Pilots are requested to
avoid flight below 2,000 feet AGL in these areas. The Saguaro National Park is located approximately
5 nm south-southeast of the Airport, and the Pusch Ridge Wilderness Area is located approximately
13 nm east of the Airport.
2.16.3 Instrument Approach Procedures
Airport safety and capacity are greatly enhanced at airports where instrument approach procedures
(IAP) are available during times of inclement weather. As the ceiling and visibility around an airport
decreases, electronic guidance provided by specialized equipment to aircraft (also equipped with
specialized equipment) allows pilots to safely operate and land in weather where visibility is restricted.
Additionally, the availability of instrument approach capabilities at an airport increases capacity by
allowing continued use of the airport by aircraft equipped to fly instrument procedures because they
can still land at the airport while aircraft which can only fly during visual conditions cannot.
The instrument capabilities of an airport are typically broken into two categories: precision and non-
precision. Precision instrument approach procedures provide very accurate electronic lateral and
vertical guidance to aircraft. Non-precision instrument approach procedures also provide electronic
guidance to aircraft, but the accuracy is less refined and is mainly limited to lateral guidance only. The
type and accuracy of an instrument approach is highly dependent upon the airspace obstructions in the
vicinity of the airport. Runways with no instrument approach capabilities are considered visual
runways. Airports with published instrument approach procedures are known as Instrument Flight
Rules (IFR) airports while airports with no published instrument approach procedures are considered
Visual Flight Rules (VFR) airports.
The most common type of precision approach in use today is the Instrument Landing System (ILS).
Non‐precision approach capabilities have been greatly increased by the evolution of satellite
technology, specifically Global Positioning System (GPS). The FAA has recently developed new
approach procedures known as Localizer, or Lateral Performance with Vertical Guidance (LPV). This
new capability utilizes the Wide Area Augmentation System (WAAS). While not considered a precision
approach, LPV provides vertical guidance to aircraft to “near precision” accuracy. Another type of
instrument approach is area navigation (RNAV). This is a method of instrument flight rules (IFR)
navigation that allows an aircraft to choose any course within a network of navigation beacons, rather
than navigating directly to and from the beacons. RNAV can be defined as a method of navigation that
permits aircraft operation on any desired course within the coverage of station-referenced navigation
Chapter Two Inventory of Airport Assets
Airport Master Plan – Marana Regional Airport 2-31
signals or within the limits of a self-contained system capability, or a combination of these. This can
conserve flight distance, reduce congestion, and allow flights into airports without navigational
beacons.
Instrument approach procedures are developed by the FAA. GPS/RNAV and/or LPV approaches
require no ground based equipment; thus, the FAA can now develop approach procedures at airports
where it was previously not economically feasible. Combined with evolving technology, more and more
aircraft are able to safely operate in more airport environments.
The types of instrument approaches found at the Airport were described in Section 2.15. As noted,
Runways 3 and 21 are larger than utility, non-precision instrument runways each with a RNAV (GPS)
approach. It was noted during the data collection process, that the published instrument approach
procedures (IAP) for Runway 3 include procedures for Category C aircraft. Due to the physical
constraints of the runway to conform to FAA design standards (specifically the threshold siting surface
(TSS)), it is believed that the published IAPs for the runway be limited to Category A and B aircraft
only. A more in-depth discussion on this matter is contained in Section 5.3.1-2 and recommendations
are found in Section 5.3.1-3. To view the published instrument approach procedures for the Airport,
please see Appendix B.
2.17 Runway Wind Coverage
Wind direction and speed determine the desired alignment and configuration of the runway system. Aircraft
land and takeoff into the wind and therefore can tolerate only limited crosswind components (the percentage
of wind perpendicular to the runway centerline). The ability to land and takeoff in crosswind conditions varies
according to pilot proficiency and aircraft type.
FAA Advisory Circular 150/5300-13, Airport Design, recommends that a runway should yield 95 percent wind
coverage under stipulated crosswind components. If one runway does not meet this 95 percent coverage, then
construction of an additional runway may be advisable. The crosswind component of wind direction and
velocity is the resultant vector, which acts at a right angle to the runway. It is equal to the wind velocity
multiplied by the trigonometric sine of the angle between the wind direction and the runway direction. The
allowable crosswind component for each RDC is shown in Table 2-12. The allowable crosswind component
and corresponding wind coverage percentage for the Airport is shown in Table 2-13.
Historical wind data from Tucson International Airport was used to create a wind rose and corresponding wind
coverage data as seen in Figure 2-9. The existing runway configuration provides a combined 99.24 percent
crosswind coverage for 10.5 knots, 99.83 percent for 13.0 knots, and 99.97 percent for 16.0 knots. This is more
than the recommended 95 percent coverage for A-I through C-II aircraft.
Table 2-12 Crosswind Component
Allowable Crosswind Runway Design Code (RDC)
10.5 knots A-I & B-I
13 knots A-II & B-II
16 knots A-III, B-III & C-I through D-III
20 knots A-IV through D-VI, E-I through E-VI
Source: FAA AC 150/5300-13A, Airport Design, 2015
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Airport Master Plan – Marana Regional Airport 2-32
Table 2-13 Wind Coverage – All Weather
Runway Crosswind (knots) Wind Coverage
12-30 10.5 94.61%
12-30 13.0 96.93%
12-30 16.0 98.88%
3-21 10.5 92.25%
3-21 13.0 95.61%
3-21 16.0 98.67%
Combined 10.5 99.24%
Combined 13.0 99.83%
Combined 16.0 99.97%
Source: Tucson International Airport; 2,643’ MSL; Time Period: 2005-2014; 97,864 wind observations
Figure 2-9 Wind Rose Source: Armstrong Consultants, Inc., 2015
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Airport Master Plan – Marana Regional Airport 2-33
2.18 Existing Airside Facility Inventory
The definition of airside is that portion of the airport (typically within the public safety and security fenced
perimeter) in which aircraft, support vehicles, and equipment are located, and in which aviation-specific
operational activities take place. The inventory of airside facilities provides the basis for the airfield
demand/capacity analysis and the determination of any facility change requirements that might be identified.
The various airside facilities are depicted on Exhibit 1 at the end of this section.
Some of the unique physical constraints and/or apparent FAA design standard concerns at the Airport are also
identified herein, as applicable. It is important to note that no subsurface investigations or topographic surveys
were performed as part of this study or inventory. Furthermore, any physical constraints identified are based
on visual observations made only during on-site visits to the Airport.
Airfield pavements consist of runways, taxiways/taxilanes, and aircraft aprons. The pavements are essentially
the skeleton of an airport, supporting and connecting airside activities to landside facilities. The maintenance
and preservation of an airport’s system of pavement is essential in order to provide safe and efficient operational
capabilities. A general description and condition of the existing airside facilities are described below.
2.18.1 Runways
There are two active runways at Marana Regional Airport – Runway 12-30 and Runway 3-21.
According to latest FAA Airport Master Record, Form 5010-1 dated August 20, 2015, Runway 12-30 is
6,901 feet long, 100 feet wide, is orientated in a northwest to southeast direction, and serves as the
primary runway for the Airport. Runway 12-30 is also equipped with non-precision runway pavement
markings on both ends. It was noted at the time of the site visit that the pavement markings are faded;
recommendations for improvements are discussed in a later chapter. The overall general condition of
Runway 12-30 appears fair as depicted in Figure 2-10.
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Airport Master Plan – Marana Regional Airport 2-34
Runway 3-21 serves as the Airport’s crosswind runway and is 3,892 feet long, 75 feet wide, and
intersects Runway 12-30 at a right angle. The threshold on Runway 3 is displaced 494 feet to meet
extended safety area requirements according to the previous Airport Master Plan. At the time of the
site visit it was observed that Runway 3-21 is also equipped with basic runway pavement markings on
both ends. This was noted as a non-standard condition since both Runway 3 and 21 both have
published non-precision instrument approaches. Recommendations to correctly mark the runway
pavement will be further discussed in Chapter 4, Facility Requirements. The overall general condition
of Runway 3-21 appears poor as depicted in Figure 2-11.
Figure 2-10 Runway 12-30 Source: Armstrong Consultants, Inc., 2015
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Airport Master Plan – Marana Regional Airport 2-35
According to FAA guidance on pavement strength, the aircraft types and the critical aircraft expected
to use the airport during the planning period are used to determine the required pavement strength, or
weight bearing capacity, of airfield surfaces. The required pavement design strength is an estimate based
on average levels of activity and is expressed in terms of aircraft landing gear type and configurations.
Pavement design strength is not the maximum allowable weight; limited operations by heavier aircraft
other than the critical aircraft may be permissible. It is important to note that frequent operations by
heavier aircraft will shorten the lifespan of the pavement. The existing runway pavement composition
and strength ratings for the Airport are illustrated in Table 2-14.
Figure 2-11 Runway 3-21 Source: Armstrong Consultants, Inc., 2015
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Airport Master Plan – Marana Regional Airport 2-36
Table 2-14 Runway Pavement Composition and Strength
Runway Pavement Composition Existing Pavement Strength
(Landing Gear Configuration in Thousands of Pounds)
12-30 Asphalt 75.0-SW; 100.0-DW; 300.0-DTW
3-21 Asphalt 75.0-SW; 100.0-DW; 150.0-DTW
Abbreviations: SW = single-wheel landing gear, DW = dual-wheel landing gear, DTW = dual-tandem wheel landing gear
Source: FAA Airport Master Record, August 2015
2.18.2 Taxiway System
The Airport is equipped with two full-length parallel taxiways and a series of connector taxiways. The
pavement widths and the presence of paved shoulders vary depending on location. The following is a
brief summary of each existing taxiway:
Taxiway A: Taxiway A is parallel to Runway 12-30 and is located 400 feet from the runway
centerline, is 50 feet wide (no shoulders), and is in good condition.
Taxiway B: Taxiway B is parallel to Runway 3-21 and is located 240 feet from the runway
centerline. The taxiway is 35 feet wide from the Runway 3 end to the intersection of Taxiway
A, and is in poor condition. Taxiway B is 50 feet wide between Taxiway A and Runway 12-30,
and is in poor condition. Taxiway B from the intersection of Runway 12-30 to the end of
Runway 21 is 35 feet wide, and is also in poor condition. Taxiway B has 12 ½-foot wide
shoulders from the Runway 3 end to the south hangar apron. Taxiway B also has 15-foot wide
shoulders from the end of Runway 21 to the intersection of Runway 12-30. All shoulder
pavements on Taxiway B are in poor condition.
Taxiway C: Taxiway C begins on the north side of Runway 3-21 across from taxiway
connector B-2 and continues to the intersection of taxiway connector A-3. The taxiway is 40
feet wide, and is in fair condition.
Taxiway E: Taxiway E is a partial-parallel taxiway beginning at the Runway 30 end and
continuing to the intersection of Taxiways B and B-3. Taxiway E is 50 feet wide and is in fair
condition. Taxiway E also has 15-foot wide shoulders.
Taxiway H: Taxiway H provides access to existing T-hangars and conventional hangars on
the northwest side of the airport. Taxiway H is 50 feet wide and is in fair condition. Taxiway
H also has 12 ½-foot wide shoulders.
In addition, there are a series of connector taxiways serving the Airport. Table 2-15 lists the connector
taxiways and their general condition.
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Airport Master Plan – Marana Regional Airport 2-37
Table 2-15 Connector Taxiways
Connector Taxiway Designation Pavement Width (ft) Shoulder (Y/N)/ Width (ft) General Pavement Condition
A-1 50 N Good
A-2 50 N Good
A-3 50 N Good
A-4 50 N Good
B-1 35 Y / 12.5 Good
B-2 35 Y / 15 Poor
B-3 50 Y / 15 Good
E-1 50 Y / 15 Fair
E-2 50 Y / 15 Fair
Source: Armstrong Consultants, Inc., 2015
All of the taxiways and taxiway connectors are constructed of asphalt and appear to have the correct
pavement markings, although many of the pavement markings are faded.
2.18.3 Aircraft Aprons
The Airport has several aircraft parking aprons for transient and based aircraft. A list of airport aprons
and their commonly referred to name are shown on Table 2-16. All of the aircraft parking aprons are
asphalt and appear to have adequate pavement markings to guide aircraft movement.
Table 2-16 Aircraft Parking Aprons
Aircraft Aprons Approximate Apron Size (sy) General Pavement Condition
Terminal/FBO Apron 8,200 Poor
Itinerant Parking Apron 34,000 Poor
Helicopter Apron 35,200 Fair
West Hangar Apron 66,800 Good
South Hangar Apron 58,300 Poor
East Hangar Apron 25,800 Good
East Apron 90,000 Very Good
Bypass Apron (T/W A & C) 6,600 Very Good
Note: Apron size is inclusive of the existing hangars that reside on the pavement.
Source: Armstrong Consultants, Inc., 2015
2.18.4 Pavement Condition Index (PCI)
According to the Arizona Department of Transportation (ADOT), the airport system in Arizona is a
multimillion dollar investment of public and private funds that must be protected and preserved. The
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Airport Master Plan – Marana Regional Airport 2-38
Arizona Pavement Preservation Program (APPP) has been established to assist in the preservation of
the Arizona airport system infrastructure. Every year ADOT’s Aeronautics Group, using the Airport
Pavement Management System (APMS), identifies airport pavement maintenance projects eligible for
funding for the upcoming five years. These projects will appear in the state's Five-Year Airport Capital
Improvement Program. Once a project has been identified and approved for funding by the State
Transportation Board, the airport sponsor may elect to accept a state grant for the project and not
participate in the APPP, or the airport sponsor may sign an inter-government agreement (IGA) with
the Aeronautics Group to participate in the APPP.
ADOT also conducts pavement surveys using the procedure as documented in the following
publications:
The FAA's Advisory Circular 150/5380-6B, Guidelines and Procedures for Maintenance of Airport
Pavements.
The American Society for Testing and Material's (ASTM's) standard D-5340, Standard Test
Method for Airport Pavement Condition Index Surveys.
The PCI procedure is the standard used by the aviation industry to visually assess pavement condition.
It was developed to provide engineers with a consistent, objective, and repeatable tool to represent the
overall pavement condition. During a PCI survey, visible signs of deterioration within a selected sample
area are identified, recorded, and analyzed.
According to ADOT, the results of a PCI evaluation provide an indication of the structural integrity
and functional capabilities of the pavement. However, it should be recognized that during a PCI
inspection only the top layer of the pavement is examined and that no direct measure is made of the
structural capacity of the pavement system. Nevertheless, the PCI does provide an objective basis for
determining maintenance and repair needs as well as for establishing rehabilitation priorities in the face
of constrained resources. Furthermore, the results of repeated PCI monitoring over time can be used
to determine the rate of deterioration and to estimate the time at which certain rehabilitation measures
can be implemented.
Pavement defects are characterized in terms of type of distress, severity level of distress, and amount
of distress. This information is then used to develop a composite index (PCI number) that represents
the overall condition of the pavement in numerical terms, ranging from 0 (failed) to 100 (excellent). In
general terms, pavements above a PCI of 85 that are not exhibiting significant load-related distress will
benefit from routine maintenance actions, such as periodic crack sealing or patching. Pavements with
a PCI of 56 (65 for PCC pavements) to 85 may require pavement preservation, such as a surface
treatment, thin overlay, or PCC joint resealing. Often, when the PCI is 55 or less, major rehabilitation,
such as a thick overlay, or reconstruction are the only viable alternatives due to the substantial damage
to the pavement structure.
For Marana Regional Airport, Figure 2-12 depicts the most recent PCI inspection reported in the 2013
APMS update. Figure 2-13 depicts how the appropriate repair type varies with the PCI of a pavement
section.
Chapter Two Inventory of Airport Assets
Airport Master Plan – Marana Regional Airport 2-39
100 Pavement Condition Index (PCI) 85
Routine Maintenance
55
Pavement Preservation
0
Major Rehabilitation
In addition to determining the PCI for airfield pavement, the Arizona Pavement Preservation Program
includes determining the Pavement Classification Number (PCN) for the same airfield pavement. The
Aircraft Classification Number-Pavement Classification Number (ACN-PCN) system of reporting
pavement strength was developed by the International Civil Aviation Organization (ICAO). Since the
United States is a member of this organization, the FAA is obligated to adhere to this system. The
Figure 2-12 Existing PCI
Source: ADOT MPD – Aeronautics Group,
2013 Arizona APMS Update Statewide
Summary Report, retrieved 2015
Figure 2-13 PCI Repair Scale
Source: ADOT MPD – Aeronautics Group, retrieved 2015 from ADOT APMS IDEA website
http://wwwa.azdot.gov/applications/Airports/APTech_DAP/index.html#path=3/4
Chapter Two Inventory of Airport Assets
Airport Master Plan – Marana Regional Airport 2-40
ACN-PCN procedure is structured so that a pavement with a given PCN can support an aircraft that
has an ACN equal or less than the PCN. The PCN should be recalculated if the aircraft mix or volume
changes significantly at an airport.
The ADOT APPP program is provided to give the airport sponsor sound pavement repair
recommendations and is accepted by the FAA as complying with Public Law 103-305’s requirement
regarding airport pavement maintenance management as related to AIP funding eligibility. The APPP
is not meant to replace a sponsor’s efforts for preserving the pavement infrastructure at the airport,
but to assist the sponsor in prioritizing and scheduling pavement maintenance and reliable actions. The
airport sponsor is expected to provide routine inspections, monitoring, and routine maintenance as
part of this joint effort.
Table 2-17 summarizes the Pavement Condition Index data and Table 2-18 summarizes the Pavement
Condition Number results from the Marana Regional Airport Pavement Classification Number Report
dated October 2014, prepared by Applied Pavement Technology, Inc.
Table 2-17 Summary of Pavement Condition Index Data
Location Section 2013 PCI Index
A01AV
(Terminal/FBO & Itinerant Parking Apron) 10 50 - Major Rehabilitation
A02AV
(Helicopter (10)/East Hangar Apron (20))
10 67 - Pavement Preservation
20 84 - Pavement Preservation
A03AV
(East Apron) 10 91 - Routine Maintenance
A04AV
(Bypass Apron) 10 90 - Routine Maintenance
RW 1230AV
(Runway 12-30) 10 56 - Pavement Preservation
RW 321 AV
(Runway 3-21) 10 54 - Major Rehabilitation
TWAAV
(Taxiway A) 10 100 - Routine Maintenance
TWBAV
(Taxiway B) 10 51 - Major Rehabilitation
TWCAV
(Taxiway C) 10 66 - Pavement Preservation
TWEAV
(Taxiway E) 10 72 - Pavement Preservation
Source: Marana Regional Airport Pavement Classification Number Report, Applied Pavement Technology, Inc., October 2014
Chapter Two Inventory of Airport Assets
Airport Master Plan – Marana Regional Airport 2-41
Table 2-18 Summary of Pavement Condition Number Results
Branch Section PCN Designation
A01AV
(Terminal/FBO & Itinerant Parking Apron) 10 2/F/D/Y/T1
A02AV
(Helicopter/East Hangar Apron)
10 4/F/D/X/T
20 3/F/D/X/T1
A03AV
(East Apron) 10 3/F/D/X/T1
A04AV
(Bypass Apron) 10 5/F/C/X/T
RW 1230AV
(Runway 12-30) 10 2/F/C/Y/T1
RW 321 AV
(Runway 3-21) 10 3/F/C/Y/T
TWAAV
(Taxiway A) 10 4/F/D/W/T
TWBAV
(Taxiway B) 10 2/F/D/Y/T1
TWCAV
(Taxiway C) 10 2/F/D/Y/T1
TWEAV
(Taxiway E) 10 3/F/D/X/T1
1This section is not structurally adequate to handle regular operations of the analyzed traffic according to the October 2014
report.
Source: Marana Regional Airport Pavement Classification Number Report, Applied Pavement Technology, Inc., October 2014
2.18.5 Airfield Lighting, Signage, and Visual Aids
2.18.5-1 Airfield Lighting
Pavement edge lighting is essential for the safe operation of aircraft during night and/or periods of
low visibility. Edge lighting is placed along the edge of pavement to define the lateral limits of the
pavement. Threshold lights are also placed at the end of a runway (either in-bound or out-bound) to
delineate the usable runway.
Runways 12-30 and 3-21 are both equipped with Medium Intensity Runway Lights (MIRL) that
appear to be in good condition (Figure 2-14). The MIRLs are all incandescent fixtures.
The taxiways that are equipped with based mounted (incandescent) Medium Intensity Taxiway Lights
(MITL) include:
Taxiway A (and all taxiway connectors)
Taxiway B (and all taxiway connectors)
Taxiway E (and all taxiway connectors)
Taxiway H
Taxiway E also has omni-directional semi-flush medium intensity taxiway edge lights delineating the
edge of the taxilane and aircraft parking apron (East Hangar Apron). Taxiway C does not currently
have either taxiway edge lighting or retro-reflective markers. An example of a MITL found at the
Airport is shown in Figure 2-15.
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Airport Master Plan – Marana Regional Airport 2-42
Figure 2-15 Existing
Taxiway Edge Light
Figure 2-14 Existing
Runway Edge Light
Source: Armstrong
Consultants, Inc., 2015
Source: Armstrong
Consultants, Inc., 2015
Chapter Two Inventory of Airport Assets
Airport Master Plan – Marana Regional Airport 2-43
2.18.5-2 Signage
The Airport recently completed an upgrade to the lighted airfield destination signs to light-emitting
diode (LED) fixtures. This includes runway, taxiway, and connector taxiway signs. The project was
completed in September 2016.
2.18.5-3 Visual Aids
Precision Approach Path Indicators
Precision Approach Path Indicator (PAPI) systems equip the pilot with visual slope information to
provide safe descent guidance. It provides vertical visual guidance to aircraft during approach and
landing by radiating a directional pattern of high intensity red and white focused light beams which
indicate to the pilot that they are “on path” if they see red/white, “above path” if they see white/white
and “below path” if they see red/red.
The Airport is equipped with precision approach path indicators (PAPI-4) on Runways 12 and 30.
Precision approach path indicators (PAPI-2) are provided on Runways 3 and 21 and they appear to
be in good condition.
Figure 2-17 Existing 4-Box Precision
Approach Path Indicator
Figure 2-16 Existing Airfield Destination Signage Source: Armstrong Consultants, Inc., 2015
Source: Armstrong
Consultants, Inc., 2015
Chapter Two Inventory of Airport Assets
Airport Master Plan – Marana Regional Airport 2-44
Runway End Identifier Lights
Runway End Identifier Lights (REIL) are flashing strobe lights which aid the pilot in identifying the
runway end at night or in bad weather conditions. REILs are typically used on runways with no other
approach lighting system and are located laterally on each side of the runway threshold facing the
approaching aircraft. The Airport recently replaced the REILs on Runway 12 and 30 with LED
fixtures in September 2016.
Wind Cone and Segmented Circle
Wind cones are conical textile tubes designed to indicate wind direction and relative wind speed.
Wind direction is the opposite of the direction in which the wind cone is pointing. There are two
styles of wind cones – lighted and unlighted. Typically found surrounding a wind cone is a segmented
circle. A segmented circle is a visual indicator designed to show a pilot in the air the direction of the
traffic pattern at that airport. The primary wind cone at an airport will typically have a segmented
circle. If an airport has more than one wind cone, the additional ones are referred to as supplemental
wind cones and are normally found near the runway threshold.
The Airport is equipped with two lighted wind cones; a primary (internally lit) wind cone with a
segmented circle is located at the mid-field of the Airport, and one supplemental (externally lit) wind
cone is located near the Runway 3 threshold. Both wind cones and the segmented circle appear to be
in good condition.
Figure 2-18 Existing Runway End
Identifier Light
Source: Armstrong
Consultants, Inc., 2015
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Airport Master Plan – Marana Regional Airport 2-45
Rotating Airport Beacon
A rotating airport beacon is a visual navigational aid (NAVAID) operated at many airports. At civil
airports, alternating white and green flashes indicate the location of the airport. Rotating beacons are
designed primarily for night operation as identification and location markers for airports and will
have a visibility range of 30 to 40 miles and a candlepower range from 190,000 to 400,000 candelas.
The rotating beacon is located adjacent to the existing electrical building. The rotating beacon appears
to be in good condition, although the fixture and tower are considered to be outdated.
Figure 2-19 Existing Primary Wind Cone
and Segmented Circle
Figure 2-20 Existing
Rotating Beacon
Source: Armstrong Consultants, Inc., 2015
Source: Armstrong
Consultants, Inc., 2015
Chapter Two Inventory of Airport Assets
Airport Master Plan – Marana Regional Airport 2-46
2.18.6 Weather Reporting Systems
Automated airport weather stations are automated sensor suites which are designed to serve aviation
and meteorological observing needs for safe and efficient aviation operations, weather forecasting, and
climatology. There are several types of automated airport weather reporting stations. These include the
Automated Weather Observing System (AWOS), the Automated Surface Observing System (ASOS),
and the Automated Weather Sensor System (AWSS).
During the inventory of the Airport, it was observed that the airport has an AWOS-III. This system
generally reports the following parameters: barometric pressure, altimeter setting, wind speed and
direction, temperature and dew point in degrees Celsius, density altitude, visibility, and cloud ceiling,
while also having the additional capabilities of reporting temperature and dew point in degrees
Fahrenheit, present weather, icing, lightning, sea level pressure and precipitation accumulation. Data
dissemination is usually via an automated VHF air band radio frequency (108-137 MHz) at each airport,
broadcasting the automated weather observation. This is often times via the Automatic Terminal
Information Service (ATIS). Most automated weather stations also have discrete phone numbers to
retrieve real-time observations over the phone or through a modem. The data output, monitoring
equipment, and the modem for the AWOS is located in the FBO building. A METAR data broadcast
service was installed in November 2014. METAR is the primary observation code used in the United
States to satisfy requirements for reporting surface meteorological data. METAR contains a report of
wind, visibility, runway visual range, present weather, sky condition, temperature, dew point, and
altimeter setting collectively referred to as “the body of the report.” In addition, coded and/or plain
language information which elaborates on data in the body of the report may be appended to the
METAR.
The radio frequency for the Airport AWOS is 118.375 MHz, and the phone number is (520) 682-4104.
The AWOS is located on the west of the Runway 21 threshold. The AWOS is in good working
condition.
Figure 2-21 Existing Automated
Weather Observing System
Source: Armstrong
Consultants, Inc., 2015
Chapter Two Inventory of Airport Assets
Airport Master Plan – Marana Regional Airport 2-47
2.18.7 Radio Navigational Aids
A navigational aid (NAVAID) is any ground based visual or electronic device used to provide course
or altitude information to pilots. Radio NAVAIDs include Very High Omni-directional Range (VORs),
Very High Frequency Omni-directional Range with Tactical Information (VOR-TACs), Non-
directional Beacons (NDBs), and Tactical Air Navigational Aids (TACANs), as examples.
The NDB at the Airport is located adjacent to the existing AWOS-III west of the Runway 21 threshold.
The NDB transmits non-directional radio signals, whereby the pilot of properly equipped aircraft can
determine the bearing to or from the NDB facility and then track to or from the station. The NDB is
in good condition.
The Tucson VORTAC serves the Tucson metropolitan area including the Marana Regional Airport.
The Tucson VORTAC is located approximately 24 nautical miles southeast of the Marana Regional
Airport.
Figure 2-22 Existing Non-
Directional Beacon (NDB)
Source: Armstrong
Consultants, Inc., 2015
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Chapter Two Inventory of Airport Assets
Airport Master Plan – Marana Regional Airport 2-51
2.19 Existing Landside Facility Inventory
The definition of landside is that portion of the airport designed to serve passengers or other airport users
typically located outside of the public safety and security fenced perimeter; landside facilities include terminal
buildings, parking areas, entrance roadways, and other buildings that may not necessarily conduct aviation
related activities. The inventory of landside facilities provides the basis for the airfield demand/capacity analysis
and the determination of any facility change requirements that might be identified. The various landside facilities
are depicted on Exhibit 2 at the end of this section.
2.19.1 Terminal Building
The existing terminal building is approximately 9,500 square-feet and is located at the entrance of the
Airport off Avra Valley Road. The terminal building was constructed in 1982 and consists of a lobby,
restrooms, conference rooms, pilot’s lounge, and multiple offices. The Tucson Aeroservice Center is
the Fixed Based Operator (FBO) and is located in the building. The terminal building is a steel-frame,
metal-sided building and is in good condition.
2.19.2 Airport Services/Fixed Base Operator
A fixed base operator (FBO) is usually a private or commercial enterprise that leases land from the
airport sponsor on which to provide services to based and transient aircraft. The extent of the services
provided varies from airport to airport. These services frequently include aircraft fueling, minor
maintenance and repair, aircraft rental and/or charter services, flight instruction, pilot lounge and flight
planning facilities, and aircraft tie-down and/or hangar storage. As mentioned in the previous section,
Figure 2-23 Existing Terminal Building Source: Armstrong Consultants, Inc., 2015
Chapter Two Inventory of Airport Assets
Airport Master Plan – Marana Regional Airport 2-52
Tucson Aeroservice Center is located in the terminal building and serves as the FBO. With an
employment base of 20, they provide the following services:
Aviation fuel
Oxygen service
Passenger terminal and lounge area
Aerial tours
Aircraft charters
Aircraft rental
Aircraft maintenance
Flight training
Avionics sales and services
2.19.3 Aircraft Hangars
There are three types of hangar facilities found at most airports – conventional hangars, T-hangars,
and shade structures. Conventional hangars provide aircraft storage and are often referred to as box
hangars, which are square or rectangular in shape and can be built in various sizes. T-hangars are
rectangular aircraft storage hangars with several interlocking “T” units that minimize the need to build
individual units; they are usually two-sided with either bi-fold or sliding doors. Shade structures provide
a more economical way to keep an aircraft protected from the elements because they only have a roof
over an aircraft. Power may or may not be available under a shade structure. The Airport has
conventional hangars, T-hangars, and a shade structure available. The following is a description of the
hangars and structures currently available.
Conventional hangars
There are six conventional hangars at the Airport. The cumulative size of the hangars is nearly 52,000
square-feet. All of the conventional hangars are steel-framed, metal-sided buildings. All six hangars are
currently owned by Pima Aviation; the Town has ground lease agreements with the owner. The
location, current occupants, and general condition of the conventional hangars are summarized in
Table 2-19.
Table 2-19 Summary of Conventional Hangars
Location Current Occupant(s) General Condition
Hangar 1 Adjacent to Taxiway C ATW Aviation Inc. Good
Hangar 2 Adjacent to Taxiway C Marana Skydiving Fair
Hangar 3 Adjacent to Taxiway B Pacific Aero Ventures Fair
Hangar 4 South hangar apron Pima Aviation Inc./Tucson Aeroservice Center
(maintenance) Good
Hangar 5 South hangar apron Skywords Aviation Fair
Hangar 6 South hangar apron Tucson Aeroservice Center (maintenance) Good
Source: Airport management, June 2015
Chapter Two Inventory of Airport Assets
Airport Master Plan – Marana Regional Airport 2-53
T-hangars
There are 19 T-hangars at the Airport. The cumulative size of the T-hangars is nearly 300,000 square-
feet. All of the T-hangars are steel-framed, metal-sided buildings. The T-hangars are grouped into three
areas on the Airport. Four T-hangars are located on the east hangar apron, seven T-hangars are located
on the south hangar apron, and eight T-hangars are located on the west hangar apron. Three of the T-
hangars on the west hangar apron also have restroom facilities incorporated into the buildings. All T-
hangars are currently owned by Pima Aviation; the Town has ground lease agreements with the owner.
Figure 2-25 Existing T-hangar
Facility
Figure 2-24 Existing Conventional
Hangar Facility
Source: Armstrong Consultants, Inc., 2015
Source: Armstrong Consultants, Inc., 2015
Chapter Two Inventory of Airport Assets
Airport Master Plan – Marana Regional Airport 2-54
Shade Structure
In addition to aircraft hangars, the Airport also provides one shade structure. The shade structure is
approximately 17,000 square-feet and can accommodate up to 27 aircraft. The shade structure is steel-
framed with a metal roof and appears to be in good overall condition. The shade structure is owned
by Pima Aviation. A summary of the aircraft hangars and structures available at the Airport is contained
in Table 2-20.
Table 2-20 Summary of Aircraft Hangars
Conventional Hangars T-hangars Shade Structure Total
Hangar Area (sf) 52,000 300,000 17,000 369,000
Number of Units (ea.) 6 232 27 265
Source: Marana Regional Airport Management, 2015
2.19.4 Other Airport Buildings
Airport Restaurant
The Sky Rider Coffee Shop is also located at the Airport adjacent to the terminal building. The
restaurant is open seven days a week from 6:30 am to 3:00 pm. The building is approximately 2,900
square-feet and is a masonry building with a flat roof and appears to be in good condition. Adjacent
Figure 2-26 Existing Shade Structure Source: Armstrong Consultants, Inc., 2015
Chapter Two Inventory of Airport Assets
Airport Master Plan – Marana Regional Airport 2-55
to the restaurant is an outdoor seating/viewing area for public use. There are also approximately 12
vehicle parking spaces dedicated to the restaurant located in front of the building. The Town of Marana
owns the building and leases it to the restaurant.
Airport Electrical Building
Electrical power for the Airport is fed from an existing concrete block electrical building located next
to the Tucson Aeroservice Center maintenance hangar and adjacent to the south hangar apron. The
electrical building houses the airfield regulators and is in overall good condition.
Figure 2-27 Existing Airport Restaurant
and Outdoor Seating Area
Source: Armstrong
Consultants, Inc., 2015
Chapter Two Inventory of Airport Assets
Airport Master Plan – Marana Regional Airport 2-56
2.19.5 Access Roads and Signage
The Airport can be accessed directly from Avra Valley Road, which is a two-lane paved road and runs
along the south side of the Airport; Avra Valley Road serves as the main entrance road. From Exit 242
on Interstate 10, the Airport is approximately five miles west. A concrete sign that displays the name
of the Airport is located at the entrance from Avra Valley Road. It is in good condition.
Figure 2-28 Existing Electrical
Building Equipment
Figure 2-29 Existing Electrical
Building
Source: Armstrong Consultants, Inc., 2015
Source: Armstrong Consultants, Inc., 2015
Chapter Two Inventory of Airport Assets
Airport Master Plan – Marana Regional Airport 2-57
2.19.6 Automobile Parking
There are approximately 40 vehicle parking spaces located adjacent to the terminal building. The lot
serves as parking for the restaurant as well. A dirt and gravel overflow parking lot is located just east
of the main paved parking lot. To increase safety and convenience, overhead lighting of the parking
lot is provided. The asphalt pavement is in good condition.
Figure 2-31 Existing Airport Vehicle Parking Lot
Source: Armstrong Consultants, Inc., 2015 Figure 2-30 Airport Main Entrance Sign
Source: Armstrong Consultants, Inc., 2015
Chapter Two Inventory of Airport Assets
Airport Master Plan – Marana Regional Airport 2-58
2.19.7 Utilities
Electricity, water, sewer, refuse, telephone, natural gas, and Internet services are available at the Airport.
Electrical service is provided by Trico Electric Cooperative Inc., and the Town of Marana Water
Department provides the water and sewer service. Southwest Gas Corporation provides natural gas,
VoIP is the telephone service provider, and Centurylink provides Internet service. Additionally, there
is an existing fire protection underground waterline which extends south from the fire pump house on
the Northwest side of the airport and ends in the middle of the Northeast side of the airport. Airport
management also suggested that there may be an additional water protection line which runs from the
pump house across Taxiway A and Runway 12-30 to the Northeast side of the Airport; however, this
has never been verified.
2.19.8 Fencing and Security
Keeping the aircraft operations area (AOA) clear of non-essential and/or unauthorized vehicles and
pedestrians is very important at all airports. As a result, fencing and access control gates are very
effective at reducing inadvertent entry of unauthorized people and vehicles, and wildlife as well. The
Airport has two types of fencing around the perimeter of the Airport. The majority of the fencing
consists of 6-foot high, chain-link fence with three strands of barbed wire. Additionally, ornamental
security fencing is also in place. It was noted that there is approximately 3,000 linear feet of perimeter
fencing missing on the north side of the airfield. Typical fencing and security access gates found at the
Airport are illustrated in Figure 2-32.
Figure 2-32 Airport Access Gate
and Perimeter Fence
Source: Armstrong
Consultants, Inc., 2015
Chapter Two Inventory of Airport Assets
Airport Master Plan – Marana Regional Airport 2-59
2.19.9 Aviation Fuel Facilities
There are currently two fuel storage tanks on the Airport that are owned and operated by the FBO.
Each fuel tank has a capacity of 12,500 gallons; 100LL AvGas and Jet A are available. A self-service
system is also available 24 hours per day for AvGas. After hours fueling is available, but for a fee. Three
fuel trucks are available: two 1,200-gallon capacity trucks with 100LL AvGas and one 5,000-gallon
capacity truck with Jet A. The Airport also has a Spill Prevention, Control and Countermeasure (SPCC)
Plan on location with airport operations staff.
Figure 2-33 Fuel Storage Tanks
Figure 2-34 Self-Serve Fuel Island
Source: Armstrong
Consultants, Inc., 2015
Source: Armstrong
Consultants, Inc., 2015
Chapter Two Inventory of Airport Assets
Airport Master Plan – Marana Regional Airport 2-60
2.19.10 Emergency Services
Emergency response is provided by the Northwest Fire District via Station 36 located approximately
5.5 miles north of the Airport. The District currently provides emergency and community services to
110,000 residents and 3,300 commercial occupancies over a 140 square-mile area. Ten strategically
located stations are staffed 365 days a year with 192 firefighters that are Paramedics or Emergency
Medical Technicians. Despite explosive growth, the District's ratio of paramedics to residents remains
one of the best in the state at 1: 9,000.
Station 36 was built in anticipation of projected growth of north Marana and includes capacity for
additional apparatus and personnel as the region expands. Station 36 provides coverage for the Airport
with a light Aircraft Rescue and Firefighting Response (ARFF) truck capable of handling small airplane
crash fires. The District's Metropolitan Medical Response System (MMRS) truck is also housed at Fire
Station 36 along with a Water Tender for additional water supply that might be needed in some of the
outlying areas. Station members are trained in the deployment of the MMRS apparatus (used for mass
casualty incidents), and the associated equipment it carries.
The nearest hospital is the Northwest Medical Center located at 6200 North La Cholla Boulevard,
which is approximately 15 miles southeast of the Airport. Northwest Medical Center is a full-service
hospital, including emergency care facilities. In addition, the Marana Health Center located at 11981
West Grier Road is approximately 5 miles to the north of the Airport.
2.19.11 Airport Support and Maintenance
The airport has limited staff to perform airport support and maintenance. In addition, the Airport does
not have a dedicated airport maintenance facility. All airfield maintenance equipment is currently stored
in an existing hangar. The location for a future airport maintenance facility will be included in the
development plan of the airfield and will be presented in the Alternatives Chapter of the master plan.
The following large maintenance equipment is used at the Airport:
Ford 350 Crew Cab Truck, Ford 150 Extended Cab Truck, and a Chevy Tahoe
Figure 2-35 Fuel Truck - Jet A Source: Armstrong Consultants, Inc., 2015
Chapter Two Inventory of Airport Assets
Airport Master Plan – Marana Regional Airport 2-61
Tiger Tractor Mower (older model) and an Ex-Mark Zero Turn Mower
Polaris Brutus with attachments (kick broom, mower, bucket, and forks)
Five trailers for various equipment hauling
2.19.12 Airport Leases
Within the airport boundaries are a number of ground leases that the Town has executed with various
entities. Leases are an important way for the Town to generate revenue while supporting a growing
aviation industry at the Airport. The total number of acres leased on the Airport is approximately
133.42 acres.
The following are the current leases:
The Master Development Lease is comprised of three separate parcels;
o Parcel 1 equals approximately 9.73 acres,
o Parcel 2 equals approximately 31.10 acres,
o Parcel 3 equals approximately 25.10 acres,
FBO lease equals approximately 33.82 acres;
Jump site lease identified as Parcel 5 equals approximately 10 acres;
T-hangar lease equals approximately 8.16 acres;
Lease identified as Parcel 4 equals approximately 8 acres; and
Maricopa Aircraft Services equals approximately 5 acres.
As part of the development plan, additional land will be identified for future leases. The goal of the
development plan is flexibility, thereby allowing the Town to lease parcels of various sizes and
configuration based on demand.
2.19.13 Airport Sustainability
The FAA began focusing on sustainability at airports in 2010, and has said that their objective is to
make sustainability a core objective in airport planning. The FAA has provided airports across the
United States with funding to develop comprehensive sustainability planning documents. These
documents, called sustainability master plans and airport sustainability plans, include initiatives for
reducing environmental impacts, achieving economic benefits, and increasing integration with local
communities. To date, the FAA has funded 45 airports across the United States.
The FAA Reform and Modernization Act of 2012, Section 133 of H.R. 658, requires airport master
plans to address the feasibility of solid waste recycling at an airport, minimizing the generation of waste,
operation and maintenance requirements, the review of waste management contracts, and the potential
for cost savings or revenue generation. The FAA is in the process of crafting guidance for airport
sponsors to use in developing a recycling program at their airport as part of an airport master plan.
Solid waste is being collected from the terminal building and disposed of by a waste collection
company, however, it is not known if any recycling is taking place by any of the airport tenants.
Chapter Two Inventory of Airport Assets
Airport Master Plan – Marana Regional Airport 2-62
Recommendations for ways to implement a recycling program and other sustainability practices will
be discussed in the Facility Requirements chapter.
2.19.14 Dark-Sky Compliance
The International Dark-Sky Association’s work includes initiatives to protect the night skies and fragile
ecosystems in parks and protected areas worldwide. In Arizona, there are three International Dark Sky
Communities:
City of Flagstaff, established in 2001
City of Sedona, established in 2014
Big Park/Village of Oak Creek, established in 2016
In addition, there are three International Dark Sky Parks in Arizona:
Oracle State Park, a Silver-tier International Dark Sky Park, established in 2014
Grand Canyon – Parashant National Monument, a Gold-tier International Dark Sky Park,
established in 2014
Flagstaff Area National Monuments, established in 2016
The Town of Marana is a regional leader in adopting a lighting ordinance to help reduce light emissions
from residential, commercial, and industrial properties. The Town of Marana Outdoor Lighting Code
Ordinance 2008.18, adopted in 2008, provides regulations about the types of light fixtures and lamps
that will help reduce light emissions.
Although the Town of Marana code is meant to reduce light emissions throughout the town, large
portions of the Airport are exempt from these standards. The FAA has strict lighting regulations for
Figure 2-36 Airport Solid
Waste Disposal Practice
Source: Armstrong
Consultants, Inc., 2015
Chapter Two Inventory of Airport Assets
Airport Master Plan – Marana Regional Airport 2-63
airports related to airfield lighting. Therefore, modification to airfield lighting to reduce illumination
and glare cannot be considered. The Airport can explore ways to reduce light emissions (and costs) by
considering FAA approved energy efficient lighting such as LEDs.
Based on a cursory review of the existing lighting at the Airport, there may be some opportunities to
replace existing light fixtures to shielded light fixtures. These recommendations will be discussed
further in the Facility Requirements chapter.
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Airport Master Plan – Marana Regional Airport 2-67
2.20 Environmental Inventory
In the airport master planning process, it is a requirement to identify potential key environmental impacts of
the various airport development alternatives so that those alternatives can avoid or minimize impacts on
sensitive resources. The evaluation of potential environmental impacts should only be done to the level
necessary to evaluate and compare how each alternative would involve sensitive environmental resources. The
data compiled in this section will be used in evaluating proposed airport development alternatives and to
identify any required environmental permits for the recommended projects. The various local, state, and federal
agencies which are responsible for granting such permits and clearances are made aware of the airport’s master
planning efforts, and are given an opportunity to review the proposed development and comment as needed.
Agency coordination letters, along with a map of the airport and the proposed development areas, are sent to
these agencies early in the process. To view the list of agencies contacted for the Marana Regional Airport, a
sample letter and attachment, and responses from the agencies, see Appendix D.
2.20.1 Air Quality
The U.S. Environmental Protection Agency (EPA) has established National Ambient Air Quality
Standards (NAAQS) based on health risks for six pollutants: carbon monoxide, nitrogen dioxide, sulfur
dioxide, lead, ozone, and two sizes of particulate matter (PM) measuring 10 micrometers or less in
diameter and PM measuring 2.5 micrometers in diameters.
According to the EPA, an area with ambient air concentrations exceeding the NAAQS for a criteria
pollutant is said to be a nonattainment area for the pollutant’s NAAQS, while an area where ambient
concentrations are below the NAAQS is considered an attainment area. The EPA requires areas
designated as nonattainment to demonstrate how they will attain the NAAQS by an established
deadline. To accomplish this, states prepare State Implementation Plans (SIPs) which are typically a
comprehensive set of reduction strategies and emissions budgets designed to bring the area into
attainment.
According to NAAQS, Marana Regional Airport is located in a nonattainment area for one NAAQS
pollutant. A graphical illustration of counties designated nonattainment for NAAQS are depicted in
Figure 2-37. Likewise, according to the Arizona Department of Environmental Quality (ADEQ), the
Airport is located in a nonattainment area. A graphical illustration of the ADEQ nonattainment and
attainment areas are depicted in Figure 2-38. Further evaluation of any potential air quality impacts
will be discussed in the Environmental Overview chapter.
Chapter Two Inventory of Airport Assets
Airport Master Plan – Marana Regional Airport 2-68
Figure 2-37 EPA - Counties Designated Nonattainment (NAAQS) Source: U.S. EPA, June 2015
Chapter Two Inventory of Airport Assets
Airport Master Plan – Marana Regional Airport 2-69
Marana Regional Airport
Figure 2-38 ADEQ - Nonattainment and Attainment Areas Source: ADEQ, June 2015
Chapter Two Inventory of Airport Assets
Airport Master Plan – Marana Regional Airport 2-70
2.20.2 Biotic Communities/Endangered and Threatened Species of Flora and Fauna
Consideration of biotic communities and endangered and threatened species is required for all
proposals under the Endangered Species Act as Amended. Section 7 of the Endangered Species Act
as Amended requires each Federal agency to ensure that any action the agency carries out "is not likely
to jeopardize the continued existence of any endangered species or threatened species or result in the
destruction or adverse modification of habitat" of critical species.
All of the federally listed threatened and endangered species within Pima County are shown in Table
2-21. Pima County encompasses a large area, and therefore all of the threatened, endangered, and
candidate species listed on Table 2-21 are not necessarily found at the Marana Regional Airport.
Table 2-21 Threatened, Endangered, and Candidate Species (Pima County, Arizona)
Common Name Scientific Name Status
Chiricahua leopard frog Rana chiricahuensis Threatened
Masked bobwhite (quail) Colinus virginianus ridgwayi Endangered
American peregrine falcon Falco peregrinus anatum Recovery
California least tern Sterna antillarum browni Endangered
Yellow-billed Cuckoo Coccyzus americanus Threatened
Mexican spotted owl Strix occidentalis lucida Threatened
Southwestern willow flycatcher Empidonax traillii extimus Endangered
Gila topminnow Poeciliopsis occidentalis Endangered
Gila chub Gila intermedia Endangered
Desert pupfish Cyprinodon macularius Endangered
Acuna Cactus Echinomastus erectocentrus var. acunensis Endangered
Nichol's Turk's head cactus Echinocactus horizonthalonius var. nicholii Endangered
Kearney's blue-star Amsonia kearneyana Endangered
Pima pineapple cactus Coryphantha scheeri var. robustispina Endangered
Huachuca water-umbel Lilaeopsis schaffneriana var. recurva Endangered
Sonoran pronghorn Antilocapra americana sonoriensis Endangered
Jaguar Panthera onca Endangered
Ocelot Leopardus Felis Endangered
Lesser long-nosed bat Leptonycteris curasoae yerbabuenae Endangered
Northern Mexican gartersnake Thamnophis eques megalops Threatened
Sonoyta mud turtle Kinosternon sonoriense longifemorale Candidate
Sonoran Desert tortoise Gopherus morafkai Candidate
Source: U.S. Fish and Wildlife Service, June 2015
Chapter Two Inventory of Airport Assets
Airport Master Plan – Marana Regional Airport 2-71
2.20.3 Coastal Zone Management Program and Coastal Barriers
Marana Regional Airport is not located within or adjacent to a coastal zone. Any proposed action and
reasonable alternatives will not adversely impact the coastal zone natural resources protected by the
National Oceanic and Atmospheric Administration (NOAA) regulations under 15 CFR Part 930.
2.20.4 Department of Transportation (DOT) Act, Section 4(f)
Section 4(f) of the DOT Act places restrictions on the use of any publicly-owned recreational land,
public park, recreation area, or wildlife and waterfowl refuge of national, state, or local significance.
There are no Section 4(f) resources adjacent to the Marana Regional Airport. The nearest Section 4(f)
resource is Marana Heritage River Park, which is located approximately one mile north of the Airport
near the Gladden Farms community.
2.20.5 Farmland
The Farmland Protection Policy Act (Public Law 97-98) directs federal agencies to use criteria
developed by the U.S. Department of Agriculture to identify and analyze impacts related to the
conversion of farmland to nonagricultural uses. According to the U.S. Department of Agriculture,
Natural Resources Conservation Services (NRCS), the area consists of the following soil ratings:
Three small areas with farmland of unique importance; soils found include Cowan loamy
sand/sandy loam
The large remainder of the area prime farmland if irrigated; soils found include Laveen loam,
Mohave loam/clay loam, Sonoita sandy loam/sandy clay loam, Tubac sandy loam/sandy clay
loam/clay, and Valencia sandy loam
It is important to note that there are currently no active farming activities taking place on the Airport
property. According to the Farmland Protection Policy Act, the regulation does not apply to land
already committed to “urban development or water storage,” i.e., airport developed areas, regardless
of its importance as defined by the NRCS. The farmland soil classifications in the vicinity of the Marana
Regional Airport are shown on Figure 2-39.
Chapter Two Inventory of Airport Assets
Airport Master Plan – Marana Regional Airport 2-72
2.20.6 Floodplains
Floodplains are defined 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."
The Threshold of Significance (TOS) is exceeded when there is an encroachment on a base floodplain
(100-year flood). An encroachment involves:
A considerable probability of loss of life;
Likely future damage associated with encroachment that could be substantial in cost or extent,
including interruption of service or loss of vital transportation facilities; or
A notable adverse impact on natural and beneficial flood plain values.
According to the Federal Emergency Management Agency (FEMA) National Flood Insurance Rate
Map, the Airport property is located in Special Flood Hazard Area labeled Zone AO/AO-1, which
according to FEMA is defined as the area that will be inundated by the flood event having a 1-percent
Figure 2-39 Farmland Soil Classification Map Source: U.S. Department of Agriculture, Natural Resources
Conservation Services, June 2015
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Airport Master Plan – Marana Regional Airport 2-73
chance of being equaled or exceeded in any given year, and is expected to see approximately a 1-foot
depth of flooding during the base flood. The FEMA designated floodplains in the vicinity of the
Marana Regional Airport are illustrated in Figure 2-40.
2.20.7 Hazardous Materials
According to the EPA, there are no existing hazardous materials located on the Airport. If hazardous
materials are encountered during construction on future projects, the Arizona Department of
Environmental Quality will be contacted regarding procedures for the handling and the disposal of the
hazardous materials.
2.20.8 Stormwater Pollution Prevention Plan (SWPPP)
Stormwater runoff is rainfall that flows over the ground surface. It is created when rain falls on roads,
driveways, parking lots, rooftops and other paved surfaces that do not allow water to soak into the
ground. When stormwater runs through property that is being used for industrial or that is under
construction it has the potential to carry pollutants into national waterways thereby affecting water
quality.
Source: FEMA, June 2015 Figure 2-40 FEMA National Flood Insurance Rate Map
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Airport Master Plan – Marana Regional Airport 2-74
2.20.8-1 Governing Law
In 1972, Congress passed the Clean Water Act (CWA). The CWA seeks to protect and improve the
quality of the nation's waters. Toward this end, the Clean Water Act prohibits the discharge of any
pollutants to waters of the United States unless that discharge is authorized by a National Pollutant
Discharge Elimination System (NPDES) permit. Initial efforts under the NPDES program focused
on reducing pollutants in discharges of industrial process wastewater and municipal sewage. As
pollution control measures were implemented, it became evident that there were other sources
contributing to the degradation of water quality.
In 1990, the EPA published regulations governing storm water discharges under the NPDES
program. These regulations established requirements for permitting storm water discharges from
industrial facilities, construction sites, and municipal storm sewer systems (not affiliated with the
Airport system).
In December 2002, EPA delegated the State’s NPDES storm water program to the Arizona
Department of Environmental Quality (ADEQ). The Arizona Pollutant Discharge Elimination
System (AZPDES) program now has regulatory authority over discharges of pollutants to Arizona
surface water.
2.20.8-2 Airport SWPPP
The Marana Regional Airport is eligible to be covered under the Arizona Department of
Environmental Quality (ADEQ) Arizona Pollutant Discharge Elimination System General Permit
for Stormwater Discharges Associated with Industrial Activity from Non-Mining Facilities to Waters
of the United States, also referred to as the General Permit. The General Permit became effective on
February 1, 2011, and expired on January 31, 2016. The current 2011 MSGPs will remain in force
and effect until the new general permit is issued. The Airport has a Multi-Sector General Permit
which requires the preparation of a SWPPP. The Airport has a SWPPP in place that is updated
annually according to airport management. The Airport SWPPP also includes the tenants on the
Airport. Separate permits are required for construction activities that disturb one or more acres of
land.
2.20.8-3 Spill Prevention
The Airport has an approved spill prevention plan in place to direct airport staff in case of a chemical
or fuel spill.
2.20.8-4 Drainage Plan
The Town of Marana prepared a Master Drainage Plan in 2007. The Plan looked at the existing
drainage pattern on the Airport and made recommendations for improving the overall drainage on
the Airport. The Airport Master Plan will incorporate any applicable recommendations from the
Master Drainage Plan in the development of the new Airport Layout Plan.
2.20.9 Historic, Architectural, Archeological, and Cultural Resources
The National Historic Preservation Act (NHPA) of 1966, as amended, requires that an initial review
be made to determine if any properties that are in, or eligible for inclusion in, the National Register of
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Airport Master Plan – Marana Regional Airport 2-75
Historic Places are within the area of a proposed action’s potential environmental impact. The
Archeological and Historic Preservation Act (AHPA) of 1974 provides for the survey, recovery, and
preservation of significant scientific, prehistoric, historical, archeological, or paleontological data when
such data may be destroyed or irreparably lost due to a federally licensed or funded project.
The Preliminary Draft Environmental Assessment for Property Acquisition and Airport Traffic
Control Tower conducted in 2008 for the Airport was referenced regarding historic and cultural
resources. An archaeological records review and pedestrian survey was conducted. The report states
that eligibility for listing in the National Register of Historic Places cannot be determined without
subsurface testing to determine whether intact archaeological deposits are present. There were no sites
listed that would be eligible on the National Register of Historic Places according to the 2008
Environmental Assessment. No other cultural resource surveys are known to have been conducted at
the Airport.
2.20.10 Noise
Most land uses are considered to be compatible with airport noise that does not exceed 65 decibels
(dB), although FAR Part 150 declares that “acceptable” sound levels should be subject to local
conditions and community decisions. Nevertheless, 65 dB is generally identified as the threshold level
of aviation noise which is “significant.” The FAA has established 65 DNL as the threshold above
which aircraft noise is considered to be incompatible with residential areas. In addition, the FAA has
determined that a significant impact occurs if a proposed action would result in an increase of 1.5 DNL
or more on any noise-sensitive area within the 65 DNL exposure areas.
As mentioned in Section 2.5, the Airport prepared a CFR Part 150 Airport Noise Compatibility Planning
study resulting in the publication of the Marana Regional Airport Noise Compatibility Program (NCP).
According to the Federal Register, the Town of Marana submitted to the FAA on October 11, 2006,
the Noise Exposure Maps, descriptions, and other documentation produced during the noise
compatibility planning study conducted from December 13, 2005 through July 27, 2006. The Marana
Regional Airport Noise Exposure Maps were determined by FAA to be in compliance with applicable
requirements on December 7, 2007. Notice of this determination was published in the Federal Register
on December 17, 2007. This information will be used in the planning process to evaluate any potential
noise impacts resulting from the proposed development plan.
2.20.11 Light Emissions
Light emissions are expected to be localized and should not have any impacts beyond the area of
concern. Lighting is confined to area of illumination generally runways, parking aprons, and roadway
lighting as required. No impacts are known to occur based on the existing configuration of the airfield.
2.20.12 Wetlands
Wetlands are defined in Executive Order 11990, Protection of Wetlands, as "those areas that are
inundated by surface or ground water with a frequency sufficient to support...a prevalence of vegetative
or aquatic life that requires saturated or seasonally saturated soil conditions for growth and
reproduction. Wetlands generally include swamps, marshes, bogs, and similar areas...”
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Airport Master Plan – Marana Regional Airport 2-76
As depicted on Figure 2-41, and according to the U.S. Fish and Wildlife Service’s National Wetlands
Inventory, some wetlands exists on the north and east sides of the Airport. Two of the wetlands are
designated as “freshwater pond” and “lake” according to the U.S. Fish and Wildlife Service vicinity
map. In fact, the areas are water recharge basins; the smaller area designated as “freshwater pond” are
recharge basins belonging to the Avra Valley Recharge Project, and the larger area designated as “lake”
are recharge basins belonging to the Lower Santa Cruz Recharge Project. A “riverine” is also depicted
east of the Airport which is an irrigation canal belonging to the Central Arizona Project (CAP). Lastly,
a small portion of the Santa Cruz River basin is located northeast of the larger recharge basin, which
is designated as “riverine” and “freshwater forested/shrub.” No other wetlands exist on or adjacent to
the Airport property.
2.20.13 Wildlife Hazard Assessment
In 2014, ADOT received a grant from the FAA to conduct Wildlife Hazard Assessments (WHA) at
eight reliever airports, including Marana Regional. A WHA includes 12-months of ongoing monitoring
to identify the presence of wildlife species, especially migratory birds, and seasonal fluctuations in the
behaviors and abundance of species that occur at the airport and in its vicinity. Based on the results of
the 12-month monitoring effort, specific measures or recommendations are formulated to reduce
wildlife hazards at the airport.
The WHA for Marana Regional was prepared by Mead & Hunt with assistance from Logan Simpson;
the final report was issued in July of 2016. Prior to the field monitoring efforts at the Airport, a site
reconnaissance survey was performed by the project team. The team identified potential on-site wildlife
Figure 2-41 National Wetlands Inventory Vicinity Map Source: U.S. Fish and Wildlife Service, June 2015
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Airport Master Plan – Marana Regional Airport 2-77
attractants, and several off-site attractants such as the recharge ponds to the north and northeast, the
Santa Cruz River to the north, agricultural land to the west and south, and the canal to the southeast.
Each wildlife attractant and its potential effect on aircraft operations was considered during the 12-
month monitoring period.
Fieldwork for the WHA was performed during a 12-month monitoring period that began in November
2014 and concluded in October 2015. Based on the results of the preliminary site visit, the team
identified 12 survey locations for the twice-monthly surveys and large mammal monitoring events.
Eight monitoring locations within the aircraft operations area (AOA) and four monitoring locations
outside the AOA were identified (Figure 2-42).
Field observations and an analysis of the survey data for the WHA concluded that wildlife is present
on and near the Airport that can pose hazards to aircraft operations. As such, the report indicated
additional wildlife hazard management measures are needed to reduce the overall risk posed by wildlife,
and suggested an integrated wildlife hazard management program be implemented. Such a program
includes ongoing administrative and technical measures, as well as short-term operational measures to
reduce immediate or critical risks as they are observed and long-term measures to reduce risks over
Source: Wildlife Hazard Assessment – Marana Regional
Airport, July 2016
Figure 2-42 WHA Monitoring Location Site Map
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Airport Master Plan – Marana Regional Airport 2-78
time. In addition to the development of a wildlife hazard management plan/program, three additional
general recommendations were presented. These include:
Develop and implement ongoing wildlife hazard management policies and procedures that
can be incorporated into daily operations;
Implement site-specific recommendations for proposed habitat modification that would make
the airport environment less attractive to potentially hazardous wildlife; and
Implement species-specific recommendations and management techniques.
Other notable recommendations within the WHA include the review of land use changes on and near
the Airport, improve and maintain the perimeter fence, and to monitor the nearby recharge ponds,
Santa Cruz River and CAP Aqueduct, and nearby agricultural land for the presence of hazardous
wildlife. Of these recommendations, improving and maintaining the perimeter fencing and monitoring
the recharge ponds are listed as critical and high priorities for the Airport.
Airport Master Plan – Marana Regional Airport
Chapter Three
Forecasts of Aviation Demand
Airport Master Plan – Marana Regional Airport 3-1
Chapter 3 - Forecasts of Aviation Demand
3.1 Introduction
The forecast chapter presents projections of aviation activity at Marana Regional Airport. These projections are
used for evaluating the capability of the existing Airport facilities to meet current and future demand, and to
estimate the extent to which facilities should be provided in the future.
Activity projections are made based on historical data, estimated growth rates, area demographics, industry
trends, and other indicators. Forecasts are prepared for the short-term (0-5 years), the medium-term (6-10
years), and the long-term (11-20 years) planning period. Using forecasts within these time frames allows airport
improvements to be phased in order to meet demand.
There are four types of aircraft operations considered in the planning process – local, based, itinerant, and
transient. They are defined as follows:
Local operations ‐ are defined as aircraft movements (departures or arrivals) for the purpose of
training, pilot currency, or leisure flying within the immediate area of the local airport. These operations
typically consist of touch‐and‐go operations, practice instrument approaches, flights to and within local
practice areas and leisure flights that originate and terminate at the airport under study.
Based operations ‐ are defined as the total operations made by aircraft based (stored at the airport on
a permanent, seasonal, or long‐term basis) with no attempt to classify the operations as to purpose.
Itinerant operations ‐ are defined as arrivals and departures other than local operations and generally
originate or terminate at another airport. These types of operations are closely tied to local demographic
indicators, such as local industry and business use of aircraft and usage of the facility for recreational
purposes.
Transient operations ‐ are defined as the total operations made by aircraft other than those based at
the airport under study. These operations typically consist of business or leisure flights originating at
other airports, with termination or a stopover at the study airport.
The terms transient and itinerant are sometimes erroneously used interchangeably. This study will confine
analysis to local and itinerant operations.
Aviation activity forecasting is an analytical and subjective process. Actual activity that develops in future years
may differ from the forecasts developed in this section as a result of future changes in local conditions, the
dynamics of the general aviation industry, as well as economic and political changes for the local service area
and the nation as a whole. Future facility improvements should be implemented as demand warrants rather
than at set future timeframes. This will allow the Airport to respond to changes in demand, either higher or
lower than the forecast, regardless of the year in which those changes take place.
Chapter Three Forecasts of Aviation Demand
Airport Master Plan – Marana Regional Airport 3-2
3.2 National and General Aviation Trends
3.2.1 National Trends
As the economy recovers from the most serious economic downturn since World War II and the
slowest expansion in recent history, aviation will continue to grow over the long run. Fundamentally,
over the medium and long-term, demand for aviation is driven by economic activity. According to the
FAA Aerospace Forecast, Fiscal Years 2015-2035, the forecast calls for U.S. carrier passenger growth over
the next 20 years to average 2.0 percent per year, slightly lower than last year’s forecast. The U.S.
economy began to show improvement in the latter half of 2014 while the economies in the rest of the
world showed mixed results. With lower energy prices, U.S. carrier profitability should remain steady
or increase as an economy in its sixth year of recovery leads to strengthening demand and increased
revenues, while operating costs are falling or stable. Over the long term, the industry should see a
competitive and profitable aviation industry characterized by increasing demand for air travel and
airfares growing more slowly than inflation, reflecting over the long term a growing U.S. economy.
3.2.1 General Aviation Trends
The general aviation market continues its recovery. Again, according to the FAA Aerospace Forecast,
Fiscal Years 2015-2035, the general aviation industry has made some notable gains within the past few
years. For example, in 2014, the turbo jet sector recorded its first increase in deliveries by U.S.
manufacturers since 2008. Furthermore, for a third year in a row, single-engine piston deliveries have
increased. The long-term outlook for general aviation is favorable, and the near-term also looks
promising especially for piston aircraft activity which is sensitive to fuel price movements. While it is
slightly lower than predicted last year, the growth in business aviation demand over the long-term
continues. As the fleet grows, the number of general aviation hours flown is projected to increase an
average of 1.4 percent per year through 2035.
The general aviation market showed improvements in business jet and single-engine piston segments,
while declines in turboprop and multi-engine piston markets translated into a slight overall
improvement. Overall deliveries were up by 1.0 percent in calendar year (CY) 2014; with a 5.6 percent
increase in U.S. billings. Single-engine piston shipments were up for the third year in a row, by 6.2
compared to the previous year. Because of a 10.0 percent decrease in the smaller multi-engine category,
total piston aircraft shipments by U.S. manufacturers went up by 4.5 percent. Business jet shipments
increased by 12.3 percent. However, an 11.2 percent decline in the turboprop deliveries generated a
2.1 percent decrease in turbine aircraft shipments (total of turboprop and business jets) by U.S.
manufacturers in CY 2014. Turboprop shipments, which had increased by 13.8 percent in 2013, were
nearly back to their 2012 levels. General aviation activity at FAA and contract tower airports recorded
a 1.1 percent decline in 2014, which was caused by a decrease in itinerant activity; local operations were
slightly down (0.6 percent) compared to previous year.
The active general aviation fleet is projected to increase at an average annual rate of 0.4 percent over
the 21-year forecast period, growing from an estimated 198,860 in 2014 to 214,260 aircraft by 2035
(Figure 3-1). The more expensive and sophisticated turbine-powered fleet (including rotorcraft) is
projected to grow to a total of 45,905 aircraft at an average rate of 2.4 percent a year over the forecast
period, with the turbine jet portion increasing at 2.8 percent a year, reaching a total of 20,815 by 2035.
Chapter Three Forecasts of Aviation Demand
Airport Master Plan – Marana Regional Airport 3-3
The number of active piston-powered aircraft (including rotorcraft) is projected to decrease at an
average annual rate of 0.5 percent from the 2014 total of 139,890 to 125,935 by 2035, with declines in
both single and multi-engine fixed wing aircraft, but with the smaller category of piston-powered
rotorcraft growing at 2.1 percent a year. Single-engine, fixed-wing piston aircraft, which are much more
numerous within this group, are projected to decline at a rate of 0.6 percent, while multi-engine fixed
wing piston aircraft are projected to decline by 0.4 percent a year.
The total number of general aviation hours flown is projected to increase by 1.4 percent yearly over
the forecast period. The FAA projects faster growth in hours will occur after 2023 with increases in
the fixed wing turbine aircraft fleet, as well as increasing utilization of both single and multi-engine
piston aircraft as the aging of this fleet starts to slow down. In the medium-term, much of the increase
in hours flown reflects strong growth in the rotorcraft and turbine jet fleets. It is also expected that
declining fuel prices will slow down the decrease in piston flight hours over the short to medium term.
Hours flown by turbine aircraft (including rotorcraft) are forecast to increase 2.9 percent yearly over
the forecast period, compared with a decline of 0.3 percent for piston-powered aircraft. Although
hours flown by piston rotorcraft are forecast to increase an average of 2.2 percent per year during the
forecast period, they have a relatively small share (less than 10 percent) in this segment of hours flown
by general aviation aircraft; and thus, have a small impact on the overall trend. Jet aircraft are forecast
to account for most of the increase, with hours flown increasing at an average annual rate of 3.6 percent
over the forecast period. The large increases in jet hours result mainly from the increasing size of the
business jet fleet, along with continued recovery in utilization rates from recession induced record lows.
Turboprop hours are also expected to continue their increase, as indicated by the 2013 GA Survey.
Rotorcraft hours were less impacted by the economic downturn when compared to other categories
and rebounded earlier. However, the 2013 GA survey recorded declines in the active rotorcraft fleet
and utilization rates. It is uncertain if the decrease in utilization is permanent. The decline in oil prices
has different effects on various segments of this sector. While decreasing, activity is expected in oil
exploration area, and some other functions such as aerial mapping/photography, patrol, and
surveillance may see decreasing use of rotorcrafts, yet other uses, including corporate, air taxi, air
medical, and air tours, may experience offsetting increases. Rotorcraft hours are projected to grow by
3.0 percent yearly over the forecast period with utilization of rotorcraft projected to increase by 0.4
percent a year. Turbine rotorcraft hours are forecast to grow at an average annual rate of 3.2 percent
over the forecast period.
Lastly, the light sport aircraft category, which now includes only the special light sport (experimental
light-sport aircraft is now considered as part of the experimental aircraft category), is expected to see
an increase of 5.1 percent a year in hours flown, primarily driven by growth in the fleet.
Chapter Three Forecasts of Aviation Demand
Airport Master Plan – Marana Regional Airport 3-4
3.2.3 Other Aviation Industry Trends
Other aviation industry trends in the U.S. include new emerging technologies and the
acknowledgement of the importance aviation has on the economy. New technologies such as NextGen
and unmanned aerial systems (UAS) continue to expand in a positive direction. Likewise, the aviation
industry continues to be economically beneficial for not only the U.S. as a whole, but also for the state
of Arizona; the aviation industry has been found to contribute a sizable amount of jobs and money,
either by primary or induced impacts, to the State. Both new emerging technologies and studies
documenting the economic impacts of aviation are anticipated to remain trends within the industry in
the near future.
Next Generation Air Transportation System (NextGen) is a new era in flight that is transforming how
aircraft navigate the sky and is a replacement to the World War II era technology that has until recently
been the primary navigation technology. NextGen utilizes satellite technology which allows pilots to
know the precise locations of other aircraft around them. This allows more planes to operate in the
sky while enhancing the safety of air travel. Satellite landing procedures also allow pilots to arrive at
airports more efficiently by providing more direct flight routes. Figure 3‐2 illustrates the various stages
of the NextGen technology. Annual Percentage Rate 2014 2015 2015 – 2035
Calendar Year
Source: FAA Aerospace Forecasts 2015 - 2035 Figure 3-1 Active General Aviation Aircraft
Chapter Three Forecasts of Aviation Demand
Airport Master Plan – Marana Regional Airport 3-5
3.3 Historical and Existing Aviation Activity and Fleet Mix
The first step in preparing aviation forecasts is to examine historical and existing activity levels and available
forecasts from other sources. The aviation forecasts developed as part of the 2007 Airport Master Plan (AMP)
serve as the historical basis for the updated forecasts in this chapter. Current local and regional demographic
information and aviation activity at the Airport, as well as other FAA and State aviation forecasts, were also
used to update the forecast.
General aviation activity includes a variety of aircraft, ranging from single-engine piston to multi-engine
turbojets and rotorcraft. General aviation operations at Marana Regional Airport include personal and business
transportation, flight instruction and training, air ambulance, law enforcement, and skydiving, as well as special
events such as fly-ins and air shows.
The definition of based aircraft as taken from the FAA’s National Based Aircraft Inventory Program is defined
as: an aircraft that is operational and air worthy, which is typically based at a facility for a majority of the year.
An aircraft operation is defined as either a landing or take-off by an aircraft. The fleet mix for an airport is
comprised of the various types of aircraft that are based at the airport.
Historically, according to the 2007 AMP for the Airport, there were 218 based aircraft in 2000 and 295 in 2004
(base year data for the AMP). Likewise, there were an estimated 71,300 total annual operations in 2000 and
101,400 in 2004. A decade later, the existing based aircraft and total annual operations have declined slightly,
which is briefly explained later in the chapter.
Figure 3-2 NextGen Phases of Flight Source: Federal Aviation Administration, 2016
Chapter Three Forecasts of Aviation Demand
Airport Master Plan – Marana Regional Airport 3-6
According to the airport manager, there were approximately 80,000 aircraft operations in calendar year 2014.
This number was derived from baseline operations data gathered by airport personnel in recent years.
Furthermore, according to airport records, there were 260 based aircraft on the airfield at the end of 2014. FAA
Form 5010-1, Airport Master Record, is the official record kept by the FAA to document airport physical
conditions and other pertinent information. The record normally includes an annual estimate of aircraft activity
as well as the number of based aircraft. This information is normally obtained from the airport sponsor and
depending on the sponsor’s record keeping system, the accuracy will vary. The current FAA Form 5010-1 for
Marana Regional Airport indicates 227 based aircraft and 90,000 annual aircraft operations as of August 2015.
Besides Form 5010-1, the FAA also relies on data found on their sponsored website for the National Based
Aircraft Inventory Program (www.basedaircraft.com). Non-primary NPIAS airports are required to enter and
keep up-to-date based aircraft numbers via this database so that Form 5010-1 can be accurately updated by the
FAA. At the time of this writing, the airport manager was in the process of compiling the 2015 based aircraft
numbers, which will at some point be updated on the basedaircraft.com website, and ultimately on the Form
5010-1. According to the airport manager, the numbers on the 5010-1 are outdated; once updated, the 2015
based aircraft and total annual operations should closely resemble those of 2014. Further discussion on the
reasoning behind the difference between the actual reported numbers by airport management and those
reflected on the 5010-1, and the TAF for that matter, can be found in following section.
3.4 Federal and State Forecasts and Projections
As previously mentioned, aviation forecasting also takes place on the national and state level. The FAA makes
projections for based aircraft and annual operations using the Terminal Area Forecast (TAF), the official
forecast of aviation activity for U.S. airports. The TAF is commonly used by the FAA as a planning and
budgeting tool. At the State level, the Arizona Department of Transportation (ADOT) Aeronautics Group also
maintains a State Aviation System Plan (SASP), in which forecasts for all airports in the state are available. Data
from the January 2015 TAF and 2008 Arizona SASP (most current available) for the Airport were reviewed for
this Airport Master Plan Update.
The 2015-2035 TAF data for the Airport projects 237 based aircraft in 2015, which increases to 356
over the course of the 20-year forecast period. Likewise, the projected total annual operations occurring
in 2015 is 114,032, with an ultimate projection of 165,060 over the 20-year forecast period.
According to the medium forecast contained in the Arizona SASP, in 2012 the Airport was projected
to have 338 based aircraft and 121,200 annual operations; in 2017, it was projected to have 374 based
aircraft and 133,600 annual operations. Extrapolation of these figures indicates approximately 356
forecast based aircraft for the year 2015.
The actual number of based aircraft and related operations according to airport management for calendar year
2014 are reported as 260 based aircraft and approximately 80,000 annual operations; These numbers are
substantially less than the Arizona SASP forecasts, which may be attributed to a variety of economic conditions
that occurred in the Nation and the state after a general economic downturn beginning in 2008.
For aircraft operations, the TAF and SASP data may not be as accurate for airports that do not have an air
traffic control tower; normally aircraft operations are recorded by air traffic controllers and reported to the
FAA. As such, for an airport that does not have an air traffic control tower, like Marana Regional Airport,
aircraft operations are more difficult to record and are often estimates made by airport management and staff.
Chapter Three Forecasts of Aviation Demand
Airport Master Plan – Marana Regional Airport 3-7
Knowing this, the FAA Statistics and Forecast Branch developed Equation #15, Model for Estimating General
Aviation Operations at Non-Towered Airports. The model was used to estimate the number of operations at 2,789
non-towered general aviation airports included in the FAA TAF. Local factors such as the number of based
aircraft, population, location, and the number of flight schools is applied to the equation resulting in an
estimated number of annual operations.
In the case of the Marana Regional Airport, management feels that previous operation counts and forecasts
have proven to be artificially high in light of the economic conditions from 2008 onward; the aviation industry
has only started to recover within the past couple of years. During 2014, management made spot checks of
daily aviation activity, consulted fuel sales records, and reviewed historical IFR activity records for the facility
in order to estimate the total annual operations.
Fuel sales at the Marana Regional Airport have actually increased from approximately 237 thousand gallons of
Jet-A in 2008, rising to 346 thousand gallons of Jet-A in 2014; this represents a net gain of more than 32 percent.
However, an analysis of jet IFR traffic indicated that 418 jets filed flight plans to Marana in 2010, and only 295
filed in 2014. FAA records indicate a major increase in jet traffic in 2015, showing approximately 1,120 jet
aircraft filed IFR flight plans into or out of Marana from January through November; this increase could be an
indicator that the aviation industry has started to recover from the downturn which occurred in 2008.
Approximately half of those flights were conducted with larger jet aircraft that included Gulfstream IV and V
series aircraft, Cessna Citation X, Canadair Challenger 600 series, Bombardier Global Express, and Falcon 900
aircraft. Management believes that this new mix of heavier jets, which consume more fuel, accounts for the
increased fuel sales even though actual annual operations appear to be lower.4
To summarize, management believes fewer annual operations are occurring compared to the projections made
in the TAF and SASP. However, more of the larger jet aircraft are frequenting the airport, which provides an
explanation for the increased fuel sales. The net result supports management’s belief that fewer annual
operations occurred at the airport in 2014 due to a change in the composition of aircraft using the facility,
which therefore led to the reassessment of the 2014 annual operations numbers to be approximately 80,000 as
compared to the 90,000 reported on the 5010-1.
A summary of the historical, existing, and forecasted based aircraft and annual operations data generated from
all sources described above are shown in Table 3-1. The aircraft type data for the 2015 TAF was estimated by
using the ratio of current aircraft types and numbers as reported by airport management for 2014.
4 GCR AirportIQ Data Center, 2010-2015 jet IFR flight plan data
Chapter Three Forecasts of Aviation Demand
Airport Master Plan – Marana Regional Airport 3-8
Table 3-1 Historical, Existing, and Forecasted Aviation Activity Data
Historical Data Existing Data Forecasted Data
Based Aircraft
20001 20041 20142 20153 20154 20354
Single-engine 189 229 214 189 195 242
Multi-engine 25 28 35 22 28 28
Turboprop 0 12 - 3 3 6
Jet 3 22 4 3 4 41
Rotorcraft 1 4 2 4 2 28
Other 0 0 5 6 5 11
Total Based Aircraft 218 295 260 227 237 356
Annual Operations
20001 20041 20142 20153 20154 20354
Itinerant general
aviation 17,500 27,090 28,000 30,000 36,484 55,276
Local general aviation 48,500 72,310 32,000 40,000 62,548 94,784
Total General Aviation 66,000 99,400 60,000 70,000 99,032 150,060
Air Taxi and Commuter 5,000 0 8,000 10,000 10,000 10,000
Military 300 2,000 12,000 10,000 5,000 5,000
Total Annual
Operations 71,300 101,400 80,000 90,000 114,032 165,060
Sources: 1Marana Regional Airport Master Plan, 2007; 2Marana Regional Airport management – June, 2015; 3 FAA Form 5010-1 –
August, 2015; 4FAA Terminal Area Forecast Detail Report – January, 2015
3.5 Factors Potentially Affecting Future Aviation Operations at Marana Regional Airport
Many factors have the potential to influence aviation activity at general aviation airports such as Marana
Regional Airport. Based on projected national and state trends in the general aviation industry, and from
discussions with Town of Marana and airport personnel, several factors have been identified which may
potentially affect aviation activity at the Airport in the future.
First, the projected growth of the general aviation industry is expected to grow at a modest pace over the next
20 years. This assumption is made by projections found within the FAA’s Aerospace Forecast Fiscal Years 2015-
2035 and the 2008 Arizona SASP. Specifically, according to the Aerospace Forecast, the active general aviation
fleet is projected to increase at an average annual rate of 0.4 percent over the 20-year forecast period, growing
from an estimated 198,860 in 2014 to 214,260 aircraft by 2035. In addition, the total number of general aviation
hours flown is projected to increase by 1.4 percent yearly over the forecast period. Hours flown by turbine
aircraft (including rotorcraft) are forecast to increase 2.9 percent annually over the forecast period, compared
with a decline of 0.3 percent for piston-powered aircraft. Jet aircraft are forecast to account for most of the
increase, with hours flown increasing at an average annual rate of 3.6 percent over the forecast period.
Turboprop hours are also expected to continue to increase, more so than originally foreseen. An increase in
the general aviation fleet and total number of general aviation hours flown could potentially mean more based
aircraft and increased operations at the Airport.
Chapter Three Forecasts of Aviation Demand
Airport Master Plan – Marana Regional Airport 3-9
The second factor is the strong historical growth occurring in the area. The Town of Marana is located in Pima
County and parts of Pinal County, northwest of Tucson. According the Town, the population of Marana is
40,438. Marana was the fourth fastest-growing city among all cities and towns in Arizona of any size from 1990
to 2000. The Town of Marana also boasts a strong local economy where agriculture, retail trade, government,
technology, and tourism are the top employers. The southern portion of Marana has grown considerably since
the early 1990s with the addition of businesses and some housing, much of it due to annexation of existing
unincorporated areas. In 1992, the Marana Town Council voted to annex an area of unincorporated Pima
County that was located to the southeast of the town limits. These areas were mainly high density commercial
businesses and shopping centers, including large retailers such as Costco Wholesale, Target, and Home Depot.
The Town of Marana has also recently annexed a small portion of Pinal County northeast of where Interstate
10 enters Pima County.5 The continued increases in population for both the Town of Marana and Pima County
has the potential to include a portion of its population that uses general aviation aircraft for recreational or
business purposes, and who may be inclined to either base an aircraft or fly to or from the Airport on a regular
basis, thus increasing the Airport’s aviation activity.
A third factor which may influence aviation activity at the Airport is the development and implementation of
an Airport Business Plan. In conjunction with other economic development efforts by the Town of Marana,
the county, and state, this effort may pave the way for attracting additional businesses and related flight activity
to the area.
Specifically, the Business Plan development process will analyze the assets and resources of the Marana Regional
Airport, along with outside factors and opportunities that may be leveraged to increase the effectiveness of the
Airport as an economic engine and catalyst for future growth. If properly orchestrated, this plan will provide a
framework for attracting new businesses and services to the airport and increase levels of aeronautic activity.
The net result will be an improved revenue stream for the Airport, and new aeronautical access and services in
support of future economic development opportunities in Marana.
3.6 Based Aircraft Forecast
Forecasts for based aircraft for the Marana Regional Airport were determined from data comprised of current
based aircraft combined with existing forecasts from the Arizona SASP and FAA TAF, which consider growth
rates for the community. In addition to the state and federal forecasts listed above, several other types of
forecasting platforms were analyzed including a Per Capita forecast and a Cohort forecast. A comparative
analysis of this body of data led to the development of a preferred forecast for the Marana Regional Airport.
3.6.1 Per Capita Forecast
A per capita forecast was developed that projects the number of based aircraft in direct proportion to
the projected population for Pima County. As previously mentioned, Marana has experienced a
significant amount of growth over the past decade, and Pima County is the second-most populous
county in Arizona. According to the Arizona Department of Administration, Office of Employment
and Population Statistics, the 2015 population estimate for Pima County is 1,007,162. The 2015
estimated population of Pima County and the existing based aircraft figure of 260 as reported by airport
management were used to calculate the based aircraft per capita. The result of this calculation indicates
approximately one based aircraft per 3,874 persons residing in Pima County. This figure was then
5 Source: Town of Marana Web Site; www.maranaaz.gov, retrieved August 2015
Chapter Three Forecasts of Aviation Demand
Airport Master Plan – Marana Regional Airport 3-10
applied to the estimated Pima County population for each year in the forecast period. The results of
the per capita forecast are shown in Table 3-2.
Table 3-2 Per Capita Forecast
Year Pima County Population1 Based Aircraft
2015 1,007,162 2602
2020 1,100,021 284
2025 1,172,515 303
2030 1,243,099 321
2035 1,312,101 339
Source: 1Pima County Population Projections: 2012 to 2050, Medium Series, Arizona Department of Administration,
Office of Employment and Population Statistics, 2015. 2 Total based aircraft as reported by airport management for
calendar year 2014, August 2015.
A review of historic based aircraft from previous years dating back to 2000 and populations for the
same years produced positive and relatively constant based aircraft per capita figures over this time
period with some variations. However, this data provides a fairly strong correlation between population
and based aircraft that has existed in the past, and therefore, using the based aircraft per capita as a
forecasting tool for the future seems reasonable.
3.6.2 Arizona State Airport System Plan Forecast
For the second forecast, the preferred based aircraft forecast from the 2008 Arizona SASP for Marana
Regional Airport was used. The 2008 Arizona SASP calculated a low, medium, and high based aircraft
forecast for each airport included in the SASP through the year 2030. Various factors were used to
project these forecasts, such as population projections, nationwide aviation trends, and historic growth
of based aircraft at Arizona’s system airports. The medium forecast was selected as the preferred
forecast in the SASP for the following reasons: 1) it was based on historic based aircraft growth and
FAA industry forecasts, and 2) of the three forecasts (low, medium, and high), it was most likely to
reflect how based aircraft will grow at Arizona airports, especially over the long-term.
The Arizona SASP medium based aircraft forecast was analyzed for use in this update because of the
reasons listed above. Although the forecast years are different from the ones for this update, the results
for 2012 and 2017 are an indication of how the SASP forecasts differ from the actual 2014 based
aircraft data for the Airport as supplied by airport management. For example, the SASP projected 338
based aircraft in 2012 and 374 in 2017; actual based aircraft in 2014 according to airport management
totaled 260. An average of the projected based aircraft in 2012 and 2017 from the ASASP results in
356. The CAGR (Compound Annual Growth Rate) used in the medium forecast in the SASP for the
Airport was 2.03 percent; this percentage was applied to airport management numbers currently
reflecting 260 based aircraft and forecast through the year 2035 as shown in Table 3-3.
Chapter Three Forecasts of Aviation Demand
Airport Master Plan – Marana Regional Airport 3-11
Table 3-3 Arizona State Airport System Plan Forecast
Year Based Aircraft
2015 260
2020 288
2025 318
2030 352
2035 390
Source: Extrapolations from the Arizona State Airport Systems Plan, 2008
3.6.3 Cohort Forecast
A third forecast was developed using the cohort method; this method uses the average of based aircraft
from the per capita forecast and the extrapolations from the Arizona State Aviation System Plan
forecast. The results of the cohort method are shown in Table 3-4.
Table 3-4 Cohort Forecast
Year Based Aircraft
2015 260
2020 286
2025 311
2030 337
2035 365
Source: Armstrong Consultants, 2015
3.6.4 Based Aircraft Forecast Summary
For comparative purposes, the three forecast methods were evaluated against the FAA TAF forecast
for the years 2015-2035, which estimates a total of 237 based aircraft in 2015, increasing to
approximately 356 based aircraft across the 20-year planning period. Also for comparative purposes,
the based aircraft forecasted in the 2007 AMP were incorporated into the review. Based on the three
forecasts and their corresponding methodologies, the Per Capita forecast has been selected as the
preferred forecast. The Per Capita forecast is slightly more conservative compared to the TAF, and
may also reflect more accurate population growth rates. Thus, it is believed this method best represents
how based aircraft may increase at the Airport in the future. Figure 3-3 illustrates the variation in
based aircraft for each type of forecasting method.
Chapter Three Forecasts of Aviation Demand
Airport Master Plan – Marana Regional Airport 3-12
Determination of the future based aircraft fleet mix under the preferred forecast was based on several
factors including the current mix and the percentage of aircraft types that exist today in each category.
Long-range national forecasts indicate that it is likely that the older single and twin-engine fleet will
decline slightly in future years, and that turbine and jet aircraft production and use will increase slightly.
Based on extrapolations from current configurations, single and multi-engine aircraft will therefore
make up a smaller percentage of the total aircraft fleet mix in the year 2035; likewise, turbine (jet)
aircraft will account for a slightly larger percentage of the total aircraft fleet mix in the year 2035, as
shown in Table 3-5.
Table 3-5 Preferred Forecast – Projected Based Aircraft Mix
2015 % Total 2035 % Total
Single-engine 214 82.3% 277 81.7%
Multi-engine 35 13.4% 45 13.3%
Turboprop - 0% 1 .3%
Jet 4 1.6% 6 1.8%
Rotorcraft 2 .8% 3 .9%
Other 5 1.9% 7 2%
Total Based Aircraft 260 100% 339 100%
Note. Future based aircraft estimates extrapolated from Per Capita Preferred Forecast.
Source: Marana Regional Airport management based aircraft count, June 2015
For future planning purposes, it should be noted that the Marana Regional Airport represents a “high
end” market attracting many itinerant users of heavier jet aircraft to the area’s attractions on a regular
basis. While the actual number of based jet aircraft is relatively low, it is not unusual to see six or more
Figure 3-3 Based Aircraft Forecast Source: Armstrong Consultants, Inc., 2015
Chapter Three Forecasts of Aviation Demand
Airport Master Plan – Marana Regional Airport 3-13
of the heavier Gulfstream IV and V type jets, along with other smaller turbine aircraft, on the airport
for the many special events offered in the area.6 As previously mentioned, FAA records indicated that
approximately 1,120 jet aircraft had filed IFR flight plans into or out of Marana between the months
of January through November of 2015. Approximately half of those flights were conducted with larger
jet aircraft that included Gulfstream IV and V series aircraft, Cessna Citation X, Canadair Challenger
600 series, Bombardier Global Express, and Falcon 900 aircraft. These aircraft represent a much larger
presence at the Marana Regional Airport than has existed in previous years.
Additionally, national trends indicate an increase in more turbine and jet aircraft within the national
aircraft fleet mix. It is the hope of the Town and airport management that as Marana Regional Airport’s
market continues to develop, the corporate and personal jet traffic will also increase. All of these factors
represent important considerations when evaluating the Airport’s Capital Improvement Program, and
the needs of runway, taxiway, and apron repairs and upgrades.
3.7 Aircraft Operations Forecast
The last Marana Regional Airport Master Plan published in 2007 calculated current and forecast airport
operations to climb from 101,400 total operations in the year 2004 to 277,000 total operations in the year 2025.
Due to major changes in the United States economy and other factors affecting aviation, these forecasts fell
short of the mark. However, it is useful to compare this data with current projections and forecasts in order to
create a more functional and realistic picture of future growth based on current data.
The forecast methodology used to project general aviation operations at the Airport was calculated using the
current ratio of total annual operations per based aircraft (OPBA). This is a standard forecasting methodology
used by the FAA. This ratio is multiplied by the projected number of based aircraft for each year in the forecast
period (from the preferred based aircraft forecast). This forecast assumes that this ratio of operations per based
aircraft will remain constant over the forecast period. Based on existing data of 260 based aircraft and
approximately 80,000 total annual operations, the existing OPBA at Marana Regional Airport is 307.
The existing 307 OPBA at the Airport does not imply that each based aircraft performs 307 operations; rather,
the ratio represents one based aircraft to 307 operations. This OPBA ratio is consistent with the moderate
amount of flight training and corporate activity that occurs at the airport, as well as steady recreational activity.
In order to develop a preferred forecast of aircraft operations at the Marana Regional Airport using the OPBA
methodology, three different methods were analyzed. These methods are summarized as follows:
Method 1: Existing operations per based aircraft (OPBA 307)
Method 2: Arizona State Airports System Plan for Marana Regional Airport (OPBA 358)7
Method 3: Average between existing and Arizona State Airport System Plan (OPBA 333)
For Method 1, the OPBA of 307 was applied to the preferred based aircraft forecast over the forecast period.
This ultimately results in 104,073 operations per year in 2035 (307 x 339 = 104,073). Data from the Arizona
SASP indicates an OPBA in excess of 7,000; this estimate appears to be excessively high, especially when
6 For a summary of the most common aircraft utilizing the airport on a regular basis, see Table 4-1, Design Specifications of
Aircraft Using Marana Regional Airport on a Frequent Basis, in Chapter Four, Facility Requirements.
7Actual estimated OPBA for Marana Regional Airport as reported in the 2008 Arizona SASP is 7,296. However, as
explained above, a modified OPBA was used to determine the total annual operations for Method 2 data.
Chapter Three Forecasts of Aviation Demand
Airport Master Plan – Marana Regional Airport 3-14
considering the current factors that exist at the Marana Regional Airport. In an effort to determine a more
appropriate OPBA specific to Marana Regional Airport, the SASP OPBA was modified by extrapolating
forecast based aircraft against forecast annual operations which resulted in an estimated OPBA of 358. This
ultimately results in 121,362 operations per year in 2035 (358 x 339 = 121,362). Finally, Method 3 uses the
average OPBA between Method 1 and Method 2, which equals an OPBA of 333. This ultimately results in
112,887 operations per year in 2035 (333 x 339 = 112,887).
3.7.1 Aircraft Operations Forecast Summary
These methods provide a likely range of projected future aircraft operations at the Airport. The results
of each method are illustrated in Figure 3-4. The FAA TAF and 2007 AMP projections were also
incorporated for comparison. Upon review, Method 3 was selected as the preferred forecast, as it
assumes reasonable growth in correlation with the existing local and itinerant operations currently
occurring at the Airport, and the likelihood of aircraft operations growing at a faster rate than based
aircraft in the state of Arizona as predicted by the SASP.
3.8 Instrument Operations Forecast
An instrument approach, as defined by FAA, is “an approach to an airport with the intent to land an aircraft in
accordance with an Instrument Flight Rule (IFR) flight plan, when visibility is less than three miles and/or
when the ceiling is at or below the minimum initial approach altitude.” An aircraft landing at an airport must
follow one of the published instrument approach procedures to qualify as an instrument approach. According
to the FAA TAF, approximately 25 percent of the total aircraft operations in Arizona were instrument
operations in 2014. Since virtually all commercial and business jet flights and most military aircraft flights are
IFR (since they fly at or above 18,000 feet MSL), the number of instrument operations does not reflect the
Source: Armstrong Consultants, Inc., 2015 Figure 3-4 Aircraft Operations Forecast
Chapter Three Forecasts of Aviation Demand
Airport Master Plan – Marana Regional Airport 3-15
occurrence of instrument weather or the provision of instrument approaches at airports. Additionally, this
percentage is influenced by the high traffic levels at the major commercial airports in Arizona. At most general
aviation airports with an instrument approach and minimal commercial service or military activity, instrument
operations will comprise approximately 2.5 percent of total operations. As shown in Table 3-6, the estimated
historical IFR activity was derived from the FAA TAF’s for years 2010 through 2015. Future IFR activity for
years 2020 through the end of the forecast period in 2035 was estimated based on 2.5% of the annual operations
for each year based on the preferred operational forecast.
Table 3-6 Estimated IFR Activity at Marana Regional Airport
Year Annual Operations Estimated Annual IFR Operations
2010 112,000 2,800
2011 112,000 2,800
2012 112,000 2,800
2013 110,000 2,750
2014 111,995 2,780
2015 90,000 2,250
2020 94,572 2,364
2025 100,899 2,522
2030 106,893 2,672
2035 112,877 2,821
Source: Years 2010 – 2015, FAA TAF 2015; Years 2020 – 2035 Armstrong Preferred Aircraft Operations Forecast @ 2.5%
3.9 Airport Seasonal Use Determination
Seasonal fluctuations in aircraft operations are not unusual at any airport. Such fluctuation is most apparent in
regions with severe winter weather patterns at non-towered general aviation airports. It is less pronounced at
major airports, with a high percentage of commercial and scheduled airline activity where the operational
numbers that tend to smooth out the seasonal fluctuations.
Non-towered general aviation airports generally experience a substantially higher number of operations in
summer months than off-season months. In Arizona, the opposite is true, when the best weather often times
occurs in the winter. A review of the Marana Regional Airport’s total fuel sales from 2014 provided a reasonable
depiction of the airport’s seasonal use trends. Figure 3-5 depicts these seasonal use trends and reveals that the
greatest quantity of fuel was sold in the month of March.
Chapter Three Forecasts of Aviation Demand
Airport Master Plan – Marana Regional Airport 3-16
3.10 Hourly Demand and Peaking Tendencies
A common method used in aviation forecasting to determine reasonable estimates of demand at an airport is
accomplished by calculating the levels of activity during peak periods. The periods normally used to determine
peaking characteristics are defined below:
Peak Month: The calendar month when peak enplanements or operations occur.
Design Day: The average day in the peak month derived by dividing the peak month enplanements
or operations by the number of days in the month.
Busy Day: The Busy Day of a typical week in the peak month. In this case, the Busy Day is equal to
the Design Day.
Design Hour: The peak hour within the Design Day. This descriptor is used in airfield
demand/capacity analysis, as well as in determining terminal building, parking apron, and access road
requirements.
Busy Hour: The peak hour within the Busy Day. In this case, the Busy Hour is equal to the Design
Hour.
A formula is used to calculate the average daily operations in a given month, based on the percentage of the
total annual operations for the month. In this instance, fuel sales data was used to estimate the approximate
number of operations for a given month. The airport provided total fuel sales for Jet-A and AvGas data for
calendar year 2014 and it was used to determine the percent use calculation. The results of all calculations are
0
10000
20000
30000
40000
50000
60000
70000
80000
90000
100000
Gallons Fuel
Figure 3-5 Total Jet Fuel Sales Source: Marana Regional Airport management, 2015
Chapter Three Forecasts of Aviation Demand
Airport Master Plan – Marana Regional Airport 3-17
shown in Table 3-7. As is evident in Table 3-7, the Design Day and Design Hour peak demand in the planning
period occurs under VFR weather conditions in the month of March (highlighted in bold), with an average of
835 daily operations and approximately 94 operations per hour in 2035.
3.11 Preferred Forecast Summary
The preferred based aircraft and annual operations forecasts for Marana Regional Airport are summarized in
Table 3-8. These preferred forecasts estimate aviation activity levels at the Airport over the 20-year planning
period using existing data as reported by airport management. Base year (2015) activity estimates for itinerant
operations are 35% of total annual operations, and local operations are 40% of total annual operations. The
remaining 25% of total operations are military and commercial operations. Given the difficulty in determining
Table 3-7 Estimate of Monthly/Daily/Hourly Demand at Non-Towered General Aviation Airport
Planning Year: 2020 Planning Year: 2025
Operations: 94,572 Operations: 100,899
Month % Use
Operations
Month % Use
Operations
Monthly Daily Hourly Monthly Daily Hourly
January 9.13% 8,637 283.9 32.0 January 9.13% 9,215 302.9 34.1
February 12.87% 12,168 400.0 45.0 February 12.87% 12,982 426.8 48.0
March 22.50% 21,281 699.6 78.7 March 22.50% 22,704 746.4 84.0
April 12.12% 11,464 376.9 42.4 April 12.12% 12,231 402.1 45.3
May 5.04% 4,771 156.9 17.7 May 5.04% 5,090 167.4 18.8
June 4.40% 4,163 136.9 15.4 June 4.40% 4,442 146.0 16.4
July 3.48% 3,287 108.0 12.2 July 3.48% 3,506 115.3 13.0
August 3.73% 3,530 116.1 13.1 August 3.73% 3,766 123.8 13.9
September 5.46% 5,163 169.8 19.1 September 5.46% 5,509 181.1 20.4
October 7.00% 6,620 217.6 24.5 October 7.00% 7,063 232.2 26.1
November 9.00% 8,510 279.8 31.5 November 9.00% 9,079 298.5 33.6
December 5.26% 4,979 163.7 18.4 December 5.26% 5,312 174.6 19.7
Planning Year: 2030 Planning Year: 2035
Operations: 106,893 Operations: 112,877
Month % Use
Operations
Month % Use
Operations
Monthly Daily Hourly Monthly Daily Hourly
January 9.13% 9,762 320.9 36.1 January 9.13% 10,308 338.9 38.1
February 12.87% 13,753 452.2 50.9 February 12.87% 14,523 477.5 53.7
March 22.50% 24,053 790.8 89.0 March 22.50% 25,400 835.1 94.0
April 12.12% 12,957 426.0 47.9 April 12.12% 13,683 449.8 50.6
May 5.04% 5,393 177.3 20.0 May 5.04% 5,695 187.2 21.1
June 4.40% 4,706 154.7 17.4 June 4.40% 4,969 163.4 18.4
July 3.48% 3,715 122.1 13.7 July 3.48% 3,923 129.0 14.5
August 3.73% 3,990 131.2 14.8 August 3.73% 4,213 138.5 15.6
September 5.46% 5,836 191.9 21.6 September 5.46% 6,163 202.6 22.8
October 7.00% 7,482 246.0 27.7 October 7.00% 7,901 259.8 29.2
November 9.00% 9,619 316.2 35.6 November 9.00% 10,157 333.9 37.6
December 5.26% 5,628 185.0 20.8 December 5.26% 5,943 195.4 22.0
Note. Fuel sales data for calendar year 2014 was provided by airport management and used to determine the approximate monthly operations
and percent use.
Source: Armstrong Consultants, 2015
Chapter Three Forecasts of Aviation Demand
Airport Master Plan – Marana Regional Airport 3-18
the actual operations at non-towered general aviation airports, the proposed forecasts are considered reasonable
as they represent moderate growth in operations and based aircraft and take into consideration the potential
economic growth in the region.
Table 3-8 Summary of Preferred Forecasts for Marana Regional Airport (2015-2035)
Year Itinerant
Operations
Local
Operations
Military and Commercial
Operations
Total
Annual Operations
Total Based
Aircraft
2015 28,000 32,000 20,000 80,000 260
2020 36,604 42,968 15,000 94,572 284
2025 39,514 46,385 15,000 100,899 303
2030 42,270 49,623 15,000 106,893 321
2035 45,023 52,854 15,000 112,877 339
Source: Armstrong Consultants, Inc., 2015
Airport Master Plan – Marana Regional Airport
Chapter Four
Facility Requirements
Airport Master Plan – Marana Regional Airport 4-1
Chapter 4 – Facility Requirements
4.1 Introduction
This chapter identifies the requirements for airfield and landside facilities to accommodate the forecast demand
levels at the Marana Regional Airport. In order to meet the demand levels, an assessment of the existing airport
facilities to meet current and future demand was conducted. The facility requirements were based on
information derived from capacity and demand calculations, information from FAA advisory circulars and
design standards, the sponsor’s vision for the future of the airport, the condition and functionality of existing
facilities, and other pertinent information.
Facility requirements have been developed for the various airport functional areas listed below:
General aviation requirements;
Support facilities;
Ground access, circulation, and parking requirements;
Infrastructure and utilities; and
Land use compatibility and control
The time frame for addressing development needs usually involves short-term (up to five years), medium-term
(six to ten years), and long-term (eleven to twenty years) planning periods. Long-term planning primarily focuses
on the ultimate role of the airport and is related to development. Medium-term planning focuses on a more
detailed assessment of needs, while the short-term analysis focuses on immediate action items. Most important
to consider is that a good plan is one that is based on actual demand at an airport rather than time-based
predictions. Actual activity at the Airport will vary over time and may be higher or lower than what the demand
forecast predicts. Using the three planning milestones (short-term, medium-term, and long-term) the airport
sponsor can make an informed decision regarding the timing of development based on the actual demand. This
approach will result in a financially responsible and demand-based development of the Airport.
4.2 Design Standards
Airport design standards provide basic guidelines for a safe, efficient, and economic airport system. The
standards cover the wide range of size and performance characteristics of aircraft that are anticipated to use an
airport. Various elements of airport infrastructure and their functions are also covered by these standards.
Choosing the correct aircraft characteristics for which the Airport will be designed needs to be done carefully
so that future requirements for larger and more demanding aircraft are taken into consideration, while at the
same time remaining mindful that designing for large aircraft that may never serve the Airport is not economical.
As discussed previously in Chapter 2, Sections 2.14.1 and 2.14.2, the design aircraft(s) and Runway Design
Code (RDC) are key components of the FAA’s design standards. The design aircraft (or family of design
aircraft), along with the RDC, provide the information needed to determine which FAA design standards apply
to the airfield, and in turn can be used to determine some of the necessary facility requirements. As mentioned,
the existing RDC for Runway 12 is C/II/5000 and Runway 30 is C/II/VIS; the RDC for Runways 3 and 21
Chapter Four Facility Requirements
Airport Master Plan – Marana Regional Airport 4-2
are B/I/5000. The existing design aircraft for Runway 12-30 is a Canadair Challenger CL-600, and the existing
design aircraft for Runway 3-21 is a Beechcraft King Air 100. Examples of the various types of aircraft that
frequent the Airport on a regular basis and their specifications are illustrated in Table 4-1.
Table 4-1 Design Specifications of Aircraft Using Marana Regional Airport on a Frequent Basis
Aircraft AAC/ADG1 Approach Speed (kts) Wingspan
(ft)
Tail Height
(ft)
Max. Take Off
Weight (lbs.)
Beech Bonanza V35B A-I 70 33.5 6.6 3,400
Cessna 172 A-I 60 36.0 9.8 2,200
Eclipse 500 Jet A-I 90 37.9 13.5 5,920
Piper Archer II A-I 86 35.0 7.4 2,500
Pilatus PC-12 A-II 85 52.3 14.0 9,920
Beech King Air B1002 B-I 111 45.9 15.3 11,799
Cessna 182 B-I 64 36.0 9.2 2,950
Mitsubishi MU-2 B-I 119 39.1 13.8 10,800
Swearingen Merlin B-I 105 46.3 16.7 12,500
Beech Super King Air B200 B-II 103 54.5 14.1 12,500
Cessna 441 B-II 100 49.3 13.1 9,925
Cessna Citation 525A B-II 118 49.8 14.0 12,500
Cessna Citation 560XL B-II 107 55.8 17.2 16,830
Cessna Citation 650 B-II 126 53.6 16.8 23,000
Dassault Falcon 50 B-II 113 61.9 22.9 37,480
Dassault Falcon 2000 B-II 114 63.3 23.2 35,888
Grumman Gulfstream I B-II 113 78.5 23.0 35,100
Hawker 125-400A C-I 124 47.0 16.5 23,300
Learjet 25 C-I 137 35.6 12.6 15,000
Learjet 55 C-I 128 43.7 14.7 21,500
Bombardier CL-604 C-II 132 64.3 20.3 47,600
Canadair CL-6003 C-II 125 61.8 20.7 41,250
Cessna Citation 750 X C-II 131 63.6 18.9 36,100
Dassault Falcon 900 EX C-II 126 63.5 24.2 48,300
Gulfstream IV C-II 128 77.1 24.1 73,200
Gulfstream 450 D-II 149 77.1 24.1 74,600
Note. 1 The RDC is made up of the Aircraft Approach Category (AAC), the Airplane Design Group (ADG), and the runway visibility minimums
expressed as the runway visual range (RVR); the RVR component has been removed since the visibility minimums of the runway do not apply
when comparing aircraft types. 2 Existing design aircraft for Runway 3-21. 3 Existing design aircraft for Runway 12-30 (primary runway).
Source: FAA AC 150/5300-13A, Airport Design, 2015; GCR AirportIQ Data Center, 2010-2014; Armstrong Consultants, 2016
Based on existing and forecasted demand levels, these aircraft represent the most likely types of aircraft to use
the facility in the planning period, and it is reasonable to maintain the existing RDCs over the course of the
planning period and apply them to the existing and future development plans for the Airport. Additionally,
from discussions with airport management and the likelihood of corporate jet traffic to increase beyond the 20-
year planning period, it is suggested that Runway 3-21 ultimately be upgraded to accommodate B-II aircraft
(which include midsize corporate jets), in which case the ultimate RDC for Runway 3-21 would become
B/II/5000. The Development Alternatives chapter will outline the necessary changes to design standards
Chapter Four Facility Requirements
Airport Master Plan – Marana Regional Airport 4-3
needed and the areas on the airfield which should be preserved to accommodate this recommendation.
Furthermore, a recommendation to create a RNAV/GPS instrument approach for Runway 30 is discussed later
in the chapter, in which case the future RDC for Runway 30 would change to C/II/5000.
4.3 Airfield Capacity
The airfield capacity analysis is determined by using an airport’s annual service volume (ASV). An airport’s ASV
has been defined by the FAA as “a reasonable estimate of an airport’s annual capacity. It accounts for
differences in runway use, aircraft mix, weather conditions, etc., that would be encountered over a year’s time.”
ASV is a function of the hourly capacity of the airfield and the annual, daily, and hourly demands placed upon
it. According to FAA Advisory Circular (AC) 150/5060-5, Airport Capacity and Delay, the ASV for an airfield
configuration similar to Marana Regional Airport (a single primary runway with a crosswind runway
configuration) is approximately 230,000 operations.
Based on the 80,000 existing aircraft operations (landings and takeoffs) and the 230,000 ASV per AC 150/5060-
5, Marana Regional Airport’s current airfield capacity is 35 percent. By 2035, the capacity is estimated at
approximately 49 percent using the forecasted annual operations for 2035 and the same 230,000 ASV (per the
Airport’s airfield configuration). For most airports, once this ratio reaches around 75 percent, a need to start
planning for additional airfield components (such as runways) becomes apparent. It is evident that airfield
capacity will not be a constraining factor to growth of the Airport. No additional runways are needed (from a
capacity perspective) to accommodate the existing or forecasted activity. Table 4-2 summarizes the ASV and
airfield capacity relationship developed in this section.
Table 4-2 Airfield Capacity Analysis Summary
Year Annual Operations Annual Service Volume1 Annual Capacity Ratio
2015 80,000 230,000 35%
2020 94,572 230,000 41%
2025 100,899 230,000 44%
2030 106893 230,000 46%
2035 112,877 230,000 49%
Note. 1FAA AC 150/5060-5, Airport Capacity and Delay data
Source: Armstrong Consultants, 2016
4.4 Airside Facility Requirements
All airports are comprised of both airside and landside facilities as presented in Chapter 2. Airside facilities
consist of those facilities that are related to aircraft arrival, departure, and ground movement, along with all
associated navigational aids, airfield lighting, pavement markings, and signage.
4.4.1Runway Length
There are many factors that may determine the runway length for an airport. FAA AC 150/5325-4B,
Runway Length Requirements for Airport Design, provides guidance for determining runway length
requirements. The information required to determine the recommended runway length(s) includes
airfield elevation, mean maximum temperature of the hottest month, and the effective gradient for the
runway. Also, the performance characteristics and operating weight of an aircraft impacts the amount
of runway length needed. The following information for the Airport was used for the analysis:
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Airport Master Plan – Marana Regional Airport 4-4
Field elevation: 2,031 feet mean sea level (MSL)
Mean maximum temperature of hottest month (July): 101° F
Maximum difference in runway centerline elevation (Runway 12-30): 21 feet
Maximum difference in runway centerline elevation (Runway 3-21): 6 feet
Performance characteristics and operating weight of aircraft
The process to determine recommended runway lengths for a selected list of critical design aircraft
begins with determining the weights of the critical aircraft that are expected to use the airport on a
regular basis. For aircraft weighing 60,000 pounds or less, the runway length is determined by family
groupings of aircraft having similar performance characteristics. The first family grouping is identified
as small aircraft, which is defined by the FAA as airplanes weighing 12,500 pounds or less at maximum
takeoff weight (MTOW). The second family grouping is identified as large aircraft, which is defined by
the FAA as aircraft exceeding 12,500 pounds but weighing less than 60,000 pounds. For aircraft
weighing more than 60,000 pounds, the required runway length is determined by aircraft-specific length
requirements. Table 4-3 depicts the aircraft weight categorization as recommended by the FAA.
Table 4-3 Airplane Weight Categorization for Runway Length Requirements
Airplane Weight Category MTOW Aircraft Grouping
≤ 12,500 Pounds
Approach Speed < 30 knots Family groupings of small airplanes
Approach Speed ≥ 30 knots, but < 50 knots Family groupings of small airplanes
Approach Speed ≥ 50
knots
With < 10 Passengers Family groupings of small airplanes
With ≥ 10 Passengers Family grouping of small airplanes
Over 12,500 pounds, but < 60,000 pounds Family groupings of large airplanes
≥ 60,000 pounds or more, or Regional Jets1 Individual large airplane
Note. 1All regional jets, regardless of their MTOW, are assigned to the 60,000 pounds or more weight category.
Source: FAA AC 150/5325-4B, Runway Length Requirements for Airport Design, 2005
Recommended runway lengths are determined using charts in AC 150/5325-4B based on the seating
capacity and the mean daily maximum temperature of the hottest month of the year at the airport. The
small airplanes with an approach speed of greater than or equal to 50 knots with less than 10 passenger
seats and a MTOW less than 12,500 pounds recommends a runway length of 4,020 feet in order to
accommodate 95 percent of the fleet; the 95 percent of fleet category applies to airports that are
primarily intended to serve medium size population communities with a diversity of usage and greater
potential for increased aviation activities. Also, included in this category are those airports that are
primarily intended to serve low-activity locations, small population communities, and remote
recreational areas. The approach speed of greater than or equal to 50 knots with less than 10 passenger
seats and a MTOW less than 12,500 pounds recommends a runway length of 4,660 feet in order to
accommodate 100 percent of the aircraft fleet. The 100 percent of fleet category is a type of airport
that is primarily intended to serve communities located on the fringe of a metropolitan area or a
relatively large population remote from a metropolitan area. With an existing runway length of 6,901
feet, Runway 12-30 can accommodate 100 percent of the small airplanes.
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Airport Master Plan – Marana Regional Airport 4-5
Recommended runway lengths to serve large aircraft weighing over 12,500 pounds, but less than 60,000
pounds, are determined using a certain percentage of the useful load. The term useful load, as defined
by the FAA, is the difference between the maximum allowable structural gross weight and the operating
empty weight. A typical operating empty weight includes the airplane's empty weight, crew, baggage,
other crew supplies, removable passenger service equipment, removable emergency equipment, engine
oil and unusable fuel. According to the above referenced Advisory Circular, 75 percent of fleet at 60
and 90 percent useful load requires runway lengths of 5,500 and 8,020 feet respectively. Similarly, the
Advisory Circular indicates that 100 percent of fleet at 60 and 90 percent useful load requires runway
lengths of 7,070 and 10,780 feet respectively. Again, for aircraft weighing more than 60,000 pounds,
which do on occasion utilize the airport, the required runway length is determined by aircraft-specific
length requirements. Still, FAA calculations for this category of aircraft determined an approximate
required runway length of 5,730 feet. With an existing runway length of 6,901 feet, Runway 12-30 can
accommodate the majority of the aircraft that fall within the large aircraft category (over 12,500 pounds,
but less than 60,000 pounds), and also aircraft that weigh more than 60,000 pounds according to FAA
calculations. However, some aircraft may be somewhat constrained if they desire to take off at a higher
percentage of useful load, i.e. aircraft that may wish to carry the maximum number of passengers over
a great distance with full fuel tanks during the hotter summer months.
Based on the analysis, Runway 12-30 seems adequate for the existing conditions and those likely to
continue in the planning period. Thus, no additional runway length is likely to occur over the course
of the 20-year planning period. However, if the types and frequencies of operations change significantly
at the airport, the need to revisit the runway length analysis may be warranted. The recommended
runway length information for Runway 12-30 as discussed above is summarized in Table 4-4.
Additionally, recommendations to bring Runway 30 into compliance with regard to its RSA and ROFA
will be provided in Chapter 5, Development Alternatives.
Table 4-4 Runway 12-30 Length Analysis
Existing Runway 12-30 Length (ft) 6,901
Aircraft Grouping: Recommended Runway Length (ft)
Small Aircraft (<12,500 lbs., < 10 passenger seats)
75 percent of these small airplanes 3,340
95 percent of these small airplanes 4,020
100 percent of these small airplanes 4,660
Large Aircraft (<60,000 lbs.)
75 percent of these planes at 60 percent useful load 5,500
75 percent of these planes at 90 percent useful load 8,020
100 percent of these planes at 60 percent useful load 7,070
100 percent of these planes at 90 percent useful load 10,780
Aircraft more than 60,000 lbs. 5,730 (approx.)
Source: FAA AC 150/5325-4B, Runway Length Requirements for Airport Design, 2005
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Airport Master Plan – Marana Regional Airport 4-6
The AC 150/5325-4B recommends the same guidelines be followed to determine the recommended
runway length for crosswind runways. Small aircraft weighing less than 12,500 pounds primarily have
less crosswind performance capabilities. As such, it is usually recommended that a crosswind runway
accommodate 100 percent of small aircraft. The runway length requirement for Runway 3-21 based on
AC 150/5325-4B reveals that the runway length of 3,892 feet is adequate for 75 percent of the small
aircraft. In fact, the existing length of crosswind Runway 3-21 (3,892 feet) can accommodate
approximately 84 percent of small aircraft weighing less than 12,500 pounds. According to AC
150/5325-4B, to accommodate 100 percent of small aircraft weighing less than 12,500 pounds, Runway
3-21 would need to be a lengthened to 4,660 feet. However, due to the prevailing winds in the area,
Runway 3-21 is only utilized a small percentage of the time, and therefore its ability to accommodate
approximately 84 percent of the small aircraft is adequate for the planning period.
On the contrary, based on conversations with the airport management, occasional operations by larger
aircraft are increasing. To accommodate larger aircraft on Runway 3-21 in the future, and to enhance
the overall reliability of the Airport, an extension to Runway 3-21 should be considered if demand
arises. As such, to accommodate 75 percent of large aircraft (greater than 12,500 pounds, but less than
60,000 pounds) at 60 percent useful load, Runway 3-21 would need to be extended 1,608 feet to provide
an overall runway length of 5,500 feet as shown in Table 4-5. The recommended runway length
information for Runway 3-21 as discussed above is summarized in Table 4-5. Furthermore,
recommendations to bring Runway 3 into compliance with regard to its ROFA will be addressed in
Chapter 5, Development Alternatives.
Table 4-5 Runway 3-21 Length Analysis
Existing Runway 3-21 Length (ft) 3,8921
Aircraft Grouping: Recommended Runway Length (ft)
Small Aircraft (<12,500 lbs., < 10 passenger seats)
75 percent of these small airplanes 3,340
95 percent of these small airplanes 4,020
100 percent of these small airplanes 4,660
Large Aircraft (<60,000 lbs.)
75 percent of these planes at 60 percent useful load 5,500
75 percent of these planes at 90 percent useful load 7,870
100 percent of these planes at 60 percent useful load 6,920
Aircraft more than 60,000 lbs. 5,730 (approx.)
Note. 1 Existing runway length of 3,892 feet represents actual runway length without displacement of 494 feet.
Source: FAA AC 150/5325-4B, Runway Length Requirements for Airport Design, 2005
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Airport Master Plan – Marana Regional Airport 4-7
4.4.2 Runway Orientation
The FAA AC 150/5300-13A, Airport Design, recommends that a runway’s orientation provide at least
95 percent crosswind coverage. Based on the wind data presented in Table 2-12 in Chapter 2, Runway
12-30 provides 94.61 percent wind coverage for A-I and B-I aircraft (10.5 knots), 96.93 percent wind
coverage for A-II and B-II aircraft (13 knots), and 98.88 percent wind coverage for A-III, B-III, and
C-I through D-III aircraft (16 knots).
With the addition of the existing crosswind Runway 3-21, the combined wind coverage is 99.24
percent, 99.83 percent, and 99.97 percent for 10.5 knots, 13 knots, and 16 knots respectively. The
existing airfield configuration exceeds the FAA’s recommended crosswind coverage of 95 percent;
additional runways are not needed over the course of the planning period based on the Airport’s
existing configuration.
4.4.3 Runway Width
The required runway width is a function of airplane approach category, airplane design group, and the
approach minimums for the design aircraft expected to use the runway on a regular basis. The existing
runway pavement width of 100 feet for Runway 12-30 meets the existing and future FAA design
standards and should be maintained over the planning period. Runway 3-21 is 75 feet wide and exceeds
the B-I design standard of 60 feet. Maintaining the existing runway width is allowable, although when
the runway requires reconstruction, the additional pavement width may be problematic from a funding
eligibility perspective. However, since it is recommended that Runway 3-21 ultimately accommodate
B-II aircraft, maintaining the 75-foot wide design standard for the potential use of the runway beyond
the planning period is advisable.
4.4.4 Runway Pavement Strength and Condition
According to FAA guidance on pavement strength, the aircraft types and the critical aircraft expected
to use the airport during the planning period are used to determine the required pavement strength, or
weight bearing capacity, of airfield surfaces. The required pavement design strength is an estimate based
on average levels of activity and is expressed in terms of aircraft landing gear type and configurations.
As previously mentioned in Chapter 2, pavement design strength is not the maximum allowable weight;
limited operations by heavier aircraft other than the critical aircraft may be permissible. However, it is
important to note that frequent operations by heavier aircraft will shorten the lifespan of the pavement.
The existing runway pavement strengths are reported (FAA Airport Master Record – August 2015) to
be:
Runway 12-30: 75,000 pounds gross weight single-wheel landing gear, 100,000 pounds gross
weight dual-wheel landing gear, and 300,000 pounds dual-tandem wheel landing gear
configuration.
Runway 3-21: 75,000 pounds gross weight single-wheel landing gear, 100,000 pounds gross
weight dual-wheel landing gear, and 150,000 pounds dual-tandem wheel landing gear
configuration.
Based on the existing and planned RDCs for each runway and the aircraft most likely to use the airport
on a regular basis (illustrated in Table 4-1), the pavement strength ratings for both Runways 12-30 and
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Airport Master Plan – Marana Regional Airport 4-8
3-21 are adequate. Many A-I and B-I aircraft likely to use Runway 3-21 have a maximum takeoff weight
of 12,500 pounds or less. Likewise, the majority of C-I and C-II, and even some D-II type aircraft
likely to use Runway 12-30 have a maximum takeoff weight far below the 160,000 pounds dual-wheel
landing gear rating for the runway. For planning purposes, the existing pavement strength ratings for
both runways should be maintained over the planning period.
Although the pavement strength ratings for Runways 12-30 and 3-21 are classified correctly for the
types of aircraft serving the airport, it does not indicate that either runway is currently in excellent
condition. As shown in Table 2-17, Summary of Pavement Condition Index Data, found in Chapter 2,
Runway 12-30’s PCI index is listed as 56, which falls within the pavement preservation portion of the
PCI index repair scale, but is at the very bottom of this scale. Furthermore, as shown on Table 2-18,
Summary of Pavement Condition Number Results, the existing pavement structure of Runway 12-30 is not
adequate for many of the regular aircraft operations which occur at the Airport; therefore, major
rehabilitation should be considered to strengthen the runway pavement in the short-term. Additionally,
Table 2-17 shows Runway 3-21’s PCI index as 54; this falls within the major rehabilitation portion of
the PCI index repair scale. The results of the PCN classification for Runway 3-21 as shown in Table
2-18 indicate that none of the analyzed traffic for this runway had aircraft classification numbers
(ACNs) exceeding the recommended PCN; i.e. the types of aircraft utilizing this runway are not causing
the runway any structural damage based on their weight, the runway itself is just in need of
rehabilitation due to age and other factors which occur over the life-cycle of airfield pavement. Again,
major rehabilitation of Runway 3-21 may be needed in the short term to improve the overall condition
of the pavement. The ability of the airfield pavement to handle the existing and projected pavement
loads is a critical component to prudent planning.
4.4.5 Taxiway and Taxilane Requirements
By definition, a taxiway is a defined path established for the taxiing of aircraft from one part of an
airport to another. A taxilane is a taxiway designated for low speed and precise taxiing. Taxilanes are
usually, but not always, located outside the movement area, providing access from taxiways to aircraft
parking positions, hangars, and terminal areas.
FAA AC 150/5300-13A, Airport Design, provide planners with guidance on recommended taxiway and
taxilane layouts to avoid runway incursions and to enhance the overall safety at the airport. According
to the FAA, a runway incursion is “any occurrence at an airport involving the incorrect presence of an
aircraft, vehicle, or person on the protected area of a surface designated for the landing and takeoff of
aircraft.” In addition, according to Airport Design, “good airport design practices keep taxiway
intersections simple by reducing the number of taxiways intersecting at a single location and allows for
proper placement of airfield markings, signage, and lighting.” Existing taxiway geometry should be
improved whenever feasible with emphasis on “hot spots,” and to the extent practical, the removal of
existing pavement to correct confusing layouts is advisable.
As discussed previously in Chapter 2, Section 2.14.3, to arrive at the TDG, the undercarriage
dimensions of the aircraft are used. The TDG design standards are based on the overall main gear
width (MGW) and the cockpit-to-main gear (CMG) distance. Taxiway/taxilane width and fillet
standards, and in some instances, runway-to-taxiway and taxiway/taxilane separation requirements, are
determined by the TDG. The FAA advises that it is appropriate for a series of taxiways on an airport
to be built to a different TDG standards based on anticipated use. On the other hand, the Airplane
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Airport Master Plan – Marana Regional Airport 4-9
Design Group (ADG) is based on the wingspan and tail height and determines the safety area, object
free area, and separation standards for a taxiway.
The existing design aircraft for both Runways 12-30 and 3-21 fall within the TDG 1A and 1B design
standards. As illustrated in Table 2-10, Existing Dimensional Standards – Taxiways/Taxilanes, found in
Chapter 2, it is evident that all taxiways, taxiway connectors, and several taxilanes have been built to
meet TDG 2 and 3 design standards (except Taxiway C, which does not conform to either group as its
dimensions fall between those of the TDG 2 and TDG 3).
For now, the Airport should continue to maintain the taxiways as is; however, when it comes time to
reconstruct any taxiways/lanes in the future, it should be noted that the FAA may require that they be
reconstructed to a width that accommodates the existing design aircraft and its corresponding TDG,
which in this case would be TDG 1A and 1B.
In addition, the PCN Report dated October 2014 also indicated that Taxiways B, C, and E are not
structurally adequate to handle regular operations of the analyzed traffic at the Airport (see Table 2-
18). It is recommended that further review and verification of the pavement strength be undertaken in
the near future. In order for the airport to accommodate heavier aircraft on a regular basis in the future,
the pavement strength of the taxiways may need to be increased.
4.4.6 Aircraft Apron
An aircraft apron is typically located in the non-movement area of an airport near or adjacent to the
terminal area. The function of an apron is to accommodate aircraft during loading and unloading of
passengers and/or cargo. Activities such as fueling, maintenance, and short to long-term parking take
place on an apron. The layout and size of an apron depends on aircraft and ground vehicle circulation
needs and specific aircraft clearance requirements. There are several types of aircraft aprons:
Terminal/itinerant aircraft apron – These aprons are adjacent to the terminal where
passengers board and deplane from the aircraft. The apron also accommodates multiple
activities such as fueling, maintenance, limited aircraft service, etc. Itinerant aprons handle
itinerant aircraft activities which are usually only on the airport for a few days. At general
aviation airports, this type of apron can also provide some tie-down locations for both itinerant
and based aircraft.
Tie-down apron – An apron area for both short-term and long-term aircraft parking (based
and itinerant aircraft).
Other services apron – Apron areas that will accommodate aircraft servicing, fueling, and
the loading/unloading of cargo.
Hangar aprons – This is an area on which aircraft move into and out of a storage hangar.
FAA AC 150/5300-13A, Airport Design, provides design criteria to assist in apron layout and capacity.
For the purpose of calculating the aircraft apron size, the following planning criterions were used:
800 square yards of apron per aircraft for single-engine and multi-engine aircraft
1,500 square yards per aircraft for turbo-props and business jets
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Airport Master Plan – Marana Regional Airport 4-10
30% of single-engine (forecasted) based aircraft will require apron parking
10% of multi-engine (forecasted) based aircraft will require apron parking
10% of turbojet (forecasted) based aircraft will require apron parking
Itinerant aircraft apron requirements are based on the design hour operations
Based on the above criterion, additional based aircraft parking apron is likely needed in the planning
period. The Airport and the Town of Marana should monitor the utilization of the apron and based
on the above criterion, make adjustments in the apron size as needed. It is recommended that routine
reconstruction and pavement maintenance projects take place on the existing apron as well. Table 4-
6 depicts the aircraft parking apron requirements for the Airport; the best course of action regarding
aircraft parking apron pavement will be included in the Development Alternatives chapter.
Table 4-6 Aircraft Parking Apron Requirements
Aircraft Parking Apron Requirements
(Based on Forecasts)
Year
Available in
2015 2020 2025 2030 2035
Existing Apron Parking Positions 140 - - - -
Designated Parking Positions for SE/ME Aircraft 140 74 78 82 87
Designated Parking Positions for Turboprops and
Business Jets 0 1 1 1 1
Based Aircraft Parking Apron Area (approx. sy)1 34,000 61,000 64,000 67,000 71,000
Itinerant Aircraft Parking Apron Area (approx. sy)2 124,000 92,000 98,000 104,000 110,000
Total Aircraft Parking Apron Area (approx. sy) 158,000 153,000 162,000 171,000 181,000
Note. Apron development will depend on actual demand. SE/ME = single-engine/multi-engine.
1Planning period calculations are based on 800 square yards per forecasted SE/ME aircraft, plus a constant 1,500 square feet for turbojet aircraft;
calculations have been rounded and are approximate. 2 Planning period calculations are based on the forecasted design hour operations multiplied
by an average apron requirement of 1,150 square feet per aircraft; calculations have been rounded and are approximate.
Source: Armstrong Consultants, Inc., 2016
Besides the apron space requirements, it is evident based on the 2014 PCN Report for the Airport that
several of the Airport’s aprons are not structurally adequate to handle regular operations of the aircraft
using these apron areas. These aprons include (referred to by their common names by airport
users/personnel) the Terminal/FBO and Itinerant Parking Apron, the East Hangar Apron, and the
East Apron. As mentioned in the previous section, further review and verification of the pavement
strength should be undertaken in the near future. In order for the airport to accommodate heavier
aircraft on a regular basis in the future, the pavement strength of the aforementioned aprons may also
need to be increased.
4.4.7 Instrument Aids to Navigation
The airport has non-precision, GPS and NDB instrument approach procedures to Runway 12 and 3-
21. These approaches provide for visibility minimums as low as one mile and cloud ceiling down to
500 feet. These approaches should be maintained in the future as they provide all-weather capabilities
for the airport.
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Airport Master Plan – Marana Regional Airport 4-11
Non-precision Global Positioning System (GPS) approaches do not require ground-based facilities on
or near the airport for navigation. The GPS receiver uses satellites for navigation, and it involves little
or no cost for the airport sponsor. GPS was developed by the United States Department of Defense
for military use and is now available for civilian use. GPS approaches are rapidly being commissioned
at airports across the United States with typical approach minimums of 350-foot ceilings and one-mile
visibility. An instrument approach increases the utility of the airport by providing for the capability to
operate in inclement weather conditions. This is especially important for air ambulance, physician
transport, and business flights. It is also useful for conducting training and maintaining instrument
currency.
Development of an Area Navigation (RNAV) approach with one-mile visibility minimums to Runway
30 is recommended, as it would provide enhanced safety and utility during hours of darkness and
adverse weather conditions. Visibility minimums of lower than one mile are not necessary based on
the weather conditions which typically occur in southern Arizona. Further investigation as to whether
or not a non-precision instrument approach can in fact be created for Runway 30 will be determined
by the FAA Flight Procedures Office.
4.4.8 Airfield Lighting, Signage, Markings, and Visual Aids to Navigation
Based on findings from the airport inventory as discussed in Chapter 2, several recommendations for
improvements to the airfield lighting, signage, markings, and visual aids to navigation are recommended
for the Airport. These recommendations include the following:
Airfield Lighting: During the inventory process, it was noted that all of the MIRL and MITL
on the airfield use incandescent light fixtures. There has been much advancement in light
emitting diode (LED) fixtures on airports over the last several years. LED fixtures are much
more energy efficient and have a longer life span than traditional incandescent fixtures. The
Airport may want to consider replacing the existing incandescent MIRL and MITL in the
medium- to long-term planning period. Should any new MIRL/MITL be needed as part of a
runway or taxiway reconstruction project, it is recommended that the LED version of
MIRL/MITL be installed. It should be noted that at the time of this writing, the Airport was
in the process of replacing the existing semi-flush MITL on Taxiway E and portions of
Taxiway A near the Runway 30 end with LED fixtures with new base cans.
Taxiway C currently does not have any MITL or retro-reflectors installed. It is recommended
that one of these options be installed along Taxiway C in the short-term planning period to
enhance safety for pilots using this part of the airfield at night or during inclement weather.
Airfield Signage: As previously mentioned in the Inventory Chapter, the lighted airfield
destination signs were replaced in September 2016; the new signs are internally lit with LED
fixtures. No further recommendation for the airfield signage is necessary at this time.
Pavement Markings: The majority of airfield pavement markings, especially those on the
runways and the taxiways (except for Taxiway A), are heavily faded. Runway and taxiway
pavement markings are intended to safely guide pilots as they take-off, land, and taxi around
the airfield. Clear, clean, highly visible airfield markings are imperative in preventing runway
and other airfield incursions.
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Airport Master Plan – Marana Regional Airport 4-12
It was noted at the time of the inventory that Runway 12-30’s pavement markings are faded.
Runway 3-21’s markings are also faded; however, in addition to the existing markings faded
condition, it was also observed that the runway is incorrectly marked. Currently basic
pavement markings are found on the pavement, which indicates the runway is used for Visual
Flight Rules (VFR). However, considering that there are two published non-precision GPS
approaches to both Runway 3 and 21, the correct pavement markings should be that of non-
precision. It is recommended that Runway 3-21 be correctly marked in the short-term planning
period in order to comply with current FAA design standards. Runway 12-30’s pavement
markings should also be repainted in the short-term planning period.
All of the taxiways (except for Taxiway A) have varying degrees of faded pavement markings.
The taxiway system is quite expansive and covers a great deal of ground on the airfield; airport
management should consider repainting the taxiway pavement markings at some point over
the course of the planning period, or at least portions of them, in a manner that is most feasible
and economical to them.
Although pavement markings on the aprons were noted as good to fair during the inventory,
airport management should most likely plan to repaint these markings at some point over the
course of the planning period as well.
Visual Aids to Navigation: The PAPIs and REILs mentioned in Chapter 2 are currently in
good working condition. They should be maintained until they have reached the end of their
useful life-cycle. It is anticipated that some or all of the components of these systems may
need to be replaced in the medium- to long-term planning period (the new LED REILs
installed on Runway 12-30 should last until the end of the planning period in 2036). The wind
cones and segmented circle are also in relatively good condition. The Airport should maintain
and replace/paint as needed over the course of the planning period. Finally, the airport
rotating beacon is also in adequate condition, although it was noted that the fixture and tower
are outdated. Possible replacement in the medium-term planning period may be warranted.
4.4.9 Weather Aids
The existing Airport AWOS meets the existing and projected needs of the Airport and is in good
overall condition as stated in the Inventory Chapter. Replacement of the AWOS equipment may be
necessary during the planning period due to technological improvements.
4.5 Landside Facility Requirements
Landside facilities are another important aspect of any airport as they handle aircraft and passengers while on
the ground at the airport. Landside facilities serve as the processing interface between two modes of
transportation – air and ground. Likewise, landside facilities also offer travelers the first impression of the
airport and the local community.
The capacity, condition, and functionality of the various facilities were examined in relation to the anticipated
aviation demand presented in Chapter 3 to identify future facility needs.
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Airport Master Plan – Marana Regional Airport 4-13
4.5.1 Terminal Building
The terminal building at general aviation airports typically offers various amenities to passengers, local
and transient pilots, and airport management. Terminal buildings (often called pilot lounges at general
aviation airports) most often house public restrooms, public telephones, a pilot lounge area, and
information regarding airport services. The existing terminal building at the Marana Regional Airport
also serves as the Airport’s FBO (Tucson Aeroservice Center) and is used by transient and local aircraft
operators. It is recommended that an airport’s terminal building be able to satisfy the forecasted peak-
hour general aviation pilot and passenger demand.
The accepted methodology used to project terminal building facility needs for general aviation airports
is based on the number of airport users anticipated to use the facility during the design hour. The
design hour is typically defined as the peak hour of an average day of the peak month. The design hour
measures the number of passengers departing or arriving on aircraft in an elapsed hour of a typical
busy (design) day. Estimating design hour passengers is typically a three-step process involves the
following:
Determine the peak month,
Determine the design day to be used, and
Estimate the amount of daily activity that occurs in the design hour.
The number of peak hour passengers and pilots was derived by assuming 3.4 passengers and pilots per
design hour. The terminal function size is based on providing 75 square feet per peak design hour.
This process is applied to both the existing (base year) conditions, as well as activity in future years.
Table 4-7 depicts the terminal building requirements.
Table 4-7 General Aviation Terminal Building Requirements
Year Design Hour Operations Peak Hour Pilots and Passengers Terminal Function Size (approx. sf)
2015 67.5 232 17,000
2020 79.8 274 21,000
2025 85.1 293 22,000
2030 90.2 310 23,000
2035 95.2 328 25,000
Note. Calculations for the terminal function size have been rounded to the nearest whole number.
Source: Armstrong Consultants, Inc., 2016
According to the calculations above, the existing 9,500 square-foot terminal building does not meet
the space requirements through the planning period. Overall the building appears to be in good
condition, although it may be somewhat dated (originally built in 1982). It is likely that typical energy
and water efficiency improvements may be needed such as: mechanical, electrical, and plumbing
upgrades. Energy efficient exterior lighting which meets the Town’s light pollution code should be
installed to enhance safety and reduce energy costs. The Development Alternatives chapter will
consider various terminal concepts and will present additional recommendations.
Access from the vehicle parking area and from the aircraft apron to the terminal is adequate. The
concrete sidewalk from the landside allows the public easy access to the terminal building.
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Airport Master Plan – Marana Regional Airport 4-14
Native/drought tolerant landscaping is already in place around the terminal building and should be
maintained in the future.
The Airport should consider implementing a recycling program if it does not already exist to reduce
the solid waste that will be generated. The program should also be suggested as a requirement for each
tenant. The Airport should also make sure that the dumpsters for the terminal building are adequately
sized and coordinated with tenant activities to keep the overall number of dumpsters to a minimum,
thereby reducing the waste haulers maneuvers and emissions on airport property.
4.5.2 Hangar Facilities
As previously mentioned in Chapter 2, the Airport has six conventional hangars, 19 T-hangars, and
one shade structure located on the airport. The six conventional hangars are occupied by long-standing
tenants of the Airport, and therefore no other conventional hangars are available on the airfield at this
time. The existing T-hangars and shade structure seem to be adequate at meeting the current demand
for hangars at this time. The estimated hangar needs of the Airport are discussed further below.
Prefabricated conventional and T-hangar units are available from a variety of manufacturers
throughout the nation. Storage space for based aircraft was determined using guidelines suggested in
manufacturer’s literature. Typical aircraft sizes were also reviewed in light of the evolution of business
aircraft sizes.
Conventional hangar standards:
1,200 square feet for single-engine aircraft
1,400 square feet for multi-engine aircraft
1,800 square feet for turboprop or turbojet aircraft
T-hangar standards:
1,400 square feet for single- and multi-engine aircraft
The assumptions that were made regarding the type of storage needed for each type of aircraft at
Marana Regional Airport is illustrated in Table 4-8.
Table 4-8 Breakdown of Aircraft Storage Types
Percent of Aircraft Type Type of Storage
100% of turbojet Conventional hangar
55% of multi-engine Conventional hangar
35% of multi-engine T-hangar
10% of multi-engine Parking apron
10% of single-engine Conventional hangar
60% of single-engine T-hangar
30% of single-engine Parking apron
Source: Armstrong Consultants, Inc., 2016
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Airport Master Plan – Marana Regional Airport 4-15
Using the above criterion and the based aircraft forecasts, combined with consideration of the potential
fleet mix, Table 4-9 depicts the demand requirements for hangar space at the Airport. It can be inferred
from the table that the existing number of T-hangars at the Airport is predicted to meet the space
requirements over the planning period; however, the Airport may need to add additional T-hangars at
the very end of the planning period based on forecasted demand. On the other hand, it is evident from
the table, and from discussions with airport management, that the existing number of conventional
hangars does not meet the space requirements at present nor over the course of the planning period.
It is recommended that conventional hangars be planned at the Airport over the course of the 20-year
planning period. The exact size and number of hangars will ultimately be determined by demand;
however, the Development Alternatives chapter will consider and propose various hangar
configurations and locations for airport management and the Town to consider. It should be noted
that these requirements are not rigid, meaning that shifting of the space requirements between
conventional and T-hangars is something that the Town will need to consider as operations fluctuate
and the need to satisfy user’s specific requirements are identified.
Table 4-9 Aircraft Hangar Requirements
Year
2015
(existing) 2020 2025 2030 2035
Based Aircraft 260 284 303 321 339
Total Hangared Aircraft (approx. 70%) 185 199 212 225 237
T-hangared Aircraft (approximation) 140 152 162 170 180
Conventional Hangared Aircraft (approximation) 45 47 50 55 57
Hangar Size Requirements
T-hangar 4 to 8 bays (approx. total sf)1 300,000 0 0 0 10,000
Conventional Hangar (approx. total sf)1 52,000 80,000 80,000 90,000 100,000
Total Hangar Storage (approx. total sf)2 352,000 80,000 80,000 90,000 110,000
Note. Hangar development will depend on actual demand.
1A minimum hangar size of approximately 10,000 square feet is recommended. 2 This does not include square footage of the existing
shade structure, which is not by definition a true hangar, however it does provide some protection form the elements.
Source: Armstrong Consultants, Inc., 2016
4.5.3 Aviation Fuel Facilities
As discussed in Chapter 2, there are currently two fuel storage tanks on the Airport that are owned and
operated by the FBO (Tucson Aeroservice Center). Each fuel tank has a capacity of 12,500 gallons;
100LL AvGas and Jet A are available. A self-service system with a credit card reader is available for
100LL (AvGas) fuel only. The FBO also owns and operates a total of three fuel trucks; two are
designated for AvGas and holds 1,200 gallons of fuel each, and the third is designated for Jet A and
holds 5,000 gallons of fuel.
Additional fuel storage capacity should be planned when the airport is unable to maintain an adequate
supply and reserve. For general aviation airports, such as Marana Regional Airport, typically a 14-day
supply is common. If the need for additional fuel storage becomes necessary, additional tanks should
be added in 10,000 or 12,500 gallon increments. These increments will be the most economical to
install. Should the East Apron be developed over the course of the planning period for corporate
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Airport Master Plan – Marana Regional Airport 4-16
operations, it may make logistical sense to add additional fuel storage tanks, especially Jet A, to an area
near the East Apron. Potential locations for additional fuel storage will be discussed in the next chapter,
Development Alternatives.
4.5.4 Airport Access and Vehicle Parking
The Marana Regional Airport is accessed from Avra Valley Road, which if taken east for approximately
five miles will intersect with Interstate 10 (I-10). Traffic approaching the airport on Avra Valley Road
is directed off the roadway and on to the airport entrance road. The two-lane entrance leads to a paved
vehicle parking area adjacent to the FBO/airport terminal building and Sky Rider Coffee Shop. Also,
adjacent to the main entrance on the east side is a dirt and gravel lot that is on occasion used for
additional parking; this is usually when a large meeting or special event is being held at the airport.
Although not officially an entrance road, another paved, two-lane roadway is located approximately
one mile east of the main entrance. This roadway was built in 2008. Furthermore, some private airport
businesses have access to their facilities via ancillary access roads, which also are accessed from Avra
Valley Road. The existing entrance road is expected to be adequate to accommodate current and future
activity for the planning period.
The existing vehicle parking area can accommodate approximately 40 vehicles. Normally, an airport’s
vehicle parking area should be able to satisfy the forecasted peak-hour (design-hour) general aviation
pilot and passenger demand. Using planning methods commonly accepted for calculating parking
space requirements, Table 4-10 depicts the vehicle parking space requirements for the 20-year planning
period.
Table 4-10 Vehicle Parking Requirements
Year Parking Space Requirements Parking Lot Requirements1 (sy)
2015 154 5,500
2020 183 6,500
2025 195 7,000
2030 207 7,500
2035 219 8,000
Note. Parking space requirements = 2/3 of the design hour for pilot and passenger flow. Parking lot requirements have been
rounded and are approximate.
1Each parking space = 35.5 square yards
Source: Armstrong Consultants, Inc., 2016
Based on the vehicle parking requirements, the existing parking area is inadequate to handle passenger
and pilot flow at a peak busy hour of the day. It is recommended that the Airport add additional vehicle
parking spaces over the 20-year planning period. The Development Alternatives chapter will provide
more information on potential locations for the additional parking spaces.
4.5.5 Fencing
According to FAA AC 150/5300-13A, Airport Design, the primary purpose of airport fencing is to
restrict inadvertent entry to the airport by unauthorized people and wildlife. There are several types of
airport fencing that are eligible for FAA funding as part of the AIP program depending on the airport’s
classification (commercial service, GA, etc.) and fencing needs. The different types include wire fencing
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Airport Master Plan – Marana Regional Airport 4-17
(with wooden or steel posts), chain-link fencing with steel posts, and wildlife deterrent fencing. Wildlife
deterrent fencing usually consists of installing chain-link fence fabric along an existing chain-link fence,
and constructing concrete pads at existing fence gates.
The Airport has six-foot high, chain-link fence with three strands of barbed wire around the majority
of the perimeter of the airfield. Additionally, ornamental security fencing is also in place near the
terminal/FBO area. Several gates with access control systems are located at various locations around
the perimeter as well. The existing perimeter fencing is currently adequate for the needs of the Airport.
However, it was noted in the Wildlife Hazard Assessment (WHA) completed in early 2016, that there
are portions of the perimeter fence that need maintenance, as certain areas have dirt that has washed-
out from below the fencing and is allowing wildlife such as javelinas and coyotes to access the AOA.
Furthermore, it was also noted within the report that there are sections of the Airport that do not have
fencing, which is also allowing wildlife to enter the AOA.
Since wildlife in the area is somewhat of an issue according to the WHA, wildlife deterrent fencing may
also be an option. The specific location, extent, type, and height of wildlife deterrent fencing shall be
designed for the purpose intended based on and in general conformance with accepted guidelines and
recommendations of the Arizona Game and Fish Department or other recognized public wildlife
specialists for preventing intrusion of the specific targeted animals known to inhabit the area. It is
recommended that the Airport maintain the existing chain-link and ornamental security fencing and
access control gates, and repair sections that have become an entry point for wildlife. Additional
fencing should also be added as outlined within the WHA where it does not currently exist in order to
prevent wildlife from accessing the AOA.
4.5.6 Security
There are several programs designed to increase general aviation airport security. For example, the
Aircraft Owners and Pilots Association (AOPA) Airport Watch program created an around the clock
telephone hotline answered by federal authorities for pilots and other airport users to report suspicious
activity at GA airports. Also, the Transportation Security Administration’s (TSA) Security Guidelines for
General Aviation Airports provides a set of federally-endorsed recommendations to enhance security for
municipalities, owners, operators, sponsors, and other entities charged with oversight of general
aviation airports. The TSA's guidance provides nationwide consistency with regard to security at
general aviation facilities, as well as a rational method for determining when and where these
enhancements may be appropriate based upon the operational profile of differing airports. The
guidelines offer an extensive list of options, ideas, suggestions, and proven best practices for the airport
operator, sponsor, tenant and/or user to choose from when considering security enhancements. The
TSA's guidelines are updated and modified as new security enhancements are developed and as input
from the general aviation community is received. It is recommended that Town review the latest
version of the TSA’s Security Guidelines for General Aviation Airports in order to assess the suggested
security enhancements, if any, at the Airport.
4.5.7 Aircraft Rescue and Fire Fighting (ARFF) Equipment
According to FAA guidance, operators of Part 139 certificated airports must provide Aircraft Rescue
and Fire Fighting (ARFF) services. Marana Regional Airport is not a Part 139 certificated airport,
therefore ARFF equipment is not required. Local municipal or volunteer fire departments typically
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Airport Master Plan – Marana Regional Airport 4-18
provide fire protection to general aviation airports in their district. Mutual aid agreements may also be
provided and developed with nearby fire departments to assist in emergency situations. In any case,
procedures should be in place to ensure emergency response in case of an accident or emergency at
the airport. Although statistically very safe, the most likely emergency situations at general aviation
airports are an aircraft accident, fuel or aircraft fire, or a hazardous material (fuel) spill. The level of
protection recommended in FAA AC 150/5210-6D, Aircraft Fire and Rescue Facilities and Extinguisher
Agents, for small general aviation airports is 190 gallons of aqueous film forming foam (AFFF)
supplemented with 300 pounds of dry chemical. Proximity suits should be utilized for fire fighter
protection. Aviation rated fire extinguishers should be immediately available in the vicinity of the
aircraft apron and fueling facilities.
Some members of the PAC and TAC encouraged the Airport to consider providing on-site ARFF
capabilities. Although not an FAA requirement, enhancing the Airport’s ability to respond to
emergencies is reasonable given the existing and projected corporate aircraft activity.
4.5.8 Airport Support and Maintenance Building
As mentioned in the Inventory chapter, the Airport does not have a dedicated support and
maintenance building. It is recommended that the Airport construct such a building in the short-term
planning period in order to have a secure, functional, and organized location for the airfield’s
maintenance equipment. It is recommended that the building be approximately 10,000 – 20,000 square
feet, although this is flexible. The location will be discussed more in the Development Alternatives
chapter. The maintenance equipment mentioned in the Inventory chapter, along with any other
pertinent equipment the Town finds essential to the upkeep and maintenance of the airfield and airport
property, should be evaluated to determine if it has reached the end of its useful lifecycle. After
evaluation, any piece of equipment that has reached the end of its lifecycle should be replaced in a
timely fashion.
4.6 Infrastructure Needs
The existing electric, water, and telecommunication utilities are considered adequate for the existing facility.
Upgrades and improvements to the existing utilities are recommended, as needed, in order to accommodate
recommended development. The need for additional utilities, or modifications to existing utilities, will be
evaluated in more detail in the Development Alternatives chapter, if applicable.
4.7 Land Use Compatibility and Control
As previously discussed in Chapter 2, Section 2.15, 14 CFR Part 77 establishes several imaginary surfaces that
are used as a guide to provide a safe and unobstructed operating environment for aviation. In addition to
ensuring that penetrations to these imaginary surfaces are avoided or appropriately marked and lighted, the
FAA recommends that the airport sponsor make reasonable efforts to prevent incompatible land uses, such as
residential encroachment, from developing in the immediate area of the airport. Many times, this can be
achieved by the municipality creating an airport overlay zone. It is recommended that the Town consider
creating an airport overlay zone to preserve compatible land uses around the airport.
Private development proposals should also be reviewed to ensure compatibility in the vicinity of the airport.
Land use compatibility considerations include safety, height hazards, and noise exposure. Although extremely
rare, most aircraft accidents occur within 5,000 feet of a runway. Therefore, the ability of the pilot to bring the
Chapter Four Facility Requirements
Airport Master Plan – Marana Regional Airport 4-19
aircraft down in a manner that minimizes the severity of an accident is dependent upon the type of land uses
within the vicinity of the Airport.
The RPZ is a trapezoidal area extending beyond the ends of the runway and is typically included within the
airport property boundary. Residential and other uses that result in congregations of people are restricted from
the RPZ. As previously mentioned in Chapter 2, Section 2.14.7, guidance from the FAA on what constitutes a
compatible land use and how to evaluate proposed land uses that would reside in a RPZ is contained within a
memorandum dated September 2012.
In addition, according to FAA Advisory Circular 150/5200-33B, Hazardous Wildlife Attractants On or Near
Airports, landfills and/or transfer stations are incompatible land uses with airports. According to the FAA, these
types of facilities should be located at least 5,000 feet from any point on a runway that serves piston type aircraft
and 10,000 feet from any point on a runway that serves turbine powered aircraft. Furthermore, the FAA
recommends that any facility which may attract wildlife (especially birds), such as sewage treatment ponds and
wastewater treatment plants, should also be located this same distance from any point on the runway. It is
known that two recharge ponds are located just northeast of the airport. According to the Wildlife Hazard
Assessment that was completed for the Airport in early 2016, the settlement ponds are a wildlife attractant and
will need to be closely monitored going forward, which is discussed in more detail in Chapter 2 and the WHA
final report itself. Overall, the Town should remain diligent to ensure future land use remains compatible with
airport facilities.
4.7.1 Airport Property
The existing airport property encompasses approximately 630 acres. From a review the of airport
property map, it appears that the existing Runway Protection Zone (RPZ) on Runway 12 is owned in
fee simple. The existing RPZs for Runway ends 30, 3, and 21 each extend off airport property. FAA
recommends that airports control the land within the RPZ. This was also discussed in Chapter 2,
Section 2.14.7, Runway Protection Zone (RPZ).
Furthermore, there are portions of the Airport property that are currently owned by the State of
Arizona. According to the Pima County Assessor’s office, the following parcels are owned by the State:
Parcel No. 215-04-001K (Parcel A) comprised of approximately 16 acres
Parcel No. 215-04-001L (Parcel B) comprised of approximately 40 acres
Parcel No. 215-10-051J comprised of approximately 44 acres
At present, based on a review of the County Assessor’s records, no easements have been granted by
the Arizona State Land Department to the Town of Marana for the above referenced parcels, all of
which are located within the airport property boundary. Thus, it is recommended that the
aforementioned parcels be acquired in fee-simple or that an easement (perpetual right-of-way) be
granted from the Arizona State Land Department.
Additional land and/or avigation easements required to accommodate existing or future design
surfaces, such as RPZs, and all other proposed development can be found on Exhibit A – Airport
Property Map contained within the ALP drawing set found in Chapter 6. Additionally, an American
Land Title Association (ALTA)/American Congress of Surveying and Mapping (ACSM) Land Title
Survey was completed for the Airport in October 2013. Please see Appendix E for the survey findings.
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Airport Master Plan – Marana Regional Airport 4-20
4.7.2 Airport Zoning
Airport zoning ordinances should include height restrictions and land use compatibility regulations.
Development around airports can pose certain hazards to air navigation if appropriate steps are not
taken to ensure that existing, as well as future, buildings and other types of structures do not penetrate
14 CFR Part 77 imaginary surfaces.
Based on the land uses identified in the Marana 2010 General Plan, there are two land uses in the
vicinity of the Airport – industrial and public/open space. These land uses are compatible with the
Airport according to current FAA guidance. Other land uses farther from the Airport presented in the
General Plan are depicted on Figure 2-3. The zoning of the two land uses closest to the Airport should
be carefully considered in the future as pressure to develop the land increases. The land use that is
typically the most problematic near an airport is residential. Any change in zoning near an airport to
allow residential development will increase the potential for noise complaints. The Airport should be
mindful of the potential for noise complaints in the future if zoning changes are made allowing
residential development to encroach towards the Airport.
Consideration for updating the CFR Part 150 Airport Noise Compatibility Planning study would be prudent
if zoning changes are made allowing residential development to encroach towards the Airport. The
current CFR Part 150 study includes recommendations for land uses near the Airport and is the primary
source for recommended land use planning.
4.8 Summary of Facility Requirements
The facility requirements for the Airport are summarized in Table 4-11. The recommendations are based on
the types and volume of aircraft currently using, and expected to use, the airport in the short- and long-term
time frames. In the next chapter, Development Alternatives, various airside and landside improvements will be
presented and evaluated, which will in turn lead to the recommended airside and landside development for the
Airport. The recommended facilities will enable the Airport to continue to serve its current and future users in
a safe and efficient manner.
Chapter Four Facility Requirements
Airport Master Plan – Marana Regional Airport 4-21
Table 4-11 Facility Requirements Summary
FACILITY DESCRIPTION BASE YEAR
(2015)
SHORT-TERM
(0 – 5 yrs.)
MEDIUM-TERM
(6 – 10 yrs.)
LONG-TERM
(11 – 20 yrs.)
RUNWAYS
12-30
Runway Design Code (RDC) Rwy 12: C-II/5000;
Rwy 30: C-II/VIS
Same as existing; Maintain
C-II/5000 Maintain
Length (ft) 6,901 Same as existing
Width (ft) 100 Same as existing
Pavement Strength (lbs.) as
reported on Form 5010-1
75,000 S, 100,000 D,
300,000 DT
Verify per PCN report; strengthen where
needed1 Maintain
Lighting MIRL Replace with
LED Maintain
Markings Non-precision Re-mark as
Non-precision Maintain
3-21
Runway Design Code (RDC) B-I/5000 Same as existing; (B-II ultimate)
Length (ft) 3,8922 Same as existing; potentially lengthen to 5,500’ beyond 20-
year planning horizon (ultimate)
Width (ft) 75 Same as existing; Maintain
Pavement Strength (lbs.) as
reported on Form 5010-1
75,000 S, 100,000 D
150,000 DT
Verify per PCN report; strengthen where
needed1 Maintain
Lighting MIRL Replace with
LED Maintain
Markings Basic Re-mark as
Non-precision Maintain
TAXIWAYS
Taxiway A, E, & H
Taxiway Design Group (TDG) TDG 33 Maintain existing3
Width (ft) 50 Maintain existing
Lighting MITL Replace with LED Maintain
Markings Existing Re-mark Maintain
Taxiway B
Taxiway Design Group (TDG) TDG 23 Maintain existing3
Width (ft) Varies (35’-50’) Maintain existing
Lighting MITL Replace with LED Maintain
Markings Existing Re-mark Maintain
Taxiway C
Taxiway Design Group (TDG) N/A Reconstruct to TDG-13 Maintain
Width (ft) 40 Reconstruct to 25 Maintain
Lighting None Install MITL
(LED) Maintain
Markings Existing Re-mark Maintain
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Airport Master Plan – Marana Regional Airport 4-22
Table 4-11 Facility Requirements Summary - Continued
NAVIGATIONAL AND WEATHER AIDS
AWOS-3 Yes Maintain existing
Rotating Beacon Yes Replace Maintain
NDB Yes Maintain
existing Decommission N/A
Approaches Rwy 3-21: GPS
Rwy 12: GPS & NDB
Add RNAV/GPS
Runway 30 Maintain (GPS only)
VISUAL AIDS
REIL 12-30: Yes4
3-21: No
Install on
Runway 3-21 Maintain
PAPI 12-30: 4-light
3-21: 2-light Replace Maintain
Wind cone/segmented circle Yes Maintain Replace
TERMINAL
General Aviation (sf) 9,500 17,000 21,000 25,000
HANGARS (sf)5
Conventional (total approx. sf) 52,000 80,000 90,000 100,000
T-hangars/shade (total approx. sf) 317,000 Maintain existing 10,000
APRONS5
Total Aircraft Parking Area
(approx. sy) 158,000 Maintain
existing
Depending on demand, construct
additional parking apron
VEHICLE PARKING
Total (spaces/appox. sy) 40/2,500 183-195/
6,500-7,000 207/7,500 219/8,000
FUEL FACILITY
Jet A (gal) 12,500 Same as existing 12,500 (East Apron)
AvGAS (100LL) (gal) 12,500 Same as existing 10,000 (East Apron)
Total (gal) 25,000 Same as existing 22,500 (East Apron)
Self-fueling/Credit card reader Yes; AvGas Only Maintain existing
FENCING
Perimeter Yes Repair/Install Maintain
Access Controls Yes Maintain existing Replace
Abbreviations: S = Single-wheel landing gear, D = Dual-wheel landing gear, DT = Dual-tandem landing gear, NDB = Non-directional beacon,
N/A=not applicable
Note. 1 This also applies to certain taxiways and aprons mentioned in this Chapter; the Airport should also verify and strengthen where needed. 2This
is the physical total runway length; does not account for the 494-foot displacement at the Runway 3 end. 3According to the existing design aircraft
for the Airport, the taxiways should conform to the standards of TDG 1; the Airport is advised to maintain the existing pavement as is, however it
should be noted that the FAA may require that any future reconstruction of taxiways should be designed and built to TDG 1 (or whichever TDG
corresponds to the existing design aircraft). 4 New LED model REILs were installed on both ends of Runway 12-30 in 2016; these should last for the
remainder of the 20-year planning period. 5Hangar and apron development will depend on actual demand.
Source: Armstrong Consultants, Inc., 2016
Airport Master Plan – Marana Regional Airport
Chapter Five
Development Alternatives
Airport Master Plan – Marana Regional Airport 5-1
Chapter 5 – Development Alternatives
5.1 Introduction
A combination of effective airside and landside planning is essential to the successful development of the
Airport. Airside components for the most part include areas of the airfield where aircraft takeoff or land, taxi,
and park. Landside components generally consist of a system of buildings, fueling facilities, roadways, and
vehicle parking areas. This chapter contains the description and evaluation of various development alternatives
for the Marana Regional Airport. The basis for the airside and landside alternatives were derived from the
recommendations contained in the Facility Requirements chapter.
According to FAA AC 150/5070-6B, Airport Master Plans, each identified alternative’s technical feasibility,
economic and fiscal soundness, and aeronautical utility should be examined. Ultimately, development
alternatives will only be considered that meet the Town’s planning needs and those that the FAA or Town will
be realistically able to implement.
5.2 Development Concepts
The overall objective of the alternatives analysis is to 1) review the facility requirements that have been
determined necessary to meet FAA design standards, and to safely and efficiently accommodate aviation
demand over the planning period and 2) evaluate the best way to implement the facility requirements as
presented in Chapter 4.
Furthermore, the following best planning tenets, as recommended in FAA AC 150/5070-6B, Airport Master
Plans, apply to the evaluation of the development alternatives:
Conforms to best practices for safety and security;
Conforms to the intent of FAA and other appropriate design standards;
Provides for the “highest and best” land use on and off airport;
Allows for forecast growth throughout the planning period;
Provides for growth beyond the planning horizon;
Provides balance between developmental elements;
Provides flexibility to adjust to unforeseen changes;
Conforms to the airport owner’s strategic vision;
Conforms to relevant local, regional, and state transportation plans;
Is technically and financially feasible;
Is socially and politically feasible; and
Satisfies user’s needs.
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Airport Master Plan – Marana Regional Airport 5-2
A range of airside and landside alternatives are typically created and evaluated in both a quantitative and
qualitative manner for implementing the different facility requirements. In other instances, where less robust
development is anticipated, the selection of a preferred development plan can result from a more logical
evaluation of the various options resulting from discussions with the sponsor, Technical Advisory Committee
(TAC), Public Advisory Committee (PAC), and input from the public. After evaluating the demonstrated needs
in a qualitative manner, the future development needs and recommendations are presented herein for
implementing the facility requirements described in Chapter 4.
An alternative for the Town of Marana involving both the airside and landside portions of the Airport is a
scenario where no improvements, alterations, or enhancements are made to the airfield at all, i.e. the airport
remains in its current state with the existing airfield configuration and existing facilities. This would be
considered a no-action alternative for development at the airport. However, over the last decade, the FAA,
ADOT, and the Town have made a significant investment in the airport infrastructure. To preserve the
infrastructure and to ensure that additional federal funding is granted, it is in the best interest of the Town to
maintain the Airport and make any necessary improvements. Thus, the option of a no-action alternative was
not explored or described in any of the major future proposed development alternatives.
5.3 Airside Development
Airside development is typically the most critical and physically dominant feature of airport development and
therefore a focal point of an airport’s planning process. This section discusses the airside development
alternatives and addresses the needs of the existing and future aviation demand identified in Chapter 4, Facility
Requirements.
Alternative Considerations – Airside Development:
Extension of Runway 3-21 by 1,608 feet
Additional taxiway pavement on the east and west sides of Runway 3-21
Rehabilitation and strengthening of Runway 12-30 and 3-21 pavement
Rehabilitation and strengthening of all taxiway and apron pavements
Removal of portion of itinerant parking apron which falls within the runway visibility zone (RVZ);
identify areas to replace removed apron and open tie-downs
Reconfigure helicopter parking apron to allow for parking of large corporate jets (short-term)
Identify location for additional conventional box hangars and shade structure with taxiway access
Upgrade all airfield lighting fixtures and lighted signage, including the rotating beacon and PAPIs, to
light-emitting diode (LED) fixtures
5.3.1 Runway Development
5.3.1-1 Runway 12-30
As previously identified in Table 4-4, Runway 12-30 is currently 6,901 feet long and provides
adequate runway length to satisfy 75 percent of large aircraft (greater than 12,500 pounds, but less
than 60,000 pounds) at 60 percent useful load. Furthermore, according to FAA estimates, aircraft
weighing 60,000 pounds or more need approximately 5,730 feet for takeoff operations, although they
Chapter Five Development Alternatives
Airport Master Plan – Marana Regional Airport 5-3
would be somewhat constrained from taking off at MTOW during the hottest months of the year.
In conclusion, the existing runway length is adequate for the planning period.
Correction of existing non-standard RSA and ROFA for Runway 30
As previously mentioned in Section 2.14.5 and 2.14.6, the RSA and ROFA must remain clear of
objects, except for frangible NAVAIDS or aircraft during ground maneuvering, according to FAA
design standards. Likewise, it was noted that both the RSA and ROFA for Runway 30 currently do
not meet these standards due to portions of Avra Valley Road, the dirt public access road to the east
parking apron, the dirt on-airport perimeter road, and the perimeter fence being located within both
of these safety areas. In order to bring Runway 30 into compliance with RSA and ROFA design
standards, it is recommended that the runway threshold be displaced 700 feet. As a result of this
displacement, in accordance with FAA guidance, this will result in declared distances for Runway 12-
30.
According to AC 150/5300-13A, declared distances represent the maximum distances available to
meet the safety requirements of the runway design standards. These distances are calculated for each
individual operational direction of the runway based off of previously determined design standards
and safety surfaces established for the runway. The declared distances that are published are Takeoff
Run Available (TORA), Takeoff Distance Available (TODA), Accelerate-Stop Distance Available
(ASDA), and Landing Distance Available (LDA). Takeoff Run Available, or TORA, is the distance
to accelerate from brake release to lift-off, plus safety factors. Takeoff Distance Available, or TODA,
is the distance to accelerate from brake release past lift-off to start of takeoff climb, plus safety factors.
Accelerate-Stop Distance Available, or ASDA, is defined as the distance to accelerate from brake
release to V1 and then decelerate to a stop, plus safety factors. “V1” is a term determined by the
aircraft manufacturer and confirmed during certification as the speed at which a decision will have
been made to continue flight if an engine fails. Landing Distance Available, or LDA, is the distance
from the threshold to complete the approach, touchdown, and decelerate to a stop, plus safety
factors. The recommended declared distances for Runway 12-30 are shown in the ALP drawing set,
which can be found in Chapter 6.
As a result of the declared distances, a small percentage of aircraft weighting more than 60,000
pounds may be restricted from landing on Runways 12 and 30 due to high density altitude caused by
hot temperatures during the summer months. The hotter temperatures decrease aircraft performance
and subsequently increase landing length. The larger aircraft would be restricted from landing on
Runway 12 and 30 at maximum landing weights during the warmest hours of the day, in the hottest
months of the year. These aircraft may still land on Runway 12 and 30 during the hottest hours, only
when operated at less than maximum landing weights that would permit adequate landing distance
in accordance with the declared distances. Furthermore, with the addition of the 700-foot
displacement of Runway 30’s threshold in order to meet RSA and ROFA design standards, and the
resulting declared distances, it should be noted that the amount of runway available for takeoff on
Runway 12 will be reduced. Again, please refer to the declared distances table on the ALP found in
Chapter 6.
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Airport Master Plan – Marana Regional Airport 5-4
5.3.1-2 Runway 3-21
Currently Runway 3-21 is 3,892 feet long, and the Runway 3 threshold is displaced 494 feet as
mentioned in Section 4.4.1. With the displaced runway threshold, only 3,398 feet of runway is
available for landing on Runway 3. A small portion of perimeter fence penetrates the existing ROFA
at the Runway 3 end. Likewise, per the FAA, it was determined that the 40:1 departure surface for
Runway 21 must clear Avra Valley Road by the required 15-foot clearance. Finally, it was determined
to satisfy 75 percent of large aircraft (greater than 12,500 pounds, but less than 60,000 pounds) at 60
percent useful load, the runway would need to be 5,500 feet long as recommended in Table 4-5.
Runway 3 displacement
A review of the Runway 3 displacement reveals that the displacement should be 330 feet, as opposed
to the existing 494 feet, to accommodate Category A and B aircraft. A displacement of 330 feet is
based on Threshold Siting Surface (TSS) criteria for runways expected to support instrument night
operations, serving approach Category A and B aircraft only and takes into consideration the
recommended 15-foot clearance over Avra Valley Road. It is recommended that the threshold be
moved to the 330-foot location in the short-term planning period in order to continue
accommodating Category A and B aircraft with the correct displacement. Should the runway be
upgraded to accommodate B-II aircraft as suggested in earlier chapters beyond the 20-year planning
period, the location of the displacement will not be affected. The TSS criteria for clearance over Avra
Valley Road will remain the controlling obstacle.
Correction of existing non-standard ROFA for Runway 3-21
The existing perimeter fencing penetrates the south-east corner of Runway 3-21’s ROFA by 50 feet
under B-I design standards. In order to mitigate this penetration, the ROFA for Runway 3-21 should
be shifted 50 feet north. Because the ROFA is an imaginary surface, accounting for this required
safety area must be done with declared distances. This will allow the physical end of the runway to
remain in its current location, but also maintain the required 240-foot length standard needed for the
ROFA. Likewise, if and when the runway is upgraded to meet B-II design standards, the increase in
the ROFA length and width will require an additional 50-foot shift in order to clear the fencing. This
ultimately equates to adjusting the various declared distances for the runway by 160 feet. The
recommended declared distances for Runway 3-21 are shown in the ALP drawing set, which can be
found in Chapter 6.
Runway 21 Departure Surface and Corresponding TORA/TODA Declared Distances
It is recommended that the 40:1 departure surface for Runway 21 clear Avra Valley Road by 15 feet.
As such, in order to clear Avra Valley Road while departing from Runway 21, declared distances are
utilized, specifically the TORA and TODA. The TORA and TODA have been adjusted 450 feet for
both the future and ultimate Runway 21 configuration. The declared distances for Runway 3-21 are
shown in the ALP drawing set; additional penetrations within the 40:1 departure surface are shown
on the Runway 3 inner approach surface drawing, which can also be found within the ALP drawing
set in Chapter 6.
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Runway 3-21 extension
An increase in corporate jet traffic at some point in the future may result in Runway 3-21’s use by
these aircraft. To accommodate small-to-medium sized corporate jet aircraft, it is recommended that
an overall runway length of 5,500 feet be provided. For planning purposes, the Airport Layout Plan
(ALP) depicts an extension to an overall runway length of 5,500 feet. With the planned runway
extension, the majority of B-II aircraft would be capable of landing on Runway 3 unconstrained.
Consequently, extending the runway may have several impacts. For example, the need to acquire
approximately 40 acres of land to accommodate the runway, parallel taxiways, and the runway
protection zone would be needed. The land needed for the extension is vacant land owned by the
Town of Marana and State of Arizona. The relocation of businesses and or residents would not be
required. There is also an existing irrigation canal that would need to be either relocated around the
runway extension, or more likely, be piped and left in its current alignment beneath the new airfield
pavement. The terrain in the area also appears relatively flat making construction straightforward.
Consideration to extend the Runway 3 end is not recommended. It is not practical to extend the
Runway 3 end given the location of Avra Valley Road. Relocating or terminating the road is not
feasible and would be cost prohibitive given the abundance of land available on the Runway 21 end.
Therefore, it is recommended the Runway 21 end be extended as shown on Exhibit 3.
On September 27, 2012, the FAA published Interim Guidance on Land Uses Within a Runway Protection
Zone. The interim policy only addresses the introduction of new or modified land uses to an RPZ and
proposed changes to the RPZ size or location. The existing runway protection zone on the Runway
3 end crosses Avra Valley Road. The size and location of the Runway 3 RPZ is not recommended to
change, therefore the interim policy doesn’t apply to the Runway 3 RPZ. If it was desirable to remove
Avra Valley Road from the Runway 3 RPZ, then the Runway 3 threshold would need to be relocated
approximately 1,000 feet, and thereby in turn require that the Runway 21 be extended an additional
1,000 feet. Because the land use within the Runway 3 RPZ is compatible with the exception of Avra
Valley Road, it is recommended that the Runway 3 RPZ remain in its current location.
5.3.1-3 Other Runway and Airfield Recommendations
The existing runway width and wind coverage for Runway 12-30 and Runway 3-21 are both adequate
for the planning period. Regarding pavement strength and condition, Section 4.4.4 discussed the need
to consider rehabilitating and strengthening the pavement of Runway 12-30 to accommodate the
current operations by large aircraft. Furthermore, Section 4.4.4 also recommended rehabilitation in
the short-term of Runway 3-21; as of today, the pavement strength is adequate for the types of aircraft
utilizing Runway 3-21. However, should the runway ever be extended to accommodate large aircraft
(over 12,500 pounds, but less than 60,000 pounds) as is proposed, the runway pavement strength
would need to be increased as well.
It is also recommended to relocate the segmented circle and primary wind cone to a location outside
of Runway 12-30’s ROFA. A new potential location is shown on the ALP. Likewise, segments of the
airfield perimeter service road should be re-aligned out of the existing RSA for all runways as needed.
Re-alignment of the perimeter service road is also shown on the ALP.
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Finally, as noted in Section 2.16.3, the published instrument approach procedure (IAP) for Runway
3 includes procedures for Category C aircraft; it has been determined that Runway 3 is physically
constrained by the TSS and other FAA design standards. Therefore, it is recommended that the IAPs
for Runway 3 be revised to reflect procedures for Category A and B aircraft only.
5.3.2 Taxiway Development
Section 4.4.5 recommends that the TDG for new pavement meet the design standards for TDG 1A
and 1B, and separation standards for Airplane Design Group (ADG) II. As such, new taxiway
pavement should be constructed to a width of 25 feet. The proposed development plan recommends
a new partial-parallel taxiway be constructed on the west side of Runway 3-21 to provide access from
the existing west hangar apron to the Runway 21 threshold. In addition, it is recommended that a
partial-parallel taxiway be constructed on the east side of Runway 3-21 from the threshold of Runway
21 to Taxiway B3, ultimately making Taxiway B a full-parallel taxiway. This is illustrated on Exhibit 3.
The removal of two connector taxiways is recommended to comply with FAA guidance about runway
incursions. The recommended connectors slated for removal are shown on the proposed development
plan (Exhibit 3) and should be addressed in the short-term.
Taxiway C currently begins at the approximate mid-point of parallel Taxiway A and continues to
Runway 3-21, providing access to the existing specialized aviation related businesses off of Wright Way
and the west hangar apron. The proposed development plan recommends terminating Taxiway C
approximately 100 feet short of the west hangar apron. With the removal of this portion of pavement,
access to the infield will be established allowing additional aviation related development to take place
as shown on the proposed development plan (Exhibit 3). Access to the infield would be via a new
entrance road off of Wright Way.
5.3.3 Aircraft Apron
Based on the findings from Chapter 4, Facility Requirements, the Airport may need to add additional
apron parking at some point in the planning period (Table 4-6 estimates sometime in the 2025
timeframe). As such, this section presents an improved allocation of apron use at the Airport, which
improves aircraft flow and parking availability. Various apron configurations were developed with the
best locations in mind to park the different types of aircraft using the Airport, i.e., fixed-wing, rotor,
single-engine aircraft, and corporate jets. The Town of Marana should monitor the utilization of the
apron and make adjustments in the apron size as needed throughout the planning period. Likewise, as
presented in Chapter 2, portions of the existing apron are in fair to poor condition and will require
either rehabilitation or reconstruction and strengthening in the planning period.
As previously mentioned, a portion of the existing itinerant parking apron is within the Runway
Visibility Zone (RVZ). The apron is approximately 34,000 square yards and provides parking primarily
for itinerant traffic. Based on current FAA guidance, the RVZ must be clear of all obstacles, both
permanent and temporary (such as parked aircraft). An analysis was conducted to determine if the line-
of-sight was clear within the RVZ; it was revealed that approximately 12,000 square yards of the apron
do not comply with the line-of-sight guidelines. Thus, that portion of the apron that violates the line-
of-sight requirement must be removed. In an effort to replace this portion of apron that must be
removed, the preferred alternative recommends constructing approximately the same number of
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Airport Master Plan – Marana Regional Airport 5-7
square yards of apron to the east of the existing T-hangars on the itinerant parking apron and to the
west of the existing helicopter parking apron as shown on Exhibit 4. This is the preferred alternative
because it is the only option which replaces the same amount of apron that will be lost due to the
removal of the apron within the RVZ. As discussed further in Section 5.4.7 later in this chapter, the
proposed air traffic control tower as shown on Exhibit 5 limits the option to replace the removed
RVZ apron parking due to the presence of the proposed tower, parking lot, and access road. Therefore,
the only viable option is the preferred alternative shown on Exhibit 4.
5.3.4 Airfield Lighting and Signage
The Airport recently (late 2016) replaced all airfield signage, semi-flush taxiway lights, and the Runway
12-30 Runway End Identifier Lights (REILs) on both ends. All of the new lighting and signs are lit
with LED fixtures.
As mentioned in Section 4.4.8, Taxiway C should have MITL installed to improve visibility during
nighttime operations. It is also recommended that the existing rotating beacon be replaced with a more
energy efficient fixture. Likewise, the aerial lighting located above the existing shade structure should
also be replaced with a more energy efficient fixture. Additionally, any new pavement shown on the
proposed development plan should also include the installation of LED lighting and signage. Finally,
it is also recommended that all PAPIs should be replaced with LED models.
5.3.5 Miscellaneous Airfield Development Projects
The proposed development plan also depicts the preferred location for the following recommended
airfield improvements (with the exception of the pavement markings) as shown on Exhibit 3:
Refresh runway and taxiway pavement markings;
Re-mark correct location of Runway 3 displaced threshold, and add displaced runway
threshold markings to end of Runway 30;
Removal of hangar (building No. 6) for CFR Part 77 transitional surface obstruction violation;
Removal of hangar (building No. 20) to increase utilization of apron area for larger aircraft
parking in the short-term planning period;
Identify future land acquisitions and easements (RPZs and state land parcels); and
Identify areas for retention basins according to 2007 Master Drainage Plan study.
5.4 Landside Development
Landside development is an important aspect of a well-functioning airport. This section discusses the landside
development alternatives and addresses the needs of the existing and future aviation demand identified in
Chapter 4, Facility Requirements.
Alternative Considerations – Landside Development
Identify areas for specific aeronautical function, e.g. general aviation, corporate, and maintenance and
specialty operations;
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Propose new corporate terminal site and related east apron development for corporate aviation
operations;
Addition of fuel facility to east apron complex;
Identify locations for aeronautical and non-aeronautical related revenue generating parcels;
Identify locations for a future air traffic control tower (ATCT);
Identify locations for an airport-owned maintenance and equipment building and an aircraft rescue
and fire fighting (ARFF) building; and
Identify areas for expansion and/or addition of vehicle parking areas.
5.4.1 Proposed Development Strategy
The development strategy for the Airport is focused on grouping similar operations, businesses, and
functions together to improve aircraft movements and parking, thereby enhancing the overall safety
and efficiency of the Airport. Once the strategy is fully implemented, the level of customer service
should also improve, primarily to the corporate aircraft using the Airport. To achieve this development
strategy, the Airport will be grouped into three sectors:
Corporate Development Complex
General Aviation Complex
Specialty Aviation Services Complex
Corporate Development Complex
To reduce the congestion of mixing corporate aircraft and smaller general aviation aircraft, the
development strategy is to move all corporate aircraft to the southeast side of the Airport where the
existing east apron is located. This area on the Airport is more conducive to accommodating the
corporate aircraft due to its proximity to Runway 12-30 and the large amount of space provided by the
east apron. Additionally, the long-term strategy includes development of a passenger terminal and
aviation related services targeted to the corporate aircraft clientele.
General Aviation Complex
The long-term objective is to consolidate all general aviation parking, services, and storage to the south
side of the Airport. This would include the continued use of the itinerant parking apron, terminal
apron, south hangar apron, east hangar apron, west hangar apron, and conversion of the existing
helicopter apron to general aviation parking. Currently, corporate aircraft are required to circulate and
maneuver among the general aviation aircraft on the south side of the Airport making parking and
servicing of the corporate aircraft challenging.
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Specialty Aviation Services Complex
There are several businesses on the Airport that provide specialized aviation related services such as
aircraft restoration and repair. Two of these specialized businesses are currently located on the west
side of the Airport located along Wright Way. The proposed development plan recommends that this
area of the Airport continue to be further developed for businesses that provide specialized aviation
related services.
Summary
The boundaries of the three aviation related sectors on the Airport are represented on Exhibit 6.
Although the sectors are not actual boundaries, they are meant to illustrate areas on the Airport that
best target development to meet the unique needs of the aviation community over the course of the
planning period.
5.4.2 Terminal Building
Terminal buildings often provide visitors with a first impression of an airport. As discussed in Chapter
2, the existing terminal/FBO building is located off Avra Valley Road. The terminal building is in good
condition and should meet the needs for general aviation customers for the planning period. Therefore,
no expansion is recommended for the existing terminal/FBO building.
However, as stated above, the development strategy for the Airport is focused on grouping similar
aviation operations, businesses, and functions into defined sectors on the airfield. The terminal building
is a key component of an airport and should be located closest to the customers its serves. For that
reason, it is recommended that a second corporate terminal building be constructed adjacent to the
east apron. The new corporate terminal, along with additional development, is shown on Exhibits 7
and 8. Exhibit 7 was created during this master plan process after several discussions with airport
management and several site visits; this layout provides for efficient use of the land while also taking
into consideration the panoramic scenery of the area. Exhibit 8 illustrates a rendering of the proposed
development when the airport first began exploring the idea of relocating corporate operations to the
east apron; this layout is similar, however does not maximize the potential of some of the existing land
parcels. Therefore, the layout as shown on Exhibit 7 is the preferred alternative.
The new corporate terminal building should be designed with at least a 20-year lifespan with minimal
renovation and upgrades needed. Attention should be given in the design phase to ensure the building’s
functionality throughout the entire planning period is met. A new corporate terminal building will also
allow the opportunity to incorporate numerous sustainable features such as a high-energy efficient
heating and cooling system, solar hot water, LED lighting, drought tolerant landscaping, and the use
of low VOC and recycled materials in the construction of the building. The proposed terminal should
include the following at a minimum:
Common area/lobby
Airport Administration offices
Meeting rooms
Outdoor public space
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Restrooms
Pilot lounge
Flight planning room
Storage
5.4.3 Hangar Development
Hangar development is an important aspect at nearly every airport, including GA airports. When
properly utilized, hangars are often a good source of revenue for the airport sponsor. The demand for
additional hangars will be based on the Town’s ability to attract and retain new tenants. To that end,
the proposed development plan (Exhibit 3) shows where an additional shade structure, T-hangars,
conventional box hangars, and corporate hangars could be constructed on the airfield if demand
warranted. Furthermore, the preferred layout for additional hangars within each of the three
development sectors are also illustrated.
The preferred alternative location of a shade structure and additional T-hangars within the general
aviation complex is shown on Exhibit 4. The location of each structure was chosen due to the
proximity to the other existing T-hangars and the ease in which aircraft would be able to taxi to/from
the apron and taxiways from these locations. The preferred alternative location of corporate hangars
within the corporate development complex is shown on Exhibit 7. The location of these hangars best
utilizes the amount of space on the east apron for large corporate aircraft that may be taxiing and
parking in this area. Finally, the preferred alternative location of an additional T-hangar and
conventional box hangars within the specialty aviation services complex is shown on Exhibit 9. This
layout illustrates hangar options both with and without additional land; this option gives potential
tenants ease of access to both runways, and for those with a specialty aviation business, the option to
own a larger parcel of land with taxiway access. This preferred layout optimizes a developable portion
of aeronautical revenue generating on-airport land, whilst also remaining clear of the RVZ.
5.4.4 Airport Support and Maintenance Equipment Building/ARFF Building
The support and maintenance equipment building serves an important function for most airports. The
need to protect existing equipment, as well as future equipment, is crucial to the upkeep of the airfield
and other areas of the airport. Currently, the Town does not own a storage building at the Airport for
this purpose; a private building is currently leased by the Town in order to accommodate the Airport’s
support and maintenance equipment. It is recommended that a new 3,000 to 5,000 square-foot support
and maintenance building be constructed. In addition, although the airport does not currently require
the presence of an aircraft rescue and fire fighting (ARFF) facility and crew, it is an optional feature
that some GA airports choose to have in order to enhance the airport’s ability to respond to
emergencies. Given the existing and continued use of the airport by large corporate aircraft, airport
management and the PAC and TAC committees would like to see an ARFF facility constructed at the
Airport at some point in the future. Should the ARFF facility ever be built, it is recommended that the
Town verify the existence and functionality of the additional underground fire protection waterline
that is believed to run from the pump house across Taxiway A and Runway 12-30 to the northeast side
of the airport; if this additional waterline does exist and is functional, this would potentially save the
Airport from having to add to the waterline where the existing waterline at the northwest end of the
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airport is located; completing this loop to the northeast side was previously mentioned in the previous
master plan.
The preferred alternative for the location of both buildings is shown on Exhibit 4, and is the only
option which seemed to make the most logical sense for the airport. This location is centrally located
on the airfield within the general aviation complex. It will have quick access to the apron and the airport
perimeter road. Furthermore, it will also have access to Avra Valley Road via a proposed paved access
road, which will ease the process of getting large equipment onto and off of the airport with very little
interference to the aircraft operations area. This is also crucial for emergency vehicles in order to reach
hospitals in the fastest manner possible.
5.4.5 Fuel Facility
The existing fuel facility and fuel truck parking area located west of the terminal building and restaurant
are recommended to remain in the same location for the planning period. The location of the facility
adequately serves the needs of the general aviation community.
On the other hand, with development of the corporate development complex, the need for additional
fueling capabilities will be needed. It is not practical for fuel trucks to travel from the existing fuel
facility to the east parking apron on a routine basis because of the need to cross the active runway
(Runway 30). It is recommended that the east parking apron provide both Jet A and AvGas, although
because of the expected use of the apron, it is likely that the need for Jet A will be considerably higher
than AvGas. The location of the fuel facility on the preferred alternative, as shown on Exhibit 7, is
ideal because it is located in a more secure and remote area which will not take away from the aesthetics
of the new terminal area. Furthermore, the preferred location does not hinder the potential
development of the desirable land adjacent to the taxiway.
5.4.6 Expansion of Vehicle Parking Areas
Additional vehicle parking is recommended for the planning period. Three areas on the Airport have
been identified to address the demand. These include:
Expansion of the existing vehicle parking area to the east of the existing vehicle parking area
in front of the existing terminal building;
To provide vehicle parking for aircraft owners located in hangar facilities 10 through 13 a
vehicle parking area is planned with direct access from W. Avra Valley Road; and
Additional vehicle parking will be needed in the area of the corporate development complex
once development occurs.
The alternative drawings depict the recommended locations for the additional vehicle parking as
described above.
5.4.7 Air Traffic Control Tower
Marana Regional Airport does not have an air traffic control tower (ATCT). An ATCT is a staffed
facility that uses air/ground communications and other air traffic control systems to provide air traffic
services on and in the vicinity of an airport. The previous airport master plan for the Marana Regional
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Airport Master Plan – Marana Regional Airport 5-12
Airport explored the possibility of constructing an ATCT at the Airport. Subsequent to the airport
master plan, the Town of Marana underwent the preparation of a benefit-cost analysis and an
environmental assessment to identify the potential environmental impacts associated with constructing
an ATCT. The benefit-cost analysis concluded that full funding of an ATCT would be likely if air
traffic levels represented in the previous master plan were realized. The environmental assessment was
not finalized and a Federal finding was never issued.
During the PAC and TAC meetings held for the current master plan, considerable discussion took
place regarding the need for an ATCT at the Airport. Because of the history behind the desire for an
ATCT and recent discussions at the PAC and TAC meetings, it was agreed that the location for a
future ATCT should be considered as part of the planning process. Thus, two locations have been
identified within the proposed development plans for the location of an ATCT. The first location,
which is the preferred alternative, is illustrated on Exhibit 4. The second location illustrates the ATCT
as originally conceived within the draft environmental assessment completed in 2008 as shown on
Exhibit 5. As mentioned previously, a portion of the existing itinerant aircraft parking apron resides
in the RVZ and therefore needs to be removed. To make up for this loss of apron, a new apron has
been proposed east of the existing T-hangars as shown on Exhibit 4. Thus, the original location of
ATCT described within the 2008 EA (Exhibit 5) would not be feasible due to the need to construct
new apron to replenish the apron removed from the RVZ, which makes the location as shown in
Exhibit 4 the preferred alternative.
For the construction of an ATCT to take place, an updated benefit-cost analysis would need to be
prepared taking into consideration the forecasted air traffic contained in this master plan. The results
of the benefit-costs analysis will determine funding eligibility of an ATCT. It’s important to note that
a benefit-cost analysis is not part of the current master plan. Additionally, a new environmental
assessment will need to be prepared for the ATCT to be constructed.
5.4.8 Aeronautical/Non-Aeronautical Development
The two areas on the airport property that lend themselves best to economic development are located
within the specialty aviation services complex and the corporate development complex as shown on
Exhibit 6. The first area includes an abundance of state land north and east of the corporate
development complex that, if acquired, would allow for significant expansion of this area. The type of
development in this area could be a mix of aeronautical and non-aeronautical revenue generating
development. All development in this area must be compatible with the Airport, as defined by the
FAA, and will be a key element for growth. The second area is within the specialty aviation services
complex located off of Wright Way and the west side of the Airport. With the newly created access to
the infield between Taxiway C and Taxiway A, this area becomes available for aviation related
development provided that all development remains outside of the RVZ.
Any land that is proposed to be developed for non-aeronautical development that is located on airport
property adjacent to Wright Way will need to be approved for non-aeronautical use by the FAA. Again,
it is important that any redevelopment of the vacant land be compatible with the airport, as defined by
the FAA.
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5.4.9 Miscellaneous Landside Development Projects
The following landside improvements are also recommended, but may not necessarily be illustrated on
the alternative drawings:
Additional aerial lighting around the expanded vehicle parking areas;
Install airport entrance signage for the corporate development complex and the specialized
aviation business development complex;
Enhance security fencing and gate access as necessary around landside buildings; and
Improve recycling efforts and coordinate receptacle locations with tenants to reduce excessive
travel by haulers.
5.5 Environmental Impacts
The proposed development projects will likely cause limited short-term effects resulting from construction
activities. These short-term construction impacts would not persist beyond the construction period, and no
long-term impacts are expected as a result of the proposed development at the Airport. Furthermore, as
presented in Section 2.20.6, Floodplains, the Airport is located in a FEMA designated floodplain. New
structures and other planned development will need to consider the impacts of being located in a floodplain as
needed. The proposed projects are not expected to exceed the significant impact threshold for the impact
resource categories defined by FAA Order 5050.4B, National Environmental Protection Act (NEPA) Implementing
Instructions for Airport Projects and FAA Order 1050.1F, Environmental Impacts: Policies and Procedures. The resource
impact categories and potential environmental impacts are evaluated in Chapter 7, Environmental Overview.
5.6 Development Costs
The planning costs for the proposed development presented in this Chapter will be discussed in more detail in
Chapter 8, Airport Development and Financial Plan. Development costs discussed in this Chapter are for
planning purposes only, are based on 2016 dollars, and reflect level of magnitude costs. The costs in Table 5-
1 are derived from the consultant’s knowledge of contactors, construction material suppliers, and work
performed at comparable facilities. The costs presented are not intended to be the full range of costs associated
with each project. Additional costs such as operating and maintenance are not included. The objective of
quantifying construction costs is to aid the Town in the decision-making process. A recommended development
phasing plan, along with refined probable costs, will be presented in Chapter 8.
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Table 5-1 Estimated Development Costs Summary
Development Feature Project Description Estimated Cost
(2016 Dollars)
Fencing Install airfield perimeter fencing, gates, and appurtenances $420,000
Shade Structure Construct new shade structure $300,000
Building Demolition Demolish building $100,000
Land Acquisition Acquire approximately 175 acres of land (fee simple and
avigation easements) $437,500
Runway 21 Extension Extend Runway 21 including edge lighting and signage $1,292,000
Runway 3-21 Parallel Taxiway (west
side)
Construct parallel taxiway (west side) including edge lighting and
signage $1,084,000
Runway 3-21 Parallel Taxiway (east
side)
Construct parallel taxiway (east side) including edge lighting and
signage $484,000
Aircraft Apron Construct approximately 44,500 SY of new aircraft parking apron;
install edge lighting and signage $2,700,000
Fuel Storage Facility Construct new fuel storage facility adjacent to east apron $500,000
Visual and Navigational Aids Install four (4) LED PAPIs, relocate segmented circle, and install
new LED rotating beacon $110,000
Hangar Development Construct aircraft storage hangars (average SF costs) $10,080,000
Terminal Building Construct new airport terminal building adjacent to east apron
(average SF cost) $20,000,000
Vehicle Access Road and Parking Construct new access roads and vehicle parking areas $841,500
Airport Maintenance Building Construct new airport maintenance building $1,200,000
Airport ARFF Building Construct new airport rescue and firefighting building $1,200,000
Pavement Removal Removal of airfield pavement (apron or taxiway) $64,000
Taxiway C edge lighting Install taxiway edge lighting and signage $140,000
Note. Fencing is based on an average cost of $20 per linear foot; hangar construction cost is approximately $80 per square foot, and hangar
development will depend on actual demand; terminal buildings are not typically paid for with FAA or State grants.
Source: Armstrong Consultants, Inc., 2016
5.7 Alternative Development Summary
Development alternatives presented in this Chapter addressed both airside and landside needs for the planning
period, as well as several miscellaneous needs. Airside alternatives include additional partial-parallel taxiways to
Runway 3-21, removal of apron within the RVZ, apron expansion to improve aircraft maneuvering, and
development of the east apron area (designated as the corporate development complex) to provide better
services to corporate aircraft users. Landside alternatives include proposed hangar development locations (as
demand warrants), a new corporate terminal building, a new ARFF and maintenance support and equipment
buildings, a location for an ATCT, additional vehicle parking areas, and proposed areas for aeronautical and
non-aeronautical revenue generating development.
The recommended development alternatives have been incorporated into the Airport Layout Plan (ALP) based
on input that was gathered from the Sponsor (Town of Marana), FAA, ADOT, the Technical Advisory
Committee (TAC), and the Public Advisory Committee (PAC) during the course of this airport master plan
update.
RPZ(F)TOFA(E)(F)OFZ(E)(F)XXXX
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XX XXX XXX XX X X XXXRVZ(E)(F)ROFA(E)(F)ROFA(E)(F)ROFA(E)(F)RW 12 ENDLAT. N 32° 25' 03.613"LONG. W 111° 13' 34.355"ELEV. 2010.6LOW POINT (E)(F)RSA(E)(F)RSA(E)(F)RSA(E)(F)ROFA(E)(F)ROFA(E)(F)ROFA(E)(F)RSA(E)(F)RPZ(E)(F)
ROFA(E)(F)SACS AVQBLAT. N 32° 24' 58.559"LONG. W 111° 13' 32.967"ELEV. 2009.3TOFA(E)(F)TOFA(E)(F)TSA(E)(F)TSA(E)(F)TSA(E)(F)TSA(E)(F)ROFA(E)(F)RVZ(E)(F)RSA(U)
RSA(U)RVZ(U
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OFZ(U)
RSA(U)
RSA(U)
R
V
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(
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(
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TOFA(E)(F)PACS FAA E 14 ALAT. N 32° 24' 30.657"LONG. W 111° 12' 58.374"ELEV. 2024.5pppXXRPZ(U)
RPZ(U)RPZ(E)RPZ(E)(F)RPZ(U)BRL(E) 35' STRUCTURERSA(E)(F)
RSA(E)(F)RSA(E)(F)RSA(E)(F)RSA(E)(F)ROFA(E)(F)
OFZ(E)(F)
OFZ(E)(F)
TSA(U)
TSA(U)RSA(E)(F)XXXXX
X
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X
XXXXXXROFA(U)
ROFA(U)
RPZ(F)(U)RW 3 END (E)(F)(U)LAT. N 32° 24' 12.379"LONG. W 111° 13' 22.371"ELEV. 2019.0RW 3-21 LOW POINTRWY 3 DISPLACED THRESHOLD (F)(U)LAT. N 32° 24' 14.667"LONG. W 111° 13' 19.625"ELEV. 2019.0RPZ(U)RPZ(F)(U)RW 30 END (E)(F)LAT. N 32° 24' 14.933"LONG. W 111° 12' 37.918"ELEV. 2031.4RWY 21 END (E)(F)LAT. N 32° 24' 39.379"LONG. W 111° 12' 50.012"ELEV. 2024.59RWY 21 END (U)LAT. N 32° 24' 50.543"LONG. W 111° 12' 36.632"ELEV. 2023.4BRL(E) 35' STRUCTURETOFA(E)(F)RW 30 DISPLACED THRESHOLD (F)LAT. N 32° 24' 19.870"LONG. W 111° 12' 43.641"ELEV. 2030.2RWY 3 DISPLACED THRESHOLD (E)LAT. N 32° 24' 15.810"LONG. W 111° 13' 18.261"ELEV. 2019.3BRL(E)(F) 35' STRUCTUREXXXXXXXXXXXXXXXXX
XXXXXXXXXXXXXXXXXXXXXXRPZ(F)RPZ(F)SACS FAA E14 BLAT. N 32° 24' 14.985"LONG. W 111° 12' 40.054"ELEV. 2028.8OFZ(E)(F)ROFA(E)(F)BRL(E)(F)(U) 35' STRUCTURE
BRL(E)(F)(U) 35' STRUCTURE
RPZ(F)(U)RPZ(E)RVZ(E)RVZ(E)RPZ(F)
RPZ(F)
ROFA(F)
ROFA(F)
BRL(F)RVZ(F
)RVZ(F)ROFA(F)
ROFA(E)RSA(E)
ROFA(F)
ROFA(E)ROFA(E)ROFA(E)RSA(E)RSA(E)W
A
V
R
A
V
A
L
L
E
Y
R
D
SCALE: DRAWN: CHK'D: FILE:JOB NO.:DATE: PLANNING ENGINEERING CONSTRUCTIONwww.armstrongconsultants.comNEW MEXICO: 505.508.2192ARIZONA: 602.803.7079COLORADO: 970.242.0101PIMA COUNTY, ARIZONA156259PROPOSED DEVELOPMENT PLANGMRJRWPER BAR SCALE625960401/2017MARANA REGIONAL AIRPORTN SANDARIO RDVEHICLE PARKING LOT2,500 SY VEHICLE PARKINGLOT2,000 SYFUTURE AIR TRAFFICCONTROL TOWERARFF BUILDING5000 SF PAVED ACCESSROADFUTURE SHADE HANGAR&APRON EXISTING GATE201918171615141312654321RUNWAY 3 - 21 3,892' X 75' (E)281110 VEHICLE PARKINGLOT2,080 SY29FUTURE GATEFUTURE T HANGAR &APRONFUTUREHELICOPTERPARKINGMAINTENANCEBUILDING 5000 SFJET PARKINGEXHIBIT 3AIRPORT PROPERTY LINE (E)LEGENDAIRPORT PROPERTY LINE (F)TO BE REMOVEDFUTURE DEVELOPMENTSCALE IN FEET0400400800MAGNETIC NORTH SOURCE:NOAA GEOPHYSICAL DATA CENTERMAGNETIC DECLINATION 10°6'0" EASTRATE OF CHANGE 0.09° WEST PER YEAROBTAINED: 01/21/16NGT
M
S
RA
ROCLSUONT
NATS 10°6'0"N 45°28'18" E TRUE
TW B (E)TW B1 (E)TW B2 (E)
RUNWAY 3 - 21 5,500' X 75' (F)2726252423222139JET PARKINGN 44°31'34" W TRUERUNWAY 12 - 30 6,901' X 100' (E)TW E (E)TW A1 (E)
TW A2 (E)
TW A3 (E)
TW A4 (E)
TW E2 (E)TW B3 (E)TW A(E)RPZ (E)500' X 1,010' X 1,700', 20:1CAT C AIRCRAFT: FEE SIMPLEPROPOSED EASEMENTRPZ (E)500' X 1,010' X 1,700', 34:1 CAT C AIRCRAFT: FEE SIMPLERPZ (E)500' X 700' X 1,000', 34:1CAT B AIRCRAFT: FEE SIMPLEPROPOSED EASEMENTRPZ (E)500' X 700' X 1,000', 34:1 CAT B AIRCRAFT: FEE SIMPLEPROPOSED EASEMENTRPZ (F)500' X 700' X 1,000', 34:1CAT B AIRCRAFT: FEE SIMPLEPROPOSED EASEMENT1 Ac.FUTURE TAXIWAY
& ULTIMATE APRON 2 Ac. EXISTING FENCE &GATE57.5 Ac.23.0 Ac.1 Ac.1 Ac.1 Ac.1 Ac.1 Ac. LARGECORPORATEHANGAR 45,000SF PROPOSEDPARKING LOT4,000 SYHANGAR /OFFICE 30,000 SFLANDSCAPINGAREA (TYP.) LARGECORPORATEHANGAR 45,000SFTERMINAL 15,000 SFTENANT / BUSINESS 20,000 SFVEHICLE PARKING LOT 1,230 SYFUEL TRUCK PARKINGPAVED DRIVE (ASPHALT)REMOVE100'TAXIWAYON-AIRPORT DEVELOPMENTPROPOSED RETENTIONBASIN & STORM PIPELAND TO BE ACQUIREDOFF-AIRPORT REVENUE3187FUTURE CONVENTIONALHANGARS &APRON±19.29 ac.±40.0 ac.±11.0 ac.±25.80 ac.±0.18 ac.±20.44 ac.±43.30 ac.±10.67 ac.
OFZ(E)(F)OFZ(E)(F)OFZ(E)(F)OFZ(E)(F)OFZ(E)(F)OFZ(E)(F)OFZ(E)(F)TSA(E)(F)TSA(E)(F)XXXXXXXXXXXXXXXXXXXXXXXXXXX X XXXXXXXXXXXXXXXXXXXXXXXXX XXXX XXRSA(E)(F)RSA(E)(F)RSA(E)(F)RSA(E)(F)ROFA(E)(F)ROFA(E)(F)ROFA(E)(F)ROFA(E)(F)
R
O
F
A
(
E
)
(
F
)
ROFA(U)TOFA(E)TOFA(E)TOFA(E)TOFA(E)(F)TOFA(E)(F)TOFA(E)(F)TSA(E)(F)TSA(E)(F)TSA(E)(F)TSA(E)(F)TSA(E)(F)TSA(E)(F)TOFA(E)TOFA(E)TSA(F)TSA(E)(F)TSA(E)(F)TSA(E)(F)T
S
A
(
E
)
(
F
)TSA(E)(F)TSA(E)(F)TSA(E)(F)TSA(E)(F)TSA(E)(F)TSA(E)(F)T
S
A
(
E
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S
A
(U
)RSA(U)RSA(U)RSA(U)RSA(U)RSA(U)RSA(U)RVZ(U)XXXSDSDSDSDSDRVZ(E)(F)(U)TSA(F)BRL(E) 35' STRUCTUREBRL(E) 35' STRUCTURE
RVZ(E)(F)(U)RVZ(E)(F)(U)RVZ(E)(F)(U)RVZ(E)(F)(U)RVZ(E)(F)(U)TOFA(E)(F)TOFA(E)(F)TOFA(E)(F)TOFA(E)(F)BRL(E) 35' STRUCTUREBRL(E) 35' STRUCTUREBRL(E) 35' STRUCTURERSA(E)(F)RSA(E)(F)RSA(E)(F)RSA(E)(F)RSA(E)(F)RSA(E)(F)RSA(E)(F)RSA(E)(F)RSA(E)(F)RSA(E)(F)RSA(E)(F)R
S
A
(
E
)
(
F
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F
Z
(
E
)
(
F
)OFZ(E)(F)OFZ(E)(F)OFZ(E)(F)OFZ(E)(F)T
S
A
(
F
)TSA(F)RSA(E)(F)RSA(E)(F)ROFA(U)ROFA(U)ROFA(U)R
O
F
A
(
U
)ROFA(U)ROFA(U)ROFA(U)ROFA(U)ROFA(U)ROFA(U)ROFA(U)RPZ(E)RPZ(E)RPZ(F)(U)OFZ(E)(F)OFZ(E)(F)BRL(E)(F)(U) 35' STRUCTURE BRL(E)(F)(U) 35' STRUCTUREBRL(E)(F)(U) 35' STRUCTURE BRL(E)(F)(U) 35' STRUCTURE BRL(E)(F)(U) 35' STRUCTUREBRL(E)(F)(U) 35' STRUCTURERPZ(F)(U)BRL(E) 35' STRUCTURE
B
R
L
(
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)
3
5
'
S
T
R
U
C
T
U
R
E
RVZ(E)RVZ(F)W AVRA VALLEY RDSCALE: DRAWN: CHK'D: FILE:JOB NO.:DATE: PLANNING ENGINEERING CONSTRUCTIONwww.armstrongconsultants.comNEW MEXICO: 505.508.2192ARIZONA: 602.803.7079COLORADO: 970.242.0101PIMA COUNTY, ARIZONA156259LANDSIDE / TERMINAL ALT. 1GMRJRWPER BAR SCALE625960401/2017MARANA REGIONAL AIRPORTN SANDARIO RD VEHICLE PARKING LOT2,500 SY VEHICLE PARKING LOT2,000 SYFUTURE AIRTRAFFIC CONTROLTOWERARFF BUILDING5000 SF PAVED ACCESS ROADFUTURE SHADEHANGAR &APRON EXISTING GATE201918171615141312654321RUNWAY 3 - 21 3,892' X 75' (E)TW B (E)TW B2 (E)281110 VEHICLE PARKING LOT2,080 SY29FUTURE GATEFUTURE T HANGAR&APRONFUTUREHELICOPTERPARKINGMAINTENANCEBUILDING 5000 SFEXHIBIT 4AIRPORT PROPERTY LINE (E)LEGENDAIRPORT PROPERTY LINE (F)TO BE REMOVEDFUTURE DEVELOPMENTSCALE IN FEET0100100200MAGNETIC NORTH SOURCE:NOAA GEOPHYSICAL DATA CENTERMAGNETIC DECLINATION 10°6'0" EASTRATE OF CHANGE 0.09° WEST PER YEAROBTAINED: 01/21/16NGTMSRAROCLSUONTNAT
S
10°6'0"FUTUREHELICOPTERPARKING
TOFA(E)(F)OFZ(E)(F)OFZ(E)(F)OFZ(E)(F)OFZ(E)(F)OFZ(E)(F)OFZ(E)(F)TSA(E)(F)TSA(E)(F)XXXXXXXXXXXXXXXXXXXXXXXXXXXX X XXXXXXXXXXXXXXXXXXXXXXXXX XXXX XXRSA(E)(F)RSA(E)(F)RSA(E)(F)RSA(E)(F)ROFA(E)(F)ROFA(E)(F)ROFA(E)(F)ROFA(E)(F)TOFA(E)(F)TOFA(E)(F)TOFA(E)(F)TOFA(E)(F)TSA(E)(F)TSA(E)(F)TSA(E)(F)TSA(E)(F)TSA(E)(F)TSA(E)(F)TSA(E)(F)TSA(F)TSA(E)(F)TSA(E)(F)TSA(E)(F)TSA(E)(F)TSA(E)(F)T
S
A
(
E
)
(
F
)TSA(E)(F)TSA(E)(F)TSA(E)(F)TSA(E)(F)T
S
A
(
E
)
(
F
)TSA(E)(F)ROFA(E)(F)ROFA(E)(F)ROFA(E)(F)ROFA(E)(F)ROFA(E)(F)ROFA(E)(F)RVZ(E)(F)RSA(U)RSA(U)RSA(U)RSA(U)RSA(U)RSA(U)RSA(U)RSA(U)RSA(U)RSA(U)RSA(U)RVZ(U)XXXSDSDSDSDSDSDSDRVZ(E)(F)(U)TSA(F)BRL(E) 35' STRUCTUREBRL(E) 35' STRUCTURERVZ(E)(F)(U)RVZ(E)(F)(U)RVZ(E)(F)(U)RVZ(E)(F)(U)RVZ(E)(F)(U)TOFA(E)(F)TOFA(E)(F)TOFA(E)(F)TO
F
A
(
E
)
(
F
)
RSA(E)(F)RSA(E)(F)RSA(E)(F)RSA(E)(F)R
S
A
(
E
)
(
F
)
RSA(E)(F)RSA(E)(F)RSA(E)(F)RSA(E)(F)R
S
A
(
E
)
(
F
)
ROFA(E)(F)ROFA(E)(F)ROFA(E)(F)ROFA(E)(F)R
O
F
A
(
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(
F
)
RO
F
A
(
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(
F
)
OFZ(E)(F)OFZ(E)(F)OFZ(E)(F)OFZ(E)(F)OFZ(E)(F)OFZ(E)(F)O
F
Z
(
E
)
(
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)TSA(F)TSA(F)RSA(E)(F)RSA(E)(F)ROFA(U)ROFA(U)ROFA(U)ROFA(U)ROFA(U)R
O
F
A
(
U
)ROFA(U)ROFA(U)ROFA(U)ROFA(U)OFZ(E)(F)OFZ(E)(F)BRL(E)(F)(U) 35' STRUCTURE BRL(E)(F)(U) 35' STRUCTUREBRL(E)(F)(U) 35' STRUCTURE BRL(E)(F)(U) 35' STRUCTURE BRL(E)(F)(U) 35' STRUCTURE
B
R
L
(
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(
F
)
(
U
)
3
5
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S
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U
C
T
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W AVRA VALLEY RDSCALE: DRAWN: CHK'D: FILE:JOB NO.:DATE: PLANNING ENGINEERING CONSTRUCTIONwww.armstrongconsultants.comNEW MEXICO: 505.508.2192ARIZONA: 602.803.7079COLORADO: 970.242.0101PIMA COUNTY, ARIZONA156259LANDSIDE / TERMINAL ALT. 2GMRJRWPER BAR SCALE625960501/2017MARANA REGIONAL AIRPORTN SANDARIO RD VEHICLE PARKING LOT2,500 SY VEHICLE PARKING LOT500 SY PAVED ACCESS ROAD292019181716151413121110654321RUNWAY 3 - 21 3,892' X 75' (E)TW B2 (E)TW A (E)TW B2 (E)RUNWAY 3 - 21 5,600' X 75' (F) VEHICLE PARKING LOT850 SYFUTURE AIRTRAFFIC CONTROLTOWERFUTURE LAND ACQUISITIONAIRPORT PROPERTY LINE (E)LEGENDAIRPORT PROPERTY LINE (F)TO BE REMOVEDFUTURE DEVELOPMENT VEHICLE PARKING LOT2,080 SYFUTURE GATEFUTURE T HANGAR&APRONFUTUREHELICOPTERPARKINGARFFBUILDING5000 SFMAINTENANCEBUILDING 5000 SFFUTURE APRONPAVEMENTCONCRETESIDEWALKFUTURE SHADEHANGAR &APRONEXHIBIT 5SCALE IN FEET0100100200MAGNETIC NORTH SOURCE:NOAA GEOPHYSICAL DATA CENTERMAGNETIC DECLINATION 10°6'0" EASTRATE OF CHANGE 0.09° WEST PER YEAROBTAINED: 01/21/16NGTMSRAROCLSUONTNAT
S
10°6'0"FUTUREHELICOPTERPARKING
X
XX
X
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XXXXXXXXXXXXXXXXXXXXX X X XXXX XXXXX XX
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X
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V
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XXXXRPZ(U)XXXXXXXXXXXXXXXXXRPZ(E)AIRPORT PROPERTY LINE (E)LEGENDAIRPORT PROPERTY LINE (F)TO BE REMOVEDFUTURE DEVELOPMENTCORPORATE DEVELOPMENT COMPLEXGENERAL AVIATION COMPLEXSPECIALTY AVIATION SERVICES COMPLEXCORPORATE DEVELOPMENT COMPLEXGENERAL AVIATION COMPLEXSPECIALTY AVIATION SERVICES COMPLEXSCALE: DRAWN: CHK'D: FILE:JOB NO.:DATE: PLANNING ENGINEERING CONSTRUCTIONwww.armstrongconsultants.comNEW MEXICO: 505.508.2192ARIZONA: 602.803.7079COLORADO: 970.242.0101PIMA COUNTY, ARIZONA156259 DEVELOPMENT COMPLEXESGMRJRWPER BAR SCALE625960301/2017MARANA REGIONAL AIRPORTSCALE IN FEET05005001000MAGNETIC NORTH SOURCE:NOAA GEOPHYSICAL DATA CENTERMAGNETIC DECLINATION 10°6'0" EASTRATE OF CHANGE 0.09° WEST PER YEAROBTAINED: 01/21/16NGT
M
S
RA
ROCLSUONT
NATS 10°6'0"EXHIBIT 6W
A
V
R
A
V
A
L
L
E
Y
R
DN SANDARIO RDWRIGHT WAYEAST APRON ACCESSN SANDERS RD
TOFA(E)(F)TOFA(E)(F)TOFA(E)(F)TOFA(E)(F)RSA(E)(F)RSA(E)(F)RSA(U)RSA(U)RSA(E)(F)RSA(E)(F)RSA(U)RSA(U)XXXXXXXXXXXXXXXXXXXXXRPZ(E)(F)RPZ(E)(F)RPZ(E)(F)RPZ(E)(F)RPZ(E)(F)RPZ(E)(F)RPZ(E)(F)RPZ(E)(F)TSA(E)(F)TSA(E)(F)TSA(E)(F)TSA(E)(F)TSA(E)(F)TSA(E)(F)TSA(E)(F)TSA(E)(F)TSA(E)(F)RVZ(E)(F)RVZ(E)(F)RVZ(E)(F)RVZ(E)(F)BRL(U) 35' STRUCTURERVZ(U)RVZ(U)RVZ(U)RVZ(U)RVZ(U)OFZ(U)OFZ(U)RSA(U)RSA(U)RSA(U)RSA(U)
XX XX XXXXXXXXXX
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X
X
XXXXXXXXXX X XXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXOFZ(E)(F)OFZ(E)(F)OFZ(E)(F)OFZ(E)(F)OFZ(E)(F)OFZ(E)(F)OFZ(E)(F)ROFA(E)(F)ROFA(E)(F)ROFA(E)(F)ROFA(E)(F)ROFA(E)(F)ROFA(E)(F)ROFA(E)(F)RVZ(E)RVZ(E)RVZ(E)RVZ(E)ROFA(F)ROFA(F)BRL(F)BRL(F)RVZ(F)RVZ(F)RVZ(F)RVZ(F)RVZ(F)EXISTING TRENCH DRAINSCALE: DRAWN: CHK'D: FILE:JOB NO.:DATE: PLANNING ENGINEERING CONSTRUCTIONwww.armstrongconsultants.comNEW MEXICO: 505.508.2192ARIZONA: 602.803.7079COLORADO: 970.242.0101PIMA COUNTY, ARIZONA156259LANDSIDE / EAST APRON ALT. 1GMRJRWPER BAR SCALE625960401/2017MARANA REGIONAL AIRPORTTW B3 (E)RUNWAY 3 - 21 5,830' X 75' (F)RUNWAY 3 - 21 3,892' X 75' (E)TW B (E)TW E (E)1 Ac.1 Ac.1 Ac.1 Ac.1 Ac.1 Ac.EXISTING TRENCH DRAINTW E (E)FUTURETAXIWAY
2 Ac.VEHICLE PARKING LOT4,000 SY EXISTING FENCE& GATEPROPOSEDFENCE & GATE FUEL TANKS (2) &CONTAINMENTWALL FUELTRUCKPARKINGHANGAR / OFFICE30,000 SFTENANT / BUSINESS20,000 SFTERMINAL15,000 SFPROPOSEDGATEEAST APRON ACCESS ROADLARGE CORP.HANGAR45,000 SFHANGAR / OFFICE30,000 SFLARGE CORP.HANGAR45,000 SFVEHICLE PARKING LOT4,000 SYVEHICLE PARKING LOT1,230 SYSIDEWALKPAVED DRIVE(ASPHALT)FLAG POLELANDSCAPINGAREA(TYP.)RVZ(F)RVZ(E)FUTURE LAND ACQUISITIONAIRPORT PROPERTY LINE (E)LEGENDAIRPORT PROPERTY LINE (F)TO BE REMOVEDFUTURE DEVELOPMENTLANDSCAPINGAREA(TYP.)EXHIBIT 7SCALE IN FEET0100100200MAGNETIC NORTH SOURCE:NOAA GEOPHYSICAL DATA CENTERMAGNETIC DECLINATION 10°6'0" EASTRATE OF CHANGE 0.09° WEST PER YEAROBTAINED: 01/21/16NGTM
S
RA
ROCLSUONT
NAT S 10°6'0"
TOFA(E)(F)TOFA(E)(F)TOFA(E)(F)TOFA(E)(F)RSA(E)(F)RSA(E)(F)RSA(U)RSA(U)RSA(E)(F)RSA(E)(F)RSA(U)RSA(U)XXXXXXXXXXXXXXXXXXXXXRPZ(E)(F)RPZ(E)(F)RPZ(E)(F)RPZ(E)(F)RPZ(E)(F)RPZ(E)(F)RPZ(E)(F)RPZ(E)(F)TSA(E)(F)TSA(E)(F)TSA(E)(F)TSA(E)(F)TSA(E)(F)TSA(E)(F)TSA(E)(F)TSA(E)(F)TSA(E)(F)RVZ(E)(F)RVZ(E)(F)RVZ(E)(F)RVZ(E)(F)BRL(U) 35' STRUCTURERVZ(U)RVZ(U)RVZ(U)RVZ(U)RVZ(U)OFZ(U)OFZ(U)RSA(U)RSA(U)RSA(U)RSA(U)
XX XX XXXXXXXXXX
XXXXTSA(E)(F)TSA(E)(F)TSA(E)(F)TSA(U)TSA(U)RSA(E)(F)RSA(E)(F)RSA(E)(F)RSA(E)(F)RSA(E)(F)RSA(E)(F)RSA(E)(F)XXXXXXXXXXXXXXXXXXXXXXTOFA(E)(F)TOFA(E)(F)TOFA(E)(F)TOFA(E)(F)XXXXXXXXXXXXXXXXXXXXXXXXX
X
X
XXXXXXXXXX X XXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXOFZ(E)(F)OFZ(E)(F)OFZ(E)(F)OFZ(E)(F)OFZ(E)(F)OFZ(E)(F)OFZ(E)(F)ROFA(E)(F)ROFA(E)(F)ROFA(E)(F)ROFA(E)(F)ROFA(E)(F)ROFA(E)(F)ROFA(E)(F)XX XX XXXXXXXXXXXXXXXXXXXXXXXX
XXXXXXXXEXISTING TRENCH DRAINSCALE: DRAWN: CHK'D: FILE:JOB NO.:DATE: PLANNING ENGINEERING CONSTRUCTIONwww.armstrongconsultants.comNEW MEXICO: 505.508.2192ARIZONA: 602.803.7079COLORADO: 970.242.0101PIMA COUNTY, ARIZONA156259LANDSIDE / EAST APRON ALT. 2GMRJRWPER BAR SCALE625960501/2017MARANA REGIONAL AIRPORTTW B3 (E)RUNWAY 3 - 21 5,600' X 75' (F)RUNWAY 3 - 21 3,892' X 75' (E)TW B (E)TW E (E)FUTURETAXIWAY
2 Ac.1 Ac.1 Ac.1 Ac.1 Ac.1 Ac.1 Ac.VEHICLE PARKING LOT107 SY PAVED ACCESS ROAD EXISTING FENCE& GATEPROPOSEDFENCE & GATECONTAINMENTWALL FUELTRUCKPARKINGHANGAR / OFFICE45,000 SFTENANT / BUSINESS20,000 SFHANGAR12,500 SFHANGAR18,000 SFOFFICE13,500 SFTERMINAL15,000 SF CONCRETE SIDEWALK(TYP.)LANDSCAPINGAREA(TYP.)PROPOSEDGATEVEHICLE PARKING LOT5,300 SYEAST APRON ACCESS ROADVEHICLEPARKING LOT(UNPAVED)1,000 SY EXISTING FENCE& GATEVEHICLE PARKING LOT2,500 SYEXISTING ACCESSROAD(UNPAVED)RVZ(F)RVZ(E)FUTURE LAND ACQUISITIONAIRPORT PROPERTY LINE (E)LEGENDAIRPORT PROPERTY LINE (F)TO BE REMOVEDFUTURE DEVELOPMENTLANDSCAPINGAREA(TYP.) CONCRETE SIDEWALK(TYP.)PROPOSEDFENCE & GATEEXHIBIT 8SCALE IN FEET0100100200MAGNETIC NORTH SOURCE:NOAA GEOPHYSICAL DATA CENTERMAGNETIC DECLINATION 10°6'0" EASTRATE OF CHANGE 0.09° WEST PER YEAROBTAINED: 01/21/16NGT
M
S
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Airport Master Plan – Marana Regional Airport
Chapter Six
Airport Layout Plan Drawing Set
Airport Master Plan – Marana Regional Airport 6-1
Chapter 6 – Airport Layout Plan Drawing Set
6.1 Airport Layout Plan Drawing Set Contents
This chapter contains the ALP drawing set. There are nineteen drawings, or sheets, which make up the entire
set. The drawings within the set adhere to the guidelines set forth in the FAA’s Standard Operating Procedures
entitled FAA Review and Approval of Airport Layout Plans (ALPs) and FAA Review of Exhibit ‘A’ Airport Property
Inventory Maps (ARP SOP 2.00 and 3.00). After the cover sheet, the remaining sheets include the following:
Airport Layout Plan
Airport Data Sheet
Terminal Area Drawing – GA
Terminal Area Drawing - Corporate
14 CFR Part 77 Airspace Drawing
14 CFR Part 77 Profiles: RW 12-30
14 CFR Part 77 Profiles: RW 3-21
Runway 12 Inner Approach (E) (F)
Runway 30 Inner Approach (E)
Runway 30 Inner Approach (F)
Runway 3 Inner Approach (E)
Runway 21 Inner Approach (E) (F)
Runway 3 Inner Approach (F) (U)
Runway 21 Inner Approach (U)
On Airport Land Use Drawing
Off Airport Land Use Drawing
Airport Property Map
Aerial Photograph
6259501INDEX TO SHEETS(E = EXISTING, F = FUTURE, U = ULTIMATE)GRAND JUNCTION, CO: 970.242.0101DENVER, CO: 303.708.1747PHOENIX, AZ: 602.803.7079ALBUQUERQUE, NM: 505.508.2192www.armstrongconsultants.comNo. Project No. DateApprvd.THE PREPARATION OF THIS DOCUMENT MAY HAVE BEEN SUPPORTED, IN PART, THROUGH THE AIRPORT IMPROVEMENT PROGRAM FINANCIAL ASSISTANCE FROM THEFEDERAL AVIATION ADMINISTRATION AS PROVIDED UNDER TITLE 49 U.S.C., SECTION 47104. THE CONTENTS DO NOT NECESSARILY REFLECT THE OFFICIAL VIEWS OR POLICYOF THE FAA. ACCEPTANCE OF THIS REPORT BY THE FAA DOES NOT IN ANY WAY CONSTITUTE A COMMITMENT ON THE PART OF THE UNITED STATES TO PARTICIPATE IN ANYDEVELOPMENT DEPICTED THEREIN NOR DOES IT INDICATE THAT THE PROPOSED DEVELOPMENT IS ENVIRONMENTALLY ACCEPTABLE OR WOULD HAVE JUSTIFICATION INACCORDANCE WITH APPROPRIATE PUBLIC LAWS.Revision / DescriptionDrwn.FileChkd.MARANA REGIONAL AIRPORTMARANA, AZAIRPORT LAYOUT PLANPREPARED BY:ARMSTRONG CONSULTANTS, INC.A.C.I. PROJECT NO. 156259DATE: FEBRUARY 2017ADOT NO. E5S3N0ORIGINAL ISSUECOVER SHEET1AIRPORT LAYOUT PLAN 2AIRPORT DATA SHEET3TERMINAL AREA DRAWING-GA4TERMINAL AREA DRAWING-CORPORATE514 CFR PART 77 AIRSPACE DRAWING614 CFR PART 77 PROFILES: RW 12-30714 CFR PART 77 PROFILES: RW 3-218RUNWAY 12 INNER APPROACH (E)(F)9RUNWAY 30 INNER APPROACH (E)10RUNWAY 30 INNER APPROACH (F)11RUNWAY 3 INNER APPROACH (E)12RUNWAY 21 INNER APPROACH (E)(F)13RUNWAY 3 INNER APPROACH (F)(U)14RUNWAY 21 INNER APPROACH (U)15ON AIRPORT LAND USE DRAWING16OFF AIRPORT LAND USE DRAWING17AIRPORT PROPERTY MAP18AERIAL PHOTOGRAPH19DRAWINGSHEETPROJECTLOCATIONPIMACOUNTYMARANA REGIONAL AIRPORTLOCATION MAPVICINITY MAPNTSNTS6259501 GMR CRM JZP156259 02/2017
Sheet: of:No. Project No. DateApprvd.THE PREPARATION OF THIS DOCUMENT MAY HAVE BEEN SUPPORTED, IN PART, THROUGH THE AIRPORT IMPROVEMENT PROGRAMFINANCIAL ASSISTANCE FROM THE FEDERAL AVIATION ADMINISTRATION AS PROVIDED UNDER TITLE 49 U.S.C., SECTION 47104. THECONTENTS DO NOT NECESSARILY REFLECT THE OFFICIAL VIEWS OR POLICY OF THE FAA. ACCEPTANCE OF THIS REPORT BY THE FAADOES NOT IN ANY WAY CONSTITUTE A COMMITMENT ON THE PART OF THE UNITED STATES TO PARTICIPATE IN ANY DEVELOPMENTDEPICTED THEREIN NOR DOES IT INDICATE THAT THE PROPOSED DEVELOPMENT IS ENVIRONMENTALLY ACCEPTABLE OR WOULDHAVE JUSTIFICATION IN ACCORDANCE WITH APPROPRIATE PUBLIC LAWS.Revision / DescriptionDrwn.FileChkd.GRAND JUNCTION, CO: 970.242.0101DENVER, CO: 303.708.1747PHOENIX, AZ: 602.803.7079ALBUQUERQUE, NM: 505.508.2192www.armstrongconsultants.com 19ADOT No. E5S3N AIRPORT LAYOUT PLANMARANA REGIONAL AIRPORTMARANA, ARIZONA0 156295 02/2017 ORIGINAL ISSUEGMR CRMJZP123AIRPORTLAYOUTPLAN2MAGNETIC NORTH SOURCE:NOAA GEOPHYSICAL DATA CENTERMAGNETIC DECLINATION 10°2'24" EASTRATE OF CHANGE 0.09° WEST PER YEAROBTAINED: 09/13/16FAA APPROVALTOWN OF MARANA, AZDATESPONSOR APPROVALRPZ500' X 1,010' X 1,700'CAT C AIRCRAFT:UNCONTROLLED (E)FEE SIMPLE (F)N 45°28'18" E TRUERUNWAY 3 - 21 3,892' X 75' (E)(F)N 44°31'34" W TRUERUNWAY 12 - 30 6,901' X 100' (E)(F)495' BRL (E)(F) 35' STRUCTURERPZ (E)(F)500' X 1,010' X 1,700' CAT C AIRCRAFT:UNCONTROLLED (E)FEE SIMPLE (F)TW A (E)TW A1(E)(F)TW B (E)(F)TW A2 (E)TW A3 (E)TW A4 (E)TW E1 (E)(F)TW B3 (E)TW B5 (F)TW B1 (E)(F)(U)495' BRL (E)(F) 35' STRUCTURE495' BRL (E)(F) 35' STRUCTURE800' ROFA (E)(F)500' RSA (E)(F)400' OFZ (E)(F)400' ROFA (E)(F)AIRPORT PROPERTY LINE (E)N SANDARIO RDN SANDERS RDWRIGHT
WAYWRIGHT WAY500' AWOSCRITICAL AREA35343332313029282726252423222120191817161514131211109876543213637383936363638383840RPZ (E)(F)500' X 700' X 1,000'CAT B AIRCRAFT:UNCONTROLLED (E)FEE SIMPLE (F)TDZ / HIGH POINTRW 12 (E)ELEV. 2022.0TDZ / HIGH POINTRW 3 (E)(F) ELEV. 2025.279' TSA (E)(F)131' TOFA (E)79' TSA (E)(F)131' TOFA (E)(F)79' TSA (E)(F)131' TOFA (E)(F)80' TOFA (E)(F)49' TSA (E)(F)240' RW CL TO TW CL (E)(F)250' RW CL TO TW HOLD LINE (E)250' RW CL TO TW HOLD LINE (E)(F)125' RW CL TO TW HOLD LINE (E)(F)510' TW CL TO TW CL (E)TW A(E)37400' TAXILANE TO RUNWAY35' TW (E)25' TW (F)50' TW (E)25' TW (F)50' TW35' TWTW C(E)623' TAXILANETO RUNWAYTW E (E)ITINERANTPARKING APRON (E)34,000 S.Y.HELICOPTER PARKINGAPRON (E) 35,200 S.Y.3950' TW35' TW40' TWTERMINALAPRON (E)8,755 S.Y.EAST PARKING APRON (E)90,000 S.F.SOUTH HANGAR APRON (E)58,300 S.Y.EAST HANGARAPRON (E)25,800 S.Y.131' TOFA (E)(F)333' AIRCRAFTTIE-DOWNS (E)41IRRIGATIONCANALDIRT ROAD (E)AIRPORT PERIMETERROAD (DIRT) (E)(F)495' BRL (E)(F) 35' STRUCTURE79' TSA (E)BYPASSAPRON (E)6,600 S.Y.79' TOFA (E)49' TSA (E)WALTER'S HAY YARDW WONG WAYBKW PAINTBALLBKW FARMSTW E2 (E)(F)AVRA VALLEYRECHARGE PROJECTPAVED ACCESSROAD (E)(F)EAST APRONACCESS ROADDOUBLESWINGGATEGATE (E)(F)GATE (E)(F)GATE (E)(F)GATEGATE (E)(F)FENCE END (E)AIRPORTENTRANCE (E)(F)GATE(F)DIRT ROAD & PARALLELIRRIGATION CANALBKW FARMS09 100304382' TW TO TWEXISTINGDESCRIPTIONAIRFIELD DEVELOPMENT (ASPHALT)STRUCTURE/FACILITIES (BUILDING)GRAVEL / TURF / DIRTAIRPORT PROPERTY LINE (APL)RUNWAY SAFETY AREA (RSA)OBSTACLE FREE ZONE (OFZ)RUNWAY OBJECT FREE AREA (ROFA)RUNWAY PROTECTION ZONE (RPZ)BUILDING RESTRICTION LINE (BRL)TAXIWAY SAFETY AREA (TSA)TAXIWAY OBJECT FREE AREA (TOFA)RUNWAY VISIBILITY ZONE (RVZ)AIRPORT REFERENCE POINT (ARP)N/A PACS/SACS MONUMENTSTORMWATER DETENTION BASINIRRIGATION CANALEXISTINGDESCRIPTIONTHRESHOLD LIGHTSREILVASI/PAPIAIRPORT ROTATING BEACONNON DIRECTIONAL BEACONWIND CONE & SEGMENTED CIRCLEAWOSLIGHTED WIND CONEN/ASECTION CORNERN/ACONTOURSROADSMARKINGSFENCINGHELICOPTER PARKINGN/ATO BE REMOVEDPROPERTY LEASE BOUNDARYN/ANON-STANDARD CONDITIONXXX4125121112LEGENDRPZ(E)RPZ(F)TOFA(E)TSA(E)BRL(E)ROFA(E)OFZ(E)RSA(E)RPZ(E)TOFA(F)(U)TSA(F)(U)BRL(F)(U)ROFA(F)(U)OFZ(F)(U)RSA(F)(U)RPZ(F)(U)RVZ(E)RVZ(F)(U)ASPHALT CONCRETE1SCALE IN FEET0400 400800EXISTING 20' EASEMENTRELOCATED WIND CONE& SEGMENTED CIRCLE (F)RUNWAY 3 - 21 5,500' X 75' (U)10°2'24"REMOVE100'TAXIWAYOFF AIRPORT REVENUEGENERATING DEVELOPMENTON AIRPORT REVENUEGENERATING DEVELOPMENTDETENTIONBASIN (E)RETENTION BASIN (TYP.) (E)(F)408' RW CL TO TW CL (E)FENCE BETWEENBUILDINGS (F)GATE (E)(F)57.5 Ac.±19.29 ac.±40.0 ac.±11.0 ac.±25.80 ac.±0.18 ac.±20.44 ac.±43.30 ac.±10.67 ac.FUTURE TAXIWAY& ULTIMATE APRONTSS(E)TSS(E)23.0 Ac.240' TW CL TO RW CL (F)APPROACH SURFACE (E)(F)(U)500' x 3,500' x 10,000'SLOPE 34:1APPROACH SURFACE (E)500' x 1,500' x 5,000'SLOPE 20:1THRESHOLD SITING SURFACE (F)(U)400' x 3,800' x 10,000SLOPE 20:1THRESHOLD SITING SURFACE (E)400' x 3,800' x 10,000'SLOPE 20:1APPROACH SURFACE (F)500' x 3,500' x 10,000'SLOPE 34:1THRESHOLD SITINGSURFACE (E)400' x 1,000' x 1,500' x 8,500'SLOPE 20:1APPROACH SURFACE (E)(F)500' x 3,500' x 10,000'SLOPE 34:1THRESHOLD SITING SURFACE (E)(F)800' x 3,800' x 10,000SLOPE 20:1APPROACH SURFACE (E)(F)500' x 3,500' x 10,000'SLOPE 34:1ACCESS ROAD (F)VEHICLEPARKING (F)18,000 S.F.DOUBLESWINGGATE (E)WEST AVRA VALLEY ROADDETENTION BASIN /PUMPING STATION (E)PROPOSEDDETENTION BASIN PER2008 DRAINAGE STUDYGATE (F)GATE (E)SILOS (E)SILOS (E)MARANASHOOTINGCLUB FENCE (F)CAP CANALRE-ALIGNED ON-AIRPORTPERIMETER ROAD (DIRT) (F)500' ROFA (U)THRESHOLD SITINGSURFACE (F)800' x 3,800' x 10,000'SLOPE 20:1OFZ(U)OFZ(U)RPZ (E)(F)(U)500' X 700' X 1,000' CAT B AIRCRAFT:UNCONTROLLED (E)FEE SIMPLE (F)RPZ (U)500' X 700' X 1,000'CAT B AIRCRAFT: FEE SIMPLEPROPOSED EASEMENTAPPROACH SURFACE (U)500' x 3,500' x 10,000'SLOPE 34:1DEPARTURE SURFACE (E)(F)1,000' x 10,200' x 6,466' SLOPE 40:1THRESHOLD SITING SURFACE (E)(F)400' x 3,800' x 10,000'SLOPE 20:1THRESHOLD SITING SURFACE (U)400' x 3,800' x 10,000'SLOPE 20:175'RW 3-21 SHOULDER: 15' (E)DIRT ROAD AND PARALLELIRRIGATION CANALBKW FARMSTERMINAL BUILDING (F)RPZ (E)RPZ (F)WEST HANGAR APRON (F)24,444 S.Y.150' RSA(U)250' OFZ (E)(F)421234567891011121413151617181920120' RSA(E)(F)400' OFZ (U)2122232425262731302928323334353436363636366259502TW D (U)12363TW D6(U)TW B7(U)TWB6(U)TWD5(U)TW H (E)(F)TW D1 (U)TW C (E)(F)4HELICOPTER PARKINGAPRON (F) 947 S.Y.TW D4 (U)TW D3 (U)TW D2 (U)TW B2 (E) - B3 (F)TW B2 (F)TW B4 (F)
NON-STANDARD CONDITIONS TO BE CORRECTED (F)NO.DESCRIPTIONPROPOSED ACTION1 RUNWAY 3 END - FENCE IN ROFADISPLACE THRESHOLD2RUNWAY 30 END - ROAD & FENCE IN RSA & ROFADISPLACE THRESHOLD3 RVZ PENETRATIONREMOVE AIRCRAFT PARKING APRON4EXISTING WIND CONE & SEGMENTED CIRCLE INRUNWAY 12-30 ROFARE-LOCATE FUTURE WIND CONE &SEGMENTED CIRCLE OUTSIDE OF RUNWAY12-30 ROFASheet: of:No. Project No. DateApprvd.THE PREPARATION OF THIS DOCUMENT MAY HAVE BEEN SUPPORTED, IN PART, THROUGH THE AIRPORT IMPROVEMENT PROGRAMFINANCIAL ASSISTANCE FROM THE FEDERAL AVIATION ADMINISTRATION AS PROVIDED UNDER TITLE 49 U.S.C., SECTION 47104. THECONTENTS DO NOT NECESSARILY REFLECT THE OFFICIAL VIEWS OR POLICY OF THE FAA. ACCEPTANCE OF THIS REPORT BY THE FAADOES NOT IN ANY WAY CONSTITUTE A COMMITMENT ON THE PART OF THE UNITED STATES TO PARTICIPATE IN ANY DEVELOPMENTDEPICTED THEREIN NOR DOES IT INDICATE THAT THE PROPOSED DEVELOPMENT IS ENVIRONMENTALLY ACCEPTABLE OR WOULDHAVE JUSTIFICATION IN ACCORDANCE WITH APPROPRIATE PUBLIC LAWS.Revision / DescriptionDrwn.FileChkd.GRAND JUNCTION, CO: 970.242.0101DENVER, CO: 303.708.1747PHOENIX, AZ: 602.803.7079ALBUQUERQUE, NM: 505.508.2192www.armstrongconsultants.com 19ADOT No. E5S3N AIRPORT LAYOUT PLANMARANA REGIONAL AIRPORTMARANA, ARIZONA0 156295 02/2017 ORIGINAL ISSUEGMR CRMJZP123AIRPORTDATASHEET3MODIFICATION TO STANDARDS APPROVALSTANDARD TOBE MODIFIEDEXISTING PROPOSEDPROPOSEDACTIONAIRSPACECASE NO.APPROVALDATENONE------ALL WEATHER WIND ROSEWIND DATA SOURCE: TUCSON INTERNATIONAL AIRPORT; 2,643'MSL; TIME PERIOD: 2005-2014; 97,876 WIND OBSERVATIONSRUNWAY DATAITEMRW 12/30 - EXISTING (E) RW 12/30 - FUTURE (F) RW 3/21 - EXISTING (E) RW 3/21 - FUTURE (F) RW 3/21 - ULTIMATE (U)RUNWAY IDENTIFICATION12301230321321321RUNWAY DESIGN CODE (RDC)C-II/5,000C-II/VISC-II/5,000C-II/5,000B-I/5,000B-I/5,000B-II/5,000APPROACH REFERENCE CODE (APRC)B-III/5,000 ; D-II/5,000 B-III/VIS ; D-II/VIS B-III/5,000 ; D-II/5,000 B-III/5,000 ; D-II/5,000 B-I/5,000B-I/5,000B-I/5,000B-I/5,000B-II/5,000B-II/5,000DEPARTURE REFERENCE CODE (DPRC)B-III ; D-IIB-III ; D-IIB-III ; D-IIB-III ; D-IIB-IB-IB-IB-IB-IIB-IISURFACE MATERIAL,PAVEMENTSTRENGTH &MATERIAL TYPESURFACE MATERIALASPHALTASPHALTASPHALTASPHALTASPHALTSTRENGTH BY WHEEL LOADING (LBS)75,000 SWG; 100,000 DWG; 300,000 DTWG 75,000 SWG; 100,000 DWG; 300,000 DTWG 75,000 SWG; 100,000 DWG; 150,000 DTWG 75,000 SWG; 100,000 DWG; 150,000 DTWG 75,000 SWG; 100,000 DWG; 150,000 DTWGPCN (FOR BEARING STRENGTH OF12,500 LBS OR GREATER)2/F/C/YTTBD3/F/C/Y/TTBDTBDSURFACE TREATMENTNONENONENONENONENONERUNWAY GRADIENTEFFECTIVE (%)0.300.300.140.140.12MAXIMUM (%)0.300.300.180.180.17LINE OF SIGHT MET (Y OR N)N 1YN 1YYPERCENT WINDCOVERAGEA-I / B-I - 10.5 KTS94.6194.6192.2592.2592.25A-II / B-II - 13 KTS96.9396.9395.6195.6195.61A/B-II, C-I through C-III-16 KTS98.8898.8898.6798.6798.67RUNWAY DIMENSIONS (FT)6,901' x 100'6,901' x 100'3,892' x 75'3,892' x 75'5,500' x 75'RUNWAY SAFETYAREA (RSA)WIDTH (FT)500500120120150LENGTH BEYOND RUNWAY END (FT)1,000 21,0001,0001,000240240240240300300RUNWAYCOORDINATES(NAD 83)RUNWAY END LATITUDE N32°25'03.613"N32°24'14.933" N32°25'03.613" N32°24'14.933" N32°24'12.379" N32°24'39.379" N32°24'12.379" N32°24'39.379" N32°24'12.379" N32°24'50.553RUNWAY END LONGITUDE W111°13'34.355" W111°12'37.918" W111°13'34.355" W111°12'37.918" W111°13'22.371" W111°12'50.012" W111°13'22.371" W111°12'50.012" W111°13'22.371" W111°12'36.610DISPLACED THRESHOLD LAT. N/AN/AN/AN032°24'19.880" N32°24'15.820"N/AN32°24'14.677"N/AN32°24'14.677"N/ADISPLACED THRESHOLD LONG. N/AN/AN/AW111°12'43.619" W111°13'18.240"N/AN111°13'19.604"N/AN111°13'19.604"N/ARUNWAY ELEVATIONS(NAVD 88)RUNWAY END (FT)2,010.62,031.42,010.62,031.42,019.02,024.62,019.02,024.62,019.02,023.4DISPLACED THRESHOLD (FT)N/AN/AN/A2030.172,019.33N/A2,019.00N/A2,019.00N/ATOUCHDOWN ZONE (TDZ) (FT)2,022.02,031.52,022.02,031.52,025.22,025.92,025.22,025.92,025.22,025.9HIGH POINT (FT)2,031.52,031.52,025.92,025.92,025.9LOW POINT (FT)2,010.62,010.62,019.02,019.02,019.0RUNWAY LIGHTING TYPEMIRLMIRLMIRLMIRLMIRLRUNWAY PROTECTION ZONE (RPZ) (FT)500 X 1,010 X 1,700 500 X 1,010 X 1,700 500 X 1,010 X 1,700 500 X 1,010 X 1,700 500 X 700 X 1,000 500 X 700 X 1,000 500 X 700 X 1,000500 X 700 X 1,000 500 X 700 X 1,000 500 X 700 X 1,000RUNWAY MARKING TYPENON-PRECISION NON-PRECISION NON-PRECISION NON-PRECISIONBASICBASICNON-PRECISION NON-PRECISION NON-PRECISION NON-PRECISION14 CFR PART 77APPROACHSURFACESAPPROACH TYPE NON-PRECISION VISUAL NON-PRECISION NON-PRECISION NON-PRECISION NON-PRECISION NON-PRECISION NON-PRECISION NON-PRECISION NON-PRECISION VISIBILITY MINIMUMS (SM)≥ 1 MILEVIS≥ 1 MILE≥ 1 MILE≥ 1 MILE≥ 1 MILE≥ 1 MILE≥ 1 MILE≥ 1 MILE≥ 1 MILE500 X 3,500 X 10,000 500 X 1,500 X 5,000 500 X 3,500 X 10,000 500 X 3,500 X 10,000 500 X 3,500 X 10,000 500 X 3,500 X 10,000 500 X 3,500 X 10,000 500 X 3,500 X 10,000 500 X 3,500 X 10,000 500 X 3,500 X 10,000APPROACH SURFACE SLOPE 34:1 20:1 34:1 34:1 34:1 34:1 34:1 34:1 34:1 34:1TYPE OF AERONAUTICAL SURVEY REQUIRED FOR APPROACHN/A N/A N/A NVGS N/A N/A N/A N/A N/A N/ARUNWAY DEPARTURE SURFACE (YES OR N/A)YES N/A YES YES YES YES YES YES YES YESRUNWAY OBJECTFREE AREA (ROFA)WIDTH (FT)800800400400500LENGTH BEYOND RUNWAY END (FT)1,00021,0001,0001,0002402240240240300300OBSTACLE FREEZONE (OFZ)WIDTH (FT)400400250250400LENGTH BEYOND RUNWAY END (FT)200200200200200200200200200200THRESHOLD SITINGSURFACE (TSS)DIMENSIONS (FT)800 x 3,800 x 10,000400 x 1,000 x 1,500 x8,500800 x 3,800 x 10,000 800 x 3,800 x 10,000 400 x 3,800 x 10,000 400 x 3,800 x 10,000 400 x 3,800 x 10,000 400 x 3,800 x 10,000 400 x 3,800 x 10,000 400 x 3,800 x 10,000SLOPE 20:120:120:120:120:120:120:120:120:120:1PENETRATIONS YESYESYESYESYESYESYESYESYESYESVISUAL AND INSTRUMENT NAVAIDSREIL, PAPIREIL, PAPI, GPS PAPI, GPSPAPI, GPS REIL,PAPI, GPS REIL,PAPI, GPS REIL,PAPI, GPS REIL,PAPI, GPSAIRPORT DATAITEMEXISTING (E) FUTURE (F) ULTIMATE (U)AIRPORT REFERENCE CODE (ARC)C-II C-II C-IIMEAN MAX. TEMP OF HOTTEST MONTH (°F) (JULY)101.40101.40101.40AIRPORT ELEVATION (MSL, FT) (NAVD 88) *2,031.502,031.502,031.50AIRPORT NAVIGATIONAL AIDSBEACON, GPS, NDB BEACON, GPSBEACON, GPSAIRPORT REFERENCE POINT(ARP) COORDINATES (NAD 83)LATITUDE N32° 24' 34.44" N32° 24' 34.44" N32° 24' 35.818"LONGITUDE W111° 13' 06.16" W111° 13' 06.16" W111° 13' 03.172"MISCELLANEOUS FACILITIESAWOS-III, SEGMENTEDCIRCLE, WIND CONEAWOS-III, SEGMENTEDCIRCLE, WIND CONEAWOS-III, SEGMENTEDCIRCLE, WIND CONEARC AND CRITICAL AIRCRAFTARCC-IIC-IIC-IIAIRCRAFT CANADAIR CL-600 CANADAIR CL-600 CANADAIR CL-600WINGSPAN (FT)69.7069.7069.70UNDERCARRIAGE101010APPROACH SPEED (KTS)125 125 125AIRPORT MAGNETICVARIATIONVARIATION 10° 2' 24" E TBD TBDDATE 09/13/16 TBD TBDSOURCE NOAA TBD TBDNPIAS SERVICE LEVEL / ASSET CATEGORY RELIEVER / REGIONAL RELIEVER / REGIONAL RELIEVER / REGIONALSTATE EQUIVALENT SERVICERELIEVER RELIEVER RELIEVERCALMRUNWAY10.5 KNOTS13 MPH13 KNOTS16 MPH16 KNOTS20 MPH12-3094.61%96.93%98.88%3-2192.25%95.61%98.67%COMB.99.24%99.83%99.97%TAXIWAY AND TAXILANE DIMENSIONSTAXIWAYS AND TAXLANESEXISTING (ALL) FUTURE (ALL)TAXIWAY AND TAXILANE DESIGN GROUP (TDG)TDG2 / ADG-I TDG3 / ADG- II TDG 1A / ADG-I TDG 1B / ADG-IITAXIWAY AND TAXILANE DISIGNATION BA,C,E & H B,C & HA & ETAXIWAY AND TAXILANE WIDTH (FT)35 50 25 25TAXIWAY AND TAXILANE SAFETY AREA (FT)49 79 49 79TAXIWAY OBJECT FREE AREA (FT)89 131 89 131TAXILANE OBJECT FREE AREA (FT)79 115 79 115TAXIWAY SEPARATION (FT)70 105 70 105TAXILANE SEPERATION (FT)64 97 64 97TAXIWAY CENTERLINE TO FIXED OR MOVABLE OBJECT (FT)44.5 65.5 44.5 65.5TAXILANE CENTERLINE TO FIXED OR MOVABLE OBJECT (FT)39.5 57.5 39.5 57.5TAXIWAY AND TAXILANE LIGHTINGMITL (EXCEPT C)MITL1020NNE3040NE5060 ENE 70 80 90E100110ESE120130SE140150SSE160170180S190200SSW210220SW230240WSW250260270W280290WNW300310NW320330NNW340350360N2827222117161110KNOTS+++++.1.1.1.2.5.81.0.6.4.2.2.2.3.5.5.4.5.5.5.4.5.5.5.5.3.3.3.4.3.2.1+++++++++.1.2.3.2.1+++.1.1.1.1.1.1.1.1.1+++++++++++++++++++++.1+++++++++++++++++++++++++++++++++++RW 3RW 2116 KTS16 KTS10.5 KTS10.5 KTS13 KTS13 KTSRW 30RW 1216 KTS16 KTS10.5 KTS10.5 KTS13 KTS13 KTSWIND COVERAGE:DECLARED DISTANCESRUNWAYOPERATIONALDIRECTIONTORA TODA ASDA LDASTOPWAYPROVIDEDCLEARWAYPROVIDEDFAAAPPROVALDATEEXISTING126,901 6,901 6,901 6,901N/A N/A306,901 6,901 6,901 6,901N/AN/AFUTURE126,201 6,901 6,201 6,201N/AN/A306,901 6,901 6,901 6,201N/AN/AEXISTING33,892 3,892 3,892 3,398N/AN/A213,892 3,892 3,892 3,892N/AN/AFUTURE33,892 3,892 3,892 3,562N/AN/A213,062 3,062 3,842 3,842N/AN/AULTIMATE35,500 5,500 5,500 5,170N/AN/A214,670 4,670 5,340 5,340N/AN/A625950285.6%RUNWAYSEPARATIONDISTANCE(FT)RUNWAY C/L TO PARALLEL TAXIWAY C/L 300 300 300 300 225 225 225 225 240 240RUNWAY C/L TO HOLD POSITION 250 250 250 250 200 200 200 200 200 200RUNWAY C/L TO AIRCRAFT PARKING POSITION 400 400 400 400 200 200 200 200 250 250NOTE: 1. RVZ PENETRATED BY AIRCRAFT PARKING APRON.NOTE: 2. RSA = 495', ROFA = 300' RW 30 (FENCE PENETRATIONS). ROFA = 200' RW 3 (FENCE PENETRATIONS).
OFZ(E)(F))(F)OFZ(E)(F)TSA(E)(F)XXXXXXXXXXXXXXXXXXXXXXXXXX XXXXXXXXXXXXXXXX X
X
XXXXXXXXXRSA(E)(F)RSA(E)(F)RSA(EROFA(E)(F)ROFA(E)(F)TOFA(E)TOFA(E)TOFA(E)TOFA(E)(F)TOFA(E)(F)TOFA(E)(F)TSA(E)(F)TSA(E)(F)TSA(E)(F)TSA(E)(F)TSA(E)(F)TOFA(E)TOFA(E)TSA(F)TSA(E)(F)TSA(E)(F)TSA(E)(F)TSA(E)(F)TSA(E)(F)TSA(E)(F)TSA(E)(F)TSA(EROFA(E)(F)ROFA(E)(F)ROFA(E)(F)RSA(U)RSA(U)RSA(U)RSA(U)RSA(U)RSA(U)RSA(U)XXX((((())A(A(A(F)A((A()))FAFAA)()FA(A(A(OFOFEOFAFAATOTOA(TOOTOTATOTOAAATSTTTTTSA(F)TOFA(F)TOFA(F)RVZ(E)(F)(U)RVZ(E)(F)(U)RVZ(E)(F)(U)RVZ(E)(F)(U)TOFA(E)(F)TOFA(E)(F)TOFA(E)(F)BRL(E)BRL(E)BRL(RSA(E)(F)RSA(E)(F)RSA(E)(F)RSA(E)(F)RSA(E)(F)RSA(E)(F)RSA(E)(F)ROFA(E)(F)ROFA(E)(F)ROFA(E)(F)ROFA(E)(F)OFZ(E)(F)OFZ(E)(F)OFZ(E)(F)OFZ(E)(F)OFZ(E)(FROFA(U)ROFA(U)ROFA(U)ROFA(U)ROFA(UROFA(U)ROFA(U)BRL(E)(F)(U) 35' STRUCTUREBRL(E)(F)(U) 35' STRUCTUREBRL(E)(F)(U) 35' STRUCTUREBRL(E)(F)(U) 35' STRUCTUREBRL(E)(F)(U) 35' STRUCTUREU)UU)UU)UU)U)USheet: of:No. Project No. DateApprvd.THE PREPARATION OF THIS DOCUMENT MAY HAVE BEEN SUPPORTED, IN PART, THROUGH THE AIRPORT IMPROVEMENT PROGRAMFINANCIAL ASSISTANCE FROM THE FEDERAL AVIATION ADMINISTRATION AS PROVIDED UNDER TITLE 49 U.S.C., SECTION 47104. THECONTENTS DO NOT NECESSARILY REFLECT THE OFFICIAL VIEWS OR POLICY OF THE FAA. ACCEPTANCE OF THIS REPORT BY THE FAADOES NOT IN ANY WAY CONSTITUTE A COMMITMENT ON THE PART OF THE UNITED STATES TO PARTICIPATE IN ANY DEVELOPMENTDEPICTED THEREIN NOR DOES IT INDICATE THAT THE PROPOSED DEVELOPMENT IS ENVIRONMENTALLY ACCEPTABLE OR WOULDHAVE JUSTIFICATION IN ACCORDANCE WITH APPROPRIATE PUBLIC LAWS.Revision / DescriptionDrwn.FileChkd.GRAND JUNCTION, CO: 970.242.0101DENVER, CO: 303.708.1747PHOENIX, AZ: 602.803.7079ALBUQUERQUE, NM: 505.508.2192www.armstrongconsultants.com 19ADOT No. E5S3N AIRPORT LAYOUT PLANMARANA REGIONAL AIRPORTMARANA, ARIZONA0 156295 02/2017 ORIGINAL ISSUEGMR CRMJZP123TERMINALAREADRAWING-GA4SCALE IN FEET0100 100200MAGNETIC NORTH SOURCE:NOAA GEOPHYSICAL DATA CENTERMAGNETIC DECLINATION 10°2'24" EASTRATE OF CHANGE 0.09° WEST PER YEAROBTAINED: 09/13/16NGTMSRAROCLSUONTNATS10°2'24"W AVRA VALLEY RDACCESSGATE (F)AIRPORT PROPERTY LINE (E)8' CHAIN LINKFENCE (E)(F)RUNWAY 3 - 21 3,892' X 75' (E)(F)RUNWAY 3 - 21 5,500' X75' (U)TAXIWAY B (E)(F)79'79'39.5'39.5'39.5'39.5'39.5'39.5'79'25'39.5'39.5'39.5'100'100'100'25'39.5'39.5'79'35'REMOVE EXISTINGHANGAR (F)REMOVE EXISTINGHANGAR (F)79'TOFA (F)49'TSA (F)ACCESSGATE (E)FUEL SYSTEM (E)(F)FUEL TANKS (E)(F)2920191817161514131211109654321363840411234534363636TERMINALAPRON (E)8,755 S.Y.SOUTH HANGAR APRON (E)58,300 S.Y.EASTHANGARAPRON (E)25,800 S.Y.TERMINALAPRON (F)6,300 S.Y.EASTHANGARAPRON (F)17,000 S.Y.EASTHANGARAPRON (F)4,900 S.Y.526'241'474'369'350'126'MAIN AIRPORT ACCESS625950339.5'39.5'72'73'73'75'80'112'80'80'80'73'79'101'79'74'79'39EXISTINGDESCRIPTIONAIRFIELD DEVELOPMENT (ASPHALT)STRUCTURE/FACILITIES (BUILDING)GRAVEL / TURF / DIRTAIRPORT PROPERTY LINE (APL)RUNWAY SAFETY AREA (RSA)OBSTACLE FREE ZONE (OFZ)RUNWAY OBJECT FREE AREA (ROFA)RUNWAY PROTECTION ZONE (RPZ)BUILDING RESTRICTION LINE (BRL)TAXIWAY SAFETY AREA (TSA)TAXIWAY OBJECT FREE AREA (TOFA)RUNWAY VISIBILITY ZONE (RVZ)AIRPORT REFERENCE POINT (ARP)N/A PACS/SACS MONUMENTSTORMWATER DETENTION BASINIRRIGATION CANALEXISTINGDESCRIPTIONTHRESHOLD LIGHTSREILVASI/PAPIAIRPORT ROTATING BEACONNON DIRECTIONAL BEACONWIND CONE & SEGMENTED CIRCLEAWOSLIGHTED WIND CONEN/ASECTION CORNERN/ACONTOURSROADSMARKINGSFENCINGHELICOPTER PARKINGN/A TO BE REMOVEDPROPERTY LEASE BOUNDARYN/A NON-STANDARD CONDITIONXXX4125121112LEGENDRPZ(E)RPZ(F)TOFA(E)TSA(E)BRL(E)ROFA(E)OFZ(E)RSA(E)RPZ(E)TOFA(F)(U)TSA(F)(U)BRL(F)(U)ROFA(F)(U)OFZ(F)(U)RSA(F)(U)RPZ(F)(U)RVZ(E)RVZ(F)(U)ASPHALT CONCRETE1HELICOPTERAPRON (F)947 S.Y.
Sheet: of:No. Project No. DateApprvd.THE PREPARATION OF THIS DOCUMENT MAY HAVE BEEN SUPPORTED, IN PART, THROUGH THE AIRPORT IMPROVEMENT PROGRAMFINANCIAL ASSISTANCE FROM THE FEDERAL AVIATION ADMINISTRATION AS PROVIDED UNDER TITLE 49 U.S.C., SECTION 47104. THECONTENTS DO NOT NECESSARILY REFLECT THE OFFICIAL VIEWS OR POLICY OF THE FAA. ACCEPTANCE OF THIS REPORT BY THE FAADOES NOT IN ANY WAY CONSTITUTE A COMMITMENT ON THE PART OF THE UNITED STATES TO PARTICIPATE IN ANY DEVELOPMENTDEPICTED THEREIN NOR DOES IT INDICATE THAT THE PROPOSED DEVELOPMENT IS ENVIRONMENTALLY ACCEPTABLE OR WOULDHAVE JUSTIFICATION IN ACCORDANCE WITH APPROPRIATE PUBLIC LAWS.Revision / DescriptionDrwn.FileChkd.GRAND JUNCTION, CO: 970.242.0101DENVER, CO: 303.708.1747PHOENIX, AZ: 602.803.7079ALBUQUERQUE, NM: 505.508.2192www.armstrongconsultants.com 19ADOT No. E5S3N AIRPORT LAYOUT PLANMARANA REGIONAL AIRPORTMARANA, ARIZONA0 156295 02/2017 ORIGINAL ISSUEGMR CRMJZP123TERMINALAREADRAWING-CORPORATE5SCALE IN FEET0100 100200240' RW ℄ TO TW ℄ (E)(F)TW B (E)35'3878910111263636368' CHAIN LINKFENCE (E)(F)ACCESSGATE (E)TW E (E)(F)8' CHAIN LINKFENCE (E)FUEL TANKS (F)8' CHAIN LINKFENCE (F)ACCESSGATE (F)EAST APRON ACCESS ROADACCESSGATE (F)TW E2 (E)50'510' TW ℄ TO TW ℄ (E)(F)35'TSA (E)79'TOFA (E)DRAINAGECHANNEL (E)TWB3 (E)35'TW B3 (E)(F)100'(TYP.)115'TW E (E)50'79'TSA (E)(F)131'TOFA (E)(F)TW E1 (E)TW E1 (E)50'TW E2 (E)(F)TW B (E)(F)TW E1 (F)25'TW E (F)25'TW E2 (F)25'TW E2 (F)25'EAST APRON (E)1,400' X 558'90,000 S.Y.6259503115'RUNWAY 3 - 21 3,892' X 75' (E)(F)RUNWAY 3 - 21 5,500' X 75' (U)MAGNETIC NORTH SOURCE:NOAA GEOPHYSICAL DATA CENTERMAGNETIC DECLINATION 10°2'24" EASTRATE OF CHANGE 0.09° WEST PER YEAROBTAINED: 09/13/16NGTMSRAROCLSUONTNATS10°2'24"EXISTINGDESCRIPTIONAIRFIELD DEVELOPMENT (ASPHALT)STRUCTURE/FACILITIES (BUILDING)GRAVEL / TURF / DIRTAIRPORT PROPERTY LINE (APL)RUNWAY SAFETY AREA (RSA)OBSTACLE FREE ZONE (OFZ)RUNWAY OBJECT FREE AREA (ROFA)RUNWAY PROTECTION ZONE (RPZ)BUILDING RESTRICTION LINE (BRL)TAXIWAY SAFETY AREA (TSA)TAXIWAY OBJECT FREE AREA (TOFA)RUNWAY VISIBILITY ZONE (RVZ)AIRPORT REFERENCE POINT (ARP)N/A PACS/SACS MONUMENTSTORMWATER DETENTION BASINIRRIGATION CANALEXISTINGDESCRIPTIONTHRESHOLD LIGHTSREILVASI/PAPIAIRPORT ROTATING BEACONNON DIRECTIONAL BEACONWIND CONE & SEGMENTED CIRCLEAWOSLIGHTED WIND CONEN/ASECTION CORNERN/ACONTOURSROADSMARKINGSFENCINGHELICOPTER PARKINGN/ATO BE REMOVEDPROPERTY LEASE BOUNDARYN/ANON-STANDARD CONDITIONXXX4125121112LEGENDRPZ(E)RPZ(F)TOFA(E)TSA(E)BRL(E)ROFA(E)OFZ(E)RSA(E)RPZ(E)TOFA(F)(U)TSA(F)(U)BRL(F)(U)ROFA(F)(U)OFZ(F)(U)RSA(F)(U)RPZ(F)(U)RVZ(E)RVZ(F)(U)ASPHALT CONCRETE1
Sheet: of:No. Project No. DateApprvd.THE PREPARATION OF THIS DOCUMENT MAY HAVE BEEN SUPPORTED, IN PART, THROUGH THE AIRPORT IMPROVEMENT PROGRAMFINANCIAL ASSISTANCE FROM THE FEDERAL AVIATION ADMINISTRATION AS PROVIDED UNDER TITLE 49 U.S.C., SECTION 47104. THECONTENTS DO NOT NECESSARILY REFLECT THE OFFICIAL VIEWS OR POLICY OF THE FAA. ACCEPTANCE OF THIS REPORT BY THE FAADOES NOT IN ANY WAY CONSTITUTE A COMMITMENT ON THE PART OF THE UNITED STATES TO PARTICIPATE IN ANY DEVELOPMENTDEPICTED THEREIN NOR DOES IT INDICATE THAT THE PROPOSED DEVELOPMENT IS ENVIRONMENTALLY ACCEPTABLE OR WOULDHAVE JUSTIFICATION IN ACCORDANCE WITH APPROPRIATE PUBLIC LAWS.Revision / DescriptionDrwn.FileChkd.GRAND JUNCTION, CO: 970.242.0101DENVER, CO: 303.708.1747PHOENIX, AZ: 602.803.7079ALBUQUERQUE, NM: 505.508.2192www.armstrongconsultants.com 19ADOT No. E5S3N AIRPORT LAYOUT PLANMARANA REGIONAL AIRPORTMARANA, ARIZONA0 156295 02/2017 ORIGINAL ISSUEGMR CRMJZP1236SCALE IN FEET0400 400800A. REFER TO "INNER PORTION OF THE APPROACH SURFACE" DRAWINGS FOR DETAILS ON ANY CLOSE-INAPPROACH PENETRATIONS.B. NO LOCAL ZONING REQUIREMENTS. 14 CFR PART 77 REQUIRES CONSTRUCTION ON OR NEAR AIRPORT TOREQUEST FAA AIRSPACE ANALYSIS. AN FAA FORM 7460-1, "NOTICE OF PROPOSED CONSTRUCTION ORALTERATION" MUST BE SUBMITTED FOR ANY CONSTRUCTION OR ALTERATION (INCLUDING HANGARS ANDOTHER ON-AIRPORT AND OFF-AIRPORT STRUCTURES, TOWERS, ETC.) WITHIN 20,000 HORIZONTAL FEET OFTHE AIRPORT GREATER IN HEIGHT THAN AN IMAGINARY SURFACE EXTENDING OUTWARD AND UPWARDFROM THE RUNWAY AT A SLOPE OF 100 TO 1 OR GREATER IN HEIGHT THAN 200 FEET ABOVE GROUNDLEVEL.C. ALL SURFACES BASED ON FUTURE AND ULTIMATE CONDITIONS.D. PENETRATIONS WERE IDENTIFIED USING AN INQUIRY OF THE FAA OE/AAA DATABASE AND A AGIS SURVEYBY WOOLPERT, INC. DATED 10/2015 (SEE OBSTRUCTION CHART).NOTES7:1TYPICALISOMETRIC VIEWOF 14 CFR PART77 SURFACES5,000HORIZONTAL SURFACE 150FEET ABOVE ESTABLISHEDAIRPORT ELEVATION1,20040:17:150,000PRECISION INSTRUMENT APPROACHCONICAL SURFACERUNWAY CENTERLINESTRANSITIONAL SURFACEAPPROACH SURFACEHORIZONTAL SURFACECONICAL SURFACEVISUAL OR NON-PRECISIONAPPROACHPRIMARY SURFACETERRAIN PENETRATIONLEGEND14 CFRPART 77AIRSPACEDRAWINGAIRPORT PROPERTY LINE (E)TRANSITIONAL SURFACE 7:1PRIMARY SURFACECONICAL SURFACE 20:134:1 APPROACH SURFACE (F)500' x 3,500' x 10,000'34:1 APPROACH SURFACE (F)500' x 3,500' x 10,000'AIRPORT PROPERTY LINE (F)HORIZONTAL SURFACEELEV. = 2,181'MAGNETIC NORTH SOURCE:NOAA GEOPHYSICAL DATA CENTERMAGNETIC DECLINATION 10°6'0" EASTRATE OF CHANGE 0.09° WEST PER YEAROBTAINED: 01/21/1610°6'0"34:1 APPROACH SURFACE (F)500' x 3,500' x 10,000'34:1 APPROACH SURFACE (U)500' x 3,500' x 10,000'CONICAL SURFACE 20:1RW 3 END (F)ELEV. 2019.0RW 21 END (U)ELEV. 2023.4RW 30 END (F)ELEV. 2424.0RW 12 END (F)ELEV. 2010.6RW 21 END (F)ELEV. 2024.66259504
A2A10+0020+0040+0060+0080+00100+00120+00140+0018001900200021002200230024001800190020002100220023002400H1A3A40+0020+0040+0060+0080+00100+00120+00190020002100220023002400190020002100220023002400Sheet: of:No. Project No. DateApprvd.THE PREPARATION OF THIS DOCUMENT MAY HAVE BEEN SUPPORTED, IN PART, THROUGH THE AIRPORT IMPROVEMENT PROGRAMFINANCIAL ASSISTANCE FROM THE FEDERAL AVIATION ADMINISTRATION AS PROVIDED UNDER TITLE 49 U.S.C., SECTION 47104. THECONTENTS DO NOT NECESSARILY REFLECT THE OFFICIAL VIEWS OR POLICY OF THE FAA. ACCEPTANCE OF THIS REPORT BY THE FAADOES NOT IN ANY WAY CONSTITUTE A COMMITMENT ON THE PART OF THE UNITED STATES TO PARTICIPATE IN ANY DEVELOPMENTDEPICTED THEREIN NOR DOES IT INDICATE THAT THE PROPOSED DEVELOPMENT IS ENVIRONMENTALLY ACCEPTABLE OR WOULDHAVE JUSTIFICATION IN ACCORDANCE WITH APPROPRIATE PUBLIC LAWS.Revision / DescriptionDrwn.FileChkd.GRAND JUNCTION, CO: 970.242.0101DENVER, CO: 303.708.1747PHOENIX, AZ: 602.803.7079ALBUQUERQUE, NM: 505.508.2192www.armstrongconsultants.com 19ADOT No. E5S3N AIRPORT LAYOUT PLANMARANA REGIONAL AIRPORTMARANA, ARIZONA0 156295 02/2017 ORIGINAL ISSUEGMR CRMJZP123714 CFRPART 77PROFILESOBSTRUCTION CHARTPART 77SURFACEITEMNo.DESCRIPTIONGROUNDELEVATION(MSL)(FEET)ESTIMATED TOPELEVATION(MSL)(FEET)PENETRATION(FEET)DISPOSTITIONPRIMARY P NONE - - - -APPROACH*ROAD19932003NONE-* ROAD19851995NONE-* AQUADUCT20372037NONE-* AQUADUCT20402040NONE-* RIVER20002000NONE-* RIVER20042004NONE-** OV PWR (E)20102054NONE* OV PWER (F)20072141NONE 7:1 TRANSITIONAL T NONE----APPROACH* TERRAIN20862220+26SEE NOTE 120:1 CONICAL C NONE----NOTES:1. SURFACE PENETRATIONS: LOWER, MARK AND LIGHT, OR REMOVE PER FAA FLIGHT PROCEDURES OFFICE DETERMINATIONS.2. SEE INNER APPROACH DRAWINGS FOR OBSTRUCTIONS TO RPZ.3. * ESTIMATED SURFACE ELEVATION FROM USGS DIGITAL ELEVATION MODEL, OBJECT HEIGHT ESTIMATED FOR TOP ELEVATION.4. ** OBJECT PENETRATIONS WERE IDENTIFIED USING THE FAA OE/AAA DATABASE AND AN AGIS SURVEY BY WOOLPERT, INC.DATED 10/2015. DETERMINATION FROM FAA OE/AAA DATABASE.5. AIRPORT ELEVATION: 2031.50'A1A2A3A4A5A6RUNWAY 12 END PROFILE (F)SCALE: PER GRIDRUNWAY 30 END PROFILE (F)SCALE: PER GRIDHORIZONTAL SURFACE ELEV. 2181'20:1 CONICAL SURFACE (E)(F)34:1 APPROACH SURFACE (F)HORIZONTAL SURFACE ELEV. 2181'20:1 CONICAL SURFACE (E)(F)34:1 APPROACH SURFACE (F)RW 12 END (F)ELEV. 2010.59HIGHEST TERRAINWITHIN APPROACHSURFACERW 30 END (F)ELEV. 2424.0HIGHEST TERRAINWITHIN APPROACHSURFACE6259504A7A8TERRAIN ALONG EXTENDED RUNWAY CENTERLINETERRAIN ALONG EXTENDED RUNWAY CENTERLINE
A8A71900200021002200230024001900200021002200230024000+0020+0040+0060+0080+00100+00120+00140+00A5A51900200021002200230024001900200021002200230024000+0020+0040+0060+0080+00100+00120+00140+00Sheet: of:No. Project No. DateApprvd.THE PREPARATION OF THIS DOCUMENT MAY HAVE BEEN SUPPORTED, IN PART, THROUGH THE AIRPORT IMPROVEMENT PROGRAMFINANCIAL ASSISTANCE FROM THE FEDERAL AVIATION ADMINISTRATION AS PROVIDED UNDER TITLE 49 U.S.C., SECTION 47104. THECONTENTS DO NOT NECESSARILY REFLECT THE OFFICIAL VIEWS OR POLICY OF THE FAA. ACCEPTANCE OF THIS REPORT BY THE FAADOES NOT IN ANY WAY CONSTITUTE A COMMITMENT ON THE PART OF THE UNITED STATES TO PARTICIPATE IN ANY DEVELOPMENTDEPICTED THEREIN NOR DOES IT INDICATE THAT THE PROPOSED DEVELOPMENT IS ENVIRONMENTALLY ACCEPTABLE OR WOULDHAVE JUSTIFICATION IN ACCORDANCE WITH APPROPRIATE PUBLIC LAWS.Revision / DescriptionDrwn.FileChkd.GRAND JUNCTION, CO: 970.242.0101DENVER, CO: 303.708.1747PHOENIX, AZ: 602.803.7079ALBUQUERQUE, NM: 505.508.2192www.armstrongconsultants.com 19ADOT No. E5S3N AIRPORT LAYOUT PLANMARANA REGIONAL AIRPORTMARANA, ARIZONA0 156295 02/2017 ORIGINAL ISSUEGMR CRMJZP123814 CFRPART 77PROFILESRUNWAY 3 END PROFILE (F)SCALE: PER GRIDRUNWAY 21 END PROFILE (U)SCALE: PER GRIDHORIZONTAL SURFACE ELEV. 2181'20:1 CONICAL SURFACE (E)(F)34:1 APPROACH SURFACE (U)HORIZONTAL SURFACE ELEV. 2181'20:1 CONICAL SURFACE (E)(F)34:1 APPROACH SURFACE (U)RW 3 END (U)ELEV. 2019.0HIGHEST TERRAINWITHIN APPROACHSURFACEHIGHEST TERRAINWITHIN APPROACHSURFACETERRAIN ALONG EXTENDED RUNWAY CENTERLINERW 21 END (U)ELEV. 2023.46259504OBSTRUCTION CHARTPART 77SURFACEITEMNo.DESCRIPTIONGROUNDELEVATION(MSL)(FEET)ESTIMATED TOPELEVATION(MSL)(FEET)PENETRATION(FEET)DISPOSTITIONPRIMARY P NONE - - - -APPROACH*ROAD19932003NONE-* ROAD19851995NONE-* AQUADUCT20372037NONE-* AQUADUCT20402040NONE-* RIVER20002000NONE-* RIVER20042004NONE-** OH PWR (E)20102054NONE* OH PWER (F)20072141NONE 7:1 TRANSITIONAL T NONE----APPROACH* TERRAIN22202220+26SEE NOTE 120:1 CONICAL C NONE----NOTES:1. SURFACE PENETRATIONS: LOWER, MARK AND LIGHT, OR REMOVE PER FAA FLIGHT PROCEDURES OFFICE DETERMINATIONS.2. SEE INNER APPROACH DRAWINGS FOR OBSTRUCTIONS TO RPZ.3. * ESTIMATED SURFACE ELEVATION FROM USGS DIGITAL ELEVATION MODEL, OBJECT HEIGHT ESTIMATED FOR TOP ELEVATION.4. ** OBJECT PENETRATIONS WERE IDENTIFIED USING THE FAA OE/AAA DATABASE AND AN AGIS SURVEY BY WOOLPERT, INC.DATED 10/2015. DETERMINATION FROM FAA OE/AAA DATABASE.5. AIRPORT ELEVATION: 2031.50'A1A2A3A4A5A6A7A8TERRAIN ALONG EXTENDED RUNWAY CENTERLINE
Sheet: of:No. Project No. DateApprvd.THE PREPARATION OF THIS DOCUMENT MAY HAVE BEEN SUPPORTED, IN PART, THROUGH THE AIRPORT IMPROVEMENT PROGRAMFINANCIAL ASSISTANCE FROM THE FEDERAL AVIATION ADMINISTRATION AS PROVIDED UNDER TITLE 49 U.S.C., SECTION 47104. THECONTENTS DO NOT NECESSARILY REFLECT THE OFFICIAL VIEWS OR POLICY OF THE FAA. ACCEPTANCE OF THIS REPORT BY THE FAADOES NOT IN ANY WAY CONSTITUTE A COMMITMENT ON THE PART OF THE UNITED STATES TO PARTICIPATE IN ANY DEVELOPMENTDEPICTED THEREIN NOR DOES IT INDICATE THAT THE PROPOSED DEVELOPMENT IS ENVIRONMENTALLY ACCEPTABLE OR WOULDHAVE JUSTIFICATION IN ACCORDANCE WITH APPROPRIATE PUBLIC LAWS.Revision / DescriptionDrwn.FileChkd.GRAND JUNCTION, CO: 970.242.0101DENVER, CO: 303.708.1747PHOENIX, AZ: 602.803.7079ALBUQUERQUE, NM: 505.508.2192www.armstrongconsultants.com 19ADOT No. E5S3N AIRPORT LAYOUT PLANMARANA REGIONAL AIRPORTMARANA, ARIZONA0 156295 02/2017 ORIGINAL ISSUEGMR CRM JZP1239RUNWAY 12INNERAPPROACH(E)(F)OBJECTS WITHIN RUNWAY 12 GQS, APRC, TSS ANDDEPARTURE SURFACES (E)(F)No.OBJECTEST.OBJECTHT.TOPELEV.(MSL)30:1GQSPEN.20:1TSSPEN.34:1 APRCSURFACEPEN.40:1DPRTPEN.REMARKS*FENCE 6' 2011' - - - NONE**FENCE 6' 2017' - - -+2'NOTE 2**TREE 10' 2017' - - -+6'NOTE 2**TREE 10' 2015' - - -+1'NOTE 2*ROAD 15' 2014' - NONE - NONE*ROAD 15' 2014' - NONE NONE NONE**TREE 43' 2009' - NONE -+4'NOTE 2*ROAD 15' 2025' - - -+2'NOTE 2*ROAD 15' 2025' - - - NONE*ROAD 15' 2023' - NONE - NONE*ROAD 15' 2022' - - - NONE*ROAD 15' 2016' - - - NONE*ROAD 15' 2020' - NONE NONE NONE*ROAD 15' 2021' - - - NONE*ROAD 15' 2017' NONE NONE NONE NONE*ROAD 15' 2014' NONE NONE NONE NONE*ROAD 15' 2015' NONE NONE NONE NONE*ROAD 15' 2014' NONE NONE NONE NONE*ROAD 15' 2011' NONE NONE NONE NONE**TREE 41' 2039' NONE NONE NONE NONE**TREE 42' 2041' - NONE NONE NONENOTE:OBJECT ELEVATIONS IN FEET MSL (VERTICAL DATUM NAVD88).* = OBJECT ELEVATIONS ARE ESTIMATED AND NOT BASED ON A SURVEY.** = OBJECT TOP ELEVATIONS AND LOCATIONS ARE BASED ON A SURVEY BY:WOOLPERT, INC., DATED: 10/2015.- = OBJECT IS NOT LOCATED WITHIN THIS SURFACE. = OBJECT PENETRATION LOCATIONEST. = ESTIMATED; ELEV. = ELEVATION; HT. = HEIGHT; PEN. = PENETRATION;N/A = NOT APPLICABLE; O.L. = OBSTRUCTION LIGHT; GQS = GLIDESLOPEQUALIFICATION SURFACE; APRC = APPROACH SURFACE;TSS = THRESHOLD SITING SURFACE; DPRT = DEPARTURE SURFACENOTES:1. SURFACE PENETRATIONS: LOWER, MARK AND LIGHT, REMOVE OR TAKE APPROPRIATEACTION PER FAA FLIGHT PROCEDURES OFFICE DETERMINATIONS.2. LESS THAN 35' LOW, CLOSE-IN DEPARTURE SURFACE PENETRATIONS: ADD NOTE TODEPARTURE PROCEDURE OR LOWER, MARK AND LIGHT, OR REMOVE PER FAA FLIGHTPROCEDURES OFFICE DETERMINATION.12EXISTINGFUTUREDESCRIPTIONAIRFIELD DEVELOPMENT (ASPHALT)STRUCTURE/FACILITIES (BUILDING)GRAVEL / TURF / DIRTAIRPORT PROPERTY LINE (APL)RUNWAY SAFETY AREA (RSA)OBSTACLE FREE ZONE (OFZ)RUNWAY OBJECT FREE AREA (ROFA)RUNWAY PROTECTION ZONE (RPZ)BUILDING RESTRICTION LINE (BRL)N/A TO BE REMOVEDLEGENDEXISTINGFUTUREDESCRIPTIONAPPROACH SURFACEDEPARTURE SURFACETHRESHOLD SITING SURFACETHRESHOLD LIGHTSREILN/ACONTOURSROADMARKINGSFENCEXXX4125GQS(E)GQS(F)APRC(E)APRC(F)DPRT(E)DPRT(F)TSS(E)TSS(F)RPZ(E)RPZ(F)BRL(E)ROFA(E)OFZ(E)RSA(E)RPZ(E)BRL(F)ROFA(F)OFZ(F)RSA(F)RPZ(F)HIGHEST TERRAINWITHIN DEPARTURESURFACE34:1 APPROACH SURFACE (E)(F)20:1 THRESHOLD SITING SURFACE (E)(F)AIRPORT PROPERTY LINE (E)SCALE: PER BAR SCALESCALE: PER GRIDAIRPORT PROPERTY LINE (E)34:1 APPROACH SURFACE (E)(F)500' x 3,500' x 10,000'20:1 THRESHOLD SITING SURFACE (E)(F)800' x 3,800' x 10,000'RUNWAY PROTECTION ZONE (E)(F)500' x 1,010' x 1,700'SCALE IN FEET0200 200400AIRPORT PROPERTY LINE (F)EXTENDED RUNWAYCENTERLINERW 12 END (E)(F)ELEV: 2010.6AIRPORT PROPERTY LINE (F)1TERRAIN ALONGEXTENDED RUNWAYCENTERLINE30:1 GLIDE PATH QUALIFICATION SURFACE (F)300' x 1,500' x 10,000'30:1 GLIDE PATH QUALIFICATION SURFACE (F)40:1 DEPARTURE SURFACE (F)2DIRT ROADAIRPORT SERVICE ROAD (E)40:1 DEPARTURE SURFACE(E)(F)1000' X 10,200' X 6,466'34567121421161517182019101191334567891011121314151617181920216259505TW A4 (E)TW A(E)NGTMSRAROCLSUONTNATS10°2'24"MAGNETIC NORTH SOURCE:NOAA GEOPHYSICAL DATA CENTERMAGNETIC DECLINATION 10°2'24" EASTRATE OF CHANGE 0.09° WEST PER YEAROBTAINED: 09/13/16RUNWAY 128
Sheet: of:No. Project No. DateApprvd.THE PREPARATION OF THIS DOCUMENT MAY HAVE BEEN SUPPORTED, IN PART, THROUGH THE AIRPORT IMPROVEMENT PROGRAMFINANCIAL ASSISTANCE FROM THE FEDERAL AVIATION ADMINISTRATION AS PROVIDED UNDER TITLE 49 U.S.C., SECTION 47104. THECONTENTS DO NOT NECESSARILY REFLECT THE OFFICIAL VIEWS OR POLICY OF THE FAA. ACCEPTANCE OF THIS REPORT BY THE FAADOES NOT IN ANY WAY CONSTITUTE A COMMITMENT ON THE PART OF THE UNITED STATES TO PARTICIPATE IN ANY DEVELOPMENTDEPICTED THEREIN NOR DOES IT INDICATE THAT THE PROPOSED DEVELOPMENT IS ENVIRONMENTALLY ACCEPTABLE OR WOULDHAVE JUSTIFICATION IN ACCORDANCE WITH APPROPRIATE PUBLIC LAWS.Revision / DescriptionDrwn.FileChkd.GRAND JUNCTION, CO: 970.242.0101DENVER, CO: 303.708.1747PHOENIX, AZ: 602.803.7079ALBUQUERQUE, NM: 505.508.2192www.armstrongconsultants.com 19ADOT No. E5S3N AIRPORT LAYOUT PLANMARANA REGIONAL AIRPORTMARANA, ARIZONA0 156295 02/2017 ORIGINAL ISSUEGMR CRMJZP12310RUNWAY 30INNERAPPROACH(E)OBJECTS WITHIN RUNWAY 30 APRC, TSS ANDDEPARTURE SURFACES (E)No.OBJECTEST.OBJECTHT.TOPELEV.(MSL)20:1TSSPEN.20:1 APRCSURFACEPEN.40:1DPRTPEN.REMARKS*FENCE8' 2037' -- NONE*ROAD15' 2044' NONE - NONE*FENCE8' 2039' NONE - NONE*ROAD15' 2046' NONE - NONE*FENCE8' 2038' NONE NONE NONE*ROAD15' 2045' NONE NONE NONE*FENCE8' 2040' NONE NONE NONE*FENCE8' 2040' NONE NONE NONE*ROAD15' 2047' NONE NONE NONE*ROAD15' 2048' NONE NONE NONE**FENCE8' 2040' --+1'NOTE 2*ROAD15' 2047' --+7'NOTE 2*FENCE8' 2036' -- NONE*ROAD15' 2043' --+5'NOTE 2NOTE:OBJECT ELEVATIONS IN FEET MSL (VERTICAL DATUM NAVD88).* = OBJECT ELEVATIONS ARE ESTIMATED AND NOT BASED ON A SURVEY.** = OBJECT TOP ELEVATIONS AND LOCATIONS ARE BASED ON A SURVEY BY:WOOLPERT, INC., DATED: 10/2015.- = OBJECT IS NOT LOCATED WITHIN THIS SURFACE. = OBJECT PENETRATION LOCATIONEST. = ESTIMATED; ELEV. = ELEVATION; HT. = HEIGHT; PEN. = PENETRATION;N/A = NOT APPLICABLE; O.L. = OBSTRUCTION LIGHT; GQS = GLIDESLOPEQUALIFICATION SURFACE; APRC = APPROACH SURFACE;TSS = THRESHOLD SITING SURFACE; DPRT = DEPARTURE SURFACENOTES:1. SURFACE PENETRATIONS: LOWER, MARK AND LIGHT, REMOVE OR TAKE APPROPRIATEACTION PER FAA FLIGHT PROCEDURES OFFICE DETERMINATIONS.2. LESS THAN 35' LOW, CLOSE-IN DEPARTURE SURFACE PENETRATIONS: ADD NOTE TODEPARTURE PROCEDURE OR LOWER, MARK AND LIGHT, OR REMOVE PER FAA FLIGHTPROCEDURES OFFICE DETERMINATION.120:1 APPROACH SURFACE (E)20:1 THRESHOLD SITING SURFACE (E)SCALE: PER BAR SCALESCALE: PER GRIDSCALE IN FEET0200 200400AIRPORT PROPERTY LINE (F)20:1 APPROACH SURFACE (E)500' x 1,500' x 5,000'20:1 THRESHOLD SITING SURFACE (E)400' x 1,000' x 1,500 x 8,500'RUNWAY PROTECTION ZONE (E)500' x 1,010' x 1,700'EXTENDED RUNWAYCENTERLINERW 30 END (E)(F)ELEV: 2031.4HIGHEST TERRAINWITHIN DEPARTURESURFACETERRAIN ALONGEXTENDED RUNWAYCENTERLINEAIRPORT ENTRANCE ROADWEST AVRA VALLEY ROAD1234562345678910789106259505TW A (E)TW A1 (E)TW E1 (E)TW E (E)40:1 DEPARTURE SURFACE(E)1000' X 10,200' X 6,466'40:1 DEPARTURE SURFACE (E)1112131411121314NGTMSRAROCLSUONTNATS10°2'24"MAGNETIC NORTH SOURCE:NOAA GEOPHYSICAL DATA CENTERMAGNETIC DECLINATION 10°2'24" EASTRATE OF CHANGE 0.09° WEST PER YEAROBTAINED: 09/13/16RUNWAY 30EXISTINGFUTUREDESCRIPTIONAIRFIELD DEVELOPMENT (ASPHALT)STRUCTURE/FACILITIES (BUILDING)GRAVEL / TURF / DIRTAIRPORT PROPERTY LINE (APL)RUNWAY SAFETY AREA (RSA)OBSTACLE FREE ZONE (OFZ)RUNWAY OBJECT FREE AREA (ROFA)RUNWAY PROTECTION ZONE (RPZ)BUILDING RESTRICTION LINE (BRL)N/A TO BE REMOVEDLEGENDEXISTINGFUTUREDESCRIPTIONAPPROACH SURFACEDEPARTURE SURFACETHRESHOLD SITING SURFACETHRESHOLD LIGHTSREILN/ACONTOURSROADMARKINGSFENCEXXX4125GQS(E)GQS(F)APRC(E)APRC(F)DPRT(E)DPRT(F)TSS(E)TSS(F)RPZ(E)RPZ(F)BRL(E)ROFA(E)OFZ(E)RSA(E)RPZ(E)BRL(F)ROFA(F)OFZ(F)RSA(F)RPZ(F)
Sheet: of:No. Project No. DateApprvd.THE PREPARATION OF THIS DOCUMENT MAY HAVE BEEN SUPPORTED, IN PART, THROUGH THE AIRPORT IMPROVEMENT PROGRAMFINANCIAL ASSISTANCE FROM THE FEDERAL AVIATION ADMINISTRATION AS PROVIDED UNDER TITLE 49 U.S.C., SECTION 47104. THECONTENTS DO NOT NECESSARILY REFLECT THE OFFICIAL VIEWS OR POLICY OF THE FAA. ACCEPTANCE OF THIS REPORT BY THE FAADOES NOT IN ANY WAY CONSTITUTE A COMMITMENT ON THE PART OF THE UNITED STATES TO PARTICIPATE IN ANY DEVELOPMENTDEPICTED THEREIN NOR DOES IT INDICATE THAT THE PROPOSED DEVELOPMENT IS ENVIRONMENTALLY ACCEPTABLE OR WOULDHAVE JUSTIFICATION IN ACCORDANCE WITH APPROPRIATE PUBLIC LAWS.Revision / DescriptionDrwn.FileChkd.GRAND JUNCTION, CO: 970.242.0101DENVER, CO: 303.708.1747PHOENIX, AZ: 602.803.7079ALBUQUERQUE, NM: 505.508.2192www.armstrongconsultants.com 19ADOT No. E5S3N AIRPORT LAYOUT PLANMARANA REGIONAL AIRPORTMARANA, ARIZONA0 156295 02/2017 ORIGINAL ISSUEGMR CRMJZP12311RUNWAY 30INNERAPPROACH(F)OBJECTS WITHIN RUNWAY 30 APRC, TSS ANDDEPARTURE SURFACES (F)No. OBJECTEST.OBJECTHT.TOPELEV.(MSL)20:1TSSPEN.34:1 APRCSURFACEPEN.40:1DPRTPEN.REMARKS*FENCE 8' 2036' NONE - NONE*FENCE 8' 2036' NONE - NONE*ROAD 15' 2043' - - NONE*ROAD 15' 2043' NONE - NONE*FENCE 8' 2037' NONE NONE NONE*ROAD 15' 2044' NONE+3'NONE NOTE 1*FENCE 8' 2040' - - NONE*ROAD 15' 2042' - - NONE*FENCE 8' 2039' NONE - NONE*ROAD 15' 2046' NONE - NONE*FENCE 8' 2039' NONE NONE NONE*ROAD 15' 2046' NONE+3'NONE NOTE 1*FENCE 8' 2038' NONE NONE NONE*ROAD 15' 2045' NONE NONE NONE*ROAD 15' 2048' NONE NONE NONE*ROAD 15' 2049' NONE NONE NONE*FENCE 8' 2039' - - NONE*FENCE 8' 2039' - - NONENOTE:OBJECT ELEVATIONS IN FEET MSL (VERTICAL DATUM NAVD88).* = OBJECT ELEVATIONS ARE ESTIMATED AND NOT BASED ON A SURVEY.** = OBJECT TOP ELEVATIONS AND LOCATIONS ARE BASED ON A SURVEY BY:WOOLPERT, INC., DATED: 10/2015.- = OBJECT IS NOT LOCATED WITHIN THIS SURFACE. = OBJECT PENETRATION LOCATIONEST. = ESTIMATED; ELEV. = ELEVATION; HT. = HEIGHT; PEN. = PENETRATION;N/A = NOT APPLICABLE; O.L. = OBSTRUCTION LIGHT; GQS = GLIDESLOPEQUALIFICATION SURFACE; APRC = APPROACH SURFACE;TSS = THRESHOLD SITING SURFACE; DPRT = DEPARTURE SURFACENOTES:1. SURFACE PENETRATIONS: LOWER, MARK AND LIGHT, REMOVE OR TAKE APPROPRIATEACTION PER FAA FLIGHT PROCEDURES OFFICE DETERMINATIONS.2. LESS THAN 35' LOW, CLOSE-IN DEPARTURE SURFACE PENETRATIONS: ADD NOTE TODEPARTURE PROCEDURE OR LOWER, MARK AND LIGHT, OR REMOVE PER FAA FLIGHTPROCEDURES OFFICE DETERMINATION.1234:1 APPROACH SURFACE (F)20:1 THRESHOLD SITING SURFACE (F)SCALE: PER BAR SCALESCALE: PER GRIDSCALE IN FEET0200 200400AIRPORT PROPERTY LINE (F)40:1 DEPARTURE SURFACE (F)34:1 APPROACH SURFACE (F)500' x 3,500' x 10,000'20:1 THRESHOLD SITING SURFACE (F)800' x 3,800' x 10,000'RUNWAY PROTECTION ZONE (F)500' x 1,010' x 1,700'EXTENDED RUNWAYCENTERLINERW 30 END (E)(F)ELEV: 2031.36HIGHEST TERRAINWITHIN DEPARTURESURFACETERRAIN ALONGEXTENDED RUNWAYCENTERLINE40:1 DEPARTURE SURFACE(F)1000' X 10,200' X 6,466'6259505W AVRA VALLEY RDAIRPORT ACCESS RD12345678910111213141516345678910111213141516TW A (E)TW A1 (E)TW E1 (E)TW E (E)RW 30 THRESHOLD (F)ELEV: 2030.217181718NGTMSRAROCLSUONTNATS10°2'24"MAGNETIC NORTH SOURCE:NOAA GEOPHYSICAL DATA CENTERMAGNETIC DECLINATION 10°2'24" EASTRATE OF CHANGE 0.09° WEST PER YEAROBTAINED: 09/13/16RUNWAY 30EXISTINGFUTUREDESCRIPTIONAIRFIELD DEVELOPMENT (ASPHALT)STRUCTURE/FACILITIES (BUILDING)GRAVEL / TURF / DIRTAIRPORT PROPERTY LINE (APL)RUNWAY SAFETY AREA (RSA)OBSTACLE FREE ZONE (OFZ)RUNWAY OBJECT FREE AREA (ROFA)RUNWAY PROTECTION ZONE (RPZ)BUILDING RESTRICTION LINE (BRL)N/A TO BE REMOVEDLEGENDEXISTINGFUTUREDESCRIPTIONAPPROACH SURFACEDEPARTURE SURFACETHRESHOLD SITING SURFACETHRESHOLD LIGHTSREILN/A CONTOURSROADMARKINGSFENCEXXX4125GQS(E)GQS(F)APRC(E)APRC(F)DPRT(E)DPRT(F)TSS(E)TSS(F)RPZ(E)RPZ(F)BRL(E)ROFA(E)OFZ(E)RSA(E)RPZ(E)BRL(F)ROFA(F)OFZ(F)RSA(F)RPZ(F)
Sheet: of:No. Project No. DateApprvd.THE PREPARATION OF THIS DOCUMENT MAY HAVE BEEN SUPPORTED, IN PART, THROUGH THE AIRPORT IMPROVEMENT PROGRAMFINANCIAL ASSISTANCE FROM THE FEDERAL AVIATION ADMINISTRATION AS PROVIDED UNDER TITLE 49 U.S.C., SECTION 47104. THECONTENTS DO NOT NECESSARILY REFLECT THE OFFICIAL VIEWS OR POLICY OF THE FAA. ACCEPTANCE OF THIS REPORT BY THE FAADOES NOT IN ANY WAY CONSTITUTE A COMMITMENT ON THE PART OF THE UNITED STATES TO PARTICIPATE IN ANY DEVELOPMENTDEPICTED THEREIN NOR DOES IT INDICATE THAT THE PROPOSED DEVELOPMENT IS ENVIRONMENTALLY ACCEPTABLE OR WOULDHAVE JUSTIFICATION IN ACCORDANCE WITH APPROPRIATE PUBLIC LAWS.Revision / DescriptionDrwn.FileChkd.GRAND JUNCTION, CO: 970.242.0101DENVER, CO: 303.708.1747PHOENIX, AZ: 602.803.7079ALBUQUERQUE, NM: 505.508.2192www.armstrongconsultants.com 19ADOT No. E5S3N AIRPORT LAYOUT PLANMARANA REGIONAL AIRPORTMARANA, ARIZONA0 156295 02/2017 ORIGINAL ISSUEGMR CRMJZP12312RUNWAY 3INNERAPPROACH(E)OBJECTS WITHIN RUNWAY 3 APRC, TSS ANDDEPARTURE SURFACES (E)No. OBJECTEST.OBJECTHT.TOPELEV.(MSL)34:1APRCPEN.20:1TSSPEN.40:1DPRTPEN.REMARKS*FENCE 8' 2027' - - -*ROAD 15' 2035' - NONE+12'NOTE 2*ROAD 15' 2034 - NONE+10'NOTE 2*ROAD 15' 2035' - - -*FENCE 8' 2027' - NONE+5'NOTE 2*FENCE 8' 2027'+3'NONE - NOTE 1*FENCE 8' 2026+2'NONE - NOTE 1**POLE 27' 2035'+15'NONE+12'NOTE 1 & 2*FENCE 8' 2026' - NONE -*ROAD 15' 2032'+1'NONE - NOTE 1*FENCE 8' 2025' - NONE -*ROAD 15' 2032' - NONE -*FENCE 8' 2026' - - -*ROAD 15' 2023' - -+4'NOTE 2**TREE 16' 2034' - -+3'NOTE 2**TREE 28' 2045' - -+12'NOTE 2**TREE 2' 2021' - - -**TREE 14' 2032' - -+3'NOTE 2**TREE 18' 2037' - -+15'NOTE 2**TREE 7' 2026' - -+7'NOTE 2**TREE 26' 2045'+10'NONE+7'NOTE 1 & 2**TREE 23' 2040'+6'NONE+3'NOTE 1 & 2**TREE 15' 2033'+3'NONE - NOTE 1**TREE 18' 2035' - NONE -**TREE 16' 2033' - NONE -**OH POWER43' 2053'NONE NONE NONE*OH POWER135'2142' NONE NONE NONE**TREE28' 2045'--+6'NOTE 2NOTE:OBJECT ELEVATIONS IN FEET MSL (VERTICAL DATUM NAVD88).* = OBJECT ELEVATIONS ARE ESTIMATED AND NOT BASED ON A SURVEY.** = OBJECT TOP ELEVATIONS AND LOCATIONS ARE BASED ON A SURVEY BY:WOOLPERT INC., DATED: 10/2015.- = OBJECT IS NOT LOCATED WITHIN THIS SURFACE. = OBJECT PENETRATION LOCATIONEST. = ESTIMATED; ELEV. = ELEVATION; HT. = HEIGHT; PEN. = PENETRATION;N/A = NOT APPLICABLE; O.L. = OBSTRUCTION LIGHT; GQS = GLIDESLOPEQUALIFICATION SURFACE; APRC = APPROACH SURFACE;TSS = THRESHOLD SITING SURFACE; DPRT = DEPARTURE SURFACENOTES:1. SURFACE PENETRATIONS: LOWER, MARK AND LIGHT, REMOVE OR TAKE APPROPRIATEACTION PER FAA FLIGHT PROCEDURES OFFICE DETERMINATIONS.2. LESS THAN 35' LOW, CLOSE-IN DEPARTURE SURFACE PENETRATIONS: ADD NOTE TODEPARTURE PROCEDURE OR LOWER, MARK AND LIGHT, OR REMOVE PER FAA FLIGHTPROCEDURES OFFICE DETERMINATION.145678910SCALE: PER BAR SCALESCALE: PER GRIDEXTENDED RUNWAYCENTERLINEAIRPORT PROPERTY LINE (E)34:1 APPROACH SURFACE (E)500' x 3,500' x 10,000'RUNWAY PROTECTION ZONE (E)DPRT 500' x 700' x 1,000'SCALE IN FEET0200 200400W AVRA VALLEY RDAIRPORT PROPERTY LINE (F)20:1 THRESHOLD SITING SURFACE (E)400' X 3,800' X 10,000'TERRAIN ALONGEXTENDED RUNWAYCENTERLINEAIRPORT PROPERTY LINE (E)@ RW 03 C/L40:1 DEPARTURE SURFACE (E)34:1 APPROACH SURFACE (E)20:1 THRESHOLD SITING SURFACE (E)EXISTING OHPOWER LINESPLANEXISTING OHPOWER LINESPROFILE140:1 DEPARTURE SURFACE(E)1000' X 10,200' X 6,466'22334589101111121213141516171814131516AIRPORT PROPERTY LINE (F)@ RW 03 C/L1920212223181724252621222324252619202867AIRPORT SERVICE RDWRIGHT WAYHIGHEST TERRAINWITHIN DEPARTURESURFACETW B (E)TW B1 (E)RUNWAY 3 - 21 3,892' X 75' (E)RW 3 THRESHOLD (E)ELEV: 2019.3RW 3 END (E)(F)(U)ELEV: 2019.028N GTMSRAROC LS UON TNATS10°2'24"MAGNETIC NORTH SOURCE:NOAA GEOPHYSICAL DATA CENTERMAGNETIC DECLINATION 10°2'24" EASTRATE OF CHANGE 0.09° WEST PER YEAROBTAINED: 09/13/16FUTURE230-KV OHPOWER LINESPROFILEFUTURE230-KV OHPOWER LINESPLAN272727RUNWAY 3FUTURE 230-KVOH POWER LINES~ 135' HIGHRUNWAY PROTECTION ZONE (E)APRC 500' x 700' x 1,000'FUTURE 230-KVOH POWER LINES~ 135' HIGHEXISTINGFUTUREDESCRIPTIONAIRFIELD DEVELOPMENT (ASPHALT)STRUCTURE/FACILITIES (BUILDING)GRAVEL / TURF / DIRTAIRPORT PROPERTY LINE (APL)RUNWAY SAFETY AREA (RSA)OBSTACLE FREE ZONE (OFZ)RUNWAY OBJECT FREE AREA (ROFA)RUNWAY PROTECTION ZONE (RPZ)BUILDING RESTRICTION LINE (BRL)N/A TO BE REMOVEDLEGENDAPPROACH SURFACEDEPARTURE SURFACETHRESHOLD SITING SURFACETHRESHOLD LIGHTSREILN/ACONTOURSROADMARKINGSFENCEXXX4125GQS(E)GQS(F)APRC(E)APRC(F)DPRT(E)DPRT(F)TSS(E)TSS(F)RPZ(E)RPZ(F)BRL(E)ROFA(E)OFZ(E)RSA(E)RPZ(E)BRL(F)ROFA(F)OFZ(F)RSA(F)RPZ(F)NOTE: APRC(E)(F)(U)TSS (E)(F)(U)BEYOND VIEWRW 3 DEPARTURE (E)STA 5+00.00 0.00'
Sheet: of:No. Project No. DateApprvd.THE PREPARATION OF THIS DOCUMENT MAY HAVE BEEN SUPPORTED, IN PART, THROUGH THE AIRPORT IMPROVEMENT PROGRAMFINANCIAL ASSISTANCE FROM THE FEDERAL AVIATION ADMINISTRATION AS PROVIDED UNDER TITLE 49 U.S.C., SECTION 47104. THECONTENTS DO NOT NECESSARILY REFLECT THE OFFICIAL VIEWS OR POLICY OF THE FAA. ACCEPTANCE OF THIS REPORT BY THE FAADOES NOT IN ANY WAY CONSTITUTE A COMMITMENT ON THE PART OF THE UNITED STATES TO PARTICIPATE IN ANY DEVELOPMENTDEPICTED THEREIN NOR DOES IT INDICATE THAT THE PROPOSED DEVELOPMENT IS ENVIRONMENTALLY ACCEPTABLE OR WOULDHAVE JUSTIFICATION IN ACCORDANCE WITH APPROPRIATE PUBLIC LAWS.Revision / DescriptionDrwn.FileChkd.GRAND JUNCTION, CO: 970.242.0101DENVER, CO: 303.708.1747PHOENIX, AZ: 602.803.7079ALBUQUERQUE, NM: 505.508.2192www.armstrongconsultants.com 19ADOT No. E5S3N AIRPORT LAYOUT PLANMARANA REGIONAL AIRPORTMARANA, ARIZONA0 156295 02/2017 ORIGINAL ISSUEGMR CRMJZP12313RUNWAY 21INNERAPPROACH(E)(F)OBJECTS WITHIN RUNWAY 21 APRC, TSS ANDDEPARTURE SURFACES (E)(F)No.OBJECTEST.OBJECTHT.TOPELEV.(MSL)40:1DPRTPEN.20:1 APRCSURFACEPEN.20:1TSSPEN.REMARKS8' 2033' NONE - -**TREE11' 2038'+11'- - NOTE 2**FENCE8' 2035'+2'- - NOTE 2**FENCE8' 2033'+4'- - NOTE 2**TREE8' 2033'+3'- - NOTE 2**TREE13' 2038'+8'- - NOTE 2**TREE11' 2038'+4' +8'NONE NOTE 1 & 2**TREE10' 2036'+2' +6'NONE NOTE 1 & 2**TREE11' 2037'+2' +6'NONE NOTE 1 & 2**TREE9' 2036' NONE+5'NONE NOTE 1**TREE16' 2044'+11'- - NOTE 2**TREE13' 2040'+3'- - NOTE 2**TREE11' 2037' NONE NONE NONE**TREE13' 2039'+1' +5'NONE NOTE 1 & 2**TREE12' 2038' NONE+3'NONE NOTE 1**TREE14' 2041'+1' +4'NONE NOTE 1 & 2**TREE14' 2042'+1'- - NOTE 2**TREE11' 2037' NONE NONE NONE*FENCE8' 2035'+4' +8'NONE NOTE 1 & 2*FENCE8' 2035'+3' +8'NONE NOTE 1 & 28' 2033' NONE - -*FENCE8' 2032' NONE - -**TREE13' 2039' NONE NONE NONE*FENCE8' 2033' NONE NONE NONE*FENCE8' 2033' NONE NONE NONE**TREE16' 2041' NONE NONE NONE**TREE17' 2042' NONE NONE NONE**TREE18' 2044'NONE NONE NONE*ROAD15' 2038'NONE - -*ROAD15' 2039'NONE NONE -*ROAD15' 2040'NONE NONE NONE*ROAD15' 2041'NONE NONE NONE*ROAD15' 2041'NONE NONE -*ROAD15' 2044'NONE - -*ROAD15' 2039'NONE NONE NONE*FENCE8' 2034'NONE NONE NONENOTE:OBJECT ELEVATIONS IN FEET MSL (VERTICAL DATUM NAVD88).* = OBJECT ELEVATIONS ARE ESTIMATED AND NOT BASED ON A SURVEY.** = OBJECT TOP ELEVATIONS AND LOCATIONS ARE BASED ON A SURVEY BY:WOOLPERT INC., DATED: 10/2015.- = OBJECT IS NOT LOCATED WITHIN THIS SURFACE. = OBJECT PENETRATION LOCATIONEST. = ESTIMATED; ELEV. = ELEVATION; HT. = HEIGHT; PEN. = PENETRATION;N/A = NOT APPLICABLE; O.L. = OBSTRUCTION LIGHT; GQS = GLIDESLOPEQUALIFICATION SURFACE; APRC = APPROACH SURFACE;TSS = THRESHOLD SITING SURFACE; DPRT = DEPARTURE SURFACENOTES:1. SURFACE PENETRATIONS: LOWER, MARK AND LIGHT, REMOVE OR TAKE APPROPRIATEACTION PER FAA FLIGHT PROCEDURES OFFICE DETERMINATIONS.2. LESS THAN 35' LOW, CLOSE-IN DEPARTURE SURFACE PENETRATIONS: ADD NOTE TODEPARTURE PROCEDURE OR LOWER, MARK AND LIGHT, OR REMOVE PER FAA FLIGHTPROCEDURES OFFICE DETERMINATION.12345678910TERRAIN ALONGEXTENDED RUNWAYCENTERLINEHIGHEST TERRAINWITHIN DEPARTURESURFACEAIRPORT PROPERTY LINE (E)SCALE: PER BAR SCALESCALE: PER GRIDEXTENDED RUNWAYCENTERLINEAIRPORT PROPERTY LINE (E)(F)34:1 APPROACH SURFACE (E)(F)500' x 3,500' x 10,000'20:1 THRESHOLD SITING SURFACE (E)(F)400' x 3,800 x 10,000'RUNWAY PROTECTION ZONE (E)(F)500' x 700' x 1,000'SCALE IN FEET0200 200400AIRPORT PROPERTY LINE (U)RW 21 END (E)(F)ELEV: 2024.634:1 APPROACH SURFACE (E)(F)20:1 THRESHOLD SITING SURFACE (E)(F)40:1 DEPARTURE SURFACE (E)(F)40:1 DEPARTURE SURFACE(E)1000' X 10,200' X 6,466'62595052345678910111213141516171819202223242526272829303132333435111213141516171819202122232425262728293031323334353636CANNAL SERVICE RDTW B (E)(F)TW B3 (E)(F)RUNWAY 3 - 21 3,892' X 75' (E)(F)121RUNWAY 21N G
TMSRAR O
C LS UON TNATS10°2'24"MAGNETIC NORTH SOURCE:NOAA GEOPHYSICAL DATA CENTERMAGNETIC DECLINATION 10°2'24" EASTRATE OF CHANGE 0.09° WEST PER YEAROBTAINED: 09/13/16EXISTINGFUTUREDESCRIPTIONAIRFIELD DEVELOPMENT (ASPHALT)STRUCTURE/FACILITIES (BUILDING)GRAVEL / TURF / DIRTAIRPORT PROPERTY LINE (APL)RUNWAY SAFETY AREA (RSA)OBSTACLE FREE ZONE (OFZ)RUNWAY OBJECT FREE AREA (ROFA)RUNWAY PROTECTION ZONE (RPZ)BUILDING RESTRICTION LINE (BRL)N/A TO BE REMOVEDLEGENDEXISTINGFUTUREDESCRIPTIONAPPROACH SURFACEDEPARTURE SURFACETHRESHOLD SITING SURFACETHRESHOLD LIGHTSREILN/ACONTOURSROADMARKINGSFENCEXXX4125GQS(E)GQS(F)APRC(E)APRC(F)DPRT(E)DPRT(F)TSS(E)TSS(F)RPZ(E)RPZ(F)BRL(E)ROFA(E)OFZ(E)RSA(E)RPZ(E)BRL(F)ROFA(F)OFZ(F)RSA(F)RPZ(F)
Sheet: of:No. Project No. DateApprvd.THE PREPARATION OF THIS DOCUMENT MAY HAVE BEEN SUPPORTED, IN PART, THROUGH THE AIRPORT IMPROVEMENT PROGRAMFINANCIAL ASSISTANCE FROM THE FEDERAL AVIATION ADMINISTRATION AS PROVIDED UNDER TITLE 49 U.S.C., SECTION 47104. THECONTENTS DO NOT NECESSARILY REFLECT THE OFFICIAL VIEWS OR POLICY OF THE FAA. ACCEPTANCE OF THIS REPORT BY THE FAADOES NOT IN ANY WAY CONSTITUTE A COMMITMENT ON THE PART OF THE UNITED STATES TO PARTICIPATE IN ANY DEVELOPMENTDEPICTED THEREIN NOR DOES IT INDICATE THAT THE PROPOSED DEVELOPMENT IS ENVIRONMENTALLY ACCEPTABLE OR WOULDHAVE JUSTIFICATION IN ACCORDANCE WITH APPROPRIATE PUBLIC LAWS.Revision / DescriptionDrwn.FileChkd.GRAND JUNCTION, CO: 970.242.0101DENVER, CO: 303.708.1747PHOENIX, AZ: 602.803.7079ALBUQUERQUE, NM: 505.508.2192www.armstrongconsultants.com 19ADOT No. E5S3N AIRPORT LAYOUT PLANMARANA REGIONAL AIRPORTMARANA, ARIZONA0 156295 02/2017 ORIGINAL ISSUEGMR CRMJZP12314RUNWAY 3INNERAPPROACH(F)(U)OBJECTS WITHIN RUNWAY 3 APRC, TSS ANDDEPARTURE SURFACES (F)(U)No.OBJECTEST.OBJECTHT.TOPELEV.(MSL)34:1APRCPEN.20:1TSSPEN.40:1DPRTPEN.REMARKS**POLE WITH LIGHT 32' 2052' - -+30'LIGHTED**FENCE 8' 2028' - -+3'NOTE 2**HANGAR 25' 2045' - -+20'NOTE 2**T-HANGAR 16' 2036' - -+8'NOTE 2**T-HANGAR 16' 2036' - -+8'NOTE 2**T-HANGAR 16' 2036' - -+8'NOTE 2**ROAD 15' 2035' - - -**TREE 6' 2024' - - NONE**TREE 3' 2021' - - NONE**TREE 11' 2030' - - NONE**TREE 7' 2026' - - NONE**TREE 18' 2037' - -+6'NOTE 2*FENCE 8' 2027' NONE - NONE**ROAD 15' 2034' NONE NONE NONE**ROAD 15' 2033'+7'NONE NONE NOTE 1**TREE 29' 2049' - -+23'NOTE 2*ROAD 15' 2032' NONE NONE NONE*ROAD 15' 2032' - - NONE**TREE 15' 2032' - - NONE**TREE 17' 2034' - - NONE**TREE 28' 2045' - -+2'NOTE 2**TREE 14' 2032' - - NONE*ROAD 10' 2027' - - NONE*FENCE 8' 2025' NONE NONE NONE**UTILITY POLE 28' 2045'+15'NONE+2'NOTE 1 & NOTE 2*FENCE 8' 2026'+2'NONE NONE NOTE 1**TREE 26' 2043'+10'NONE NONE NOTE 1**TREE 23' 2040'+6'NONE NONE NOTE 1**TREE 16' 2033'+2'NONE NONE NOTE 1**TREE 18' 2035' NONE NONE NONE**TREE 28' 2045' - - NONE**TREE 17' 2033' NONE NONE NONE*OH POWER 135' 2142' NONE NONE NONEm **OH POWER 34' 2053' NONE NONE NONE**T-HANGAR 16' 2036' - -+6'NOTE 2**T-HANGAR 16' 2037' - -+9'NOTE 2**T-HANGAR 16' 2037' - -+12'NOTE 2**T-HANGAR 16' 2037' - -+15'NOTE 2*FUEL STORAGE 9' 2030' - - NONENOTE:OBJECT ELEVATIONS IN FEET MSL (VERTICAL DATUM NAVD88).* = OBJECT ELEVATIONS ARE ESTIMATED AND NOT BASED ON A SURVEY.** = OBJECT TOP ELEVATIONS AND LOCATIONS ARE BASED ON A SURVEY BY:WOOLPERT INC., DATED: 10/2015.- = OBJECT IS NOT LOCATED WITHIN THIS SURFACE. = OBJECT PENETRATION LOCATIONEST. = ESTIMATED; ELEV. = ELEVATION; HT. = HEIGHT; PEN. = PENETRATION;N/A = NOT APPLICABLE; O.L. = OBSTRUCTION LIGHT; GQS = GLIDESLOPEQUALIFICATION SURFACE; APRC = APPROACH SURFACE;TSS = THRESHOLD SITING SURFACE; DPRT = DEPARTURE SURFACENOTES:1. SURFACE PENETRATIONS: LOWER, MARK AND LIGHT, REMOVE OR TAKE APPROPRIATEACTION PER FAA FLIGHT PROCEDURES OFFICE DETERMINATIONS.2. LESS THAN 35' LOW, CLOSE-IN DEPARTURE SURFACE PENETRATIONS: ADD NOTE TODEPARTURE PROCEDURE OR LOWER, MARK AND LIGHT, OR REMOVE PER FAA FLIGHTPROCEDURES OFFICE DETERMINATION.145678910SCALE: PER BAR SCALESCALE: PER GRIDEXTENDED RUNWAYCENTERLINEAIRPORT PROPERTY LINE (E)34:1 APPROACH SURFACE (F)(U)500' x 3,500' x 10,000'RUNWAY PROTECTION ZONE (F)(U)APRC 500' x 700' x 1,000'SCALE IN FEET0200 200400W AV
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ALL
E
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AIRPORT PROPERTY LINE (F)20:1 THRESHOLD SITING SURFACE (F)(U)800' X 3,800' X 10,000'TERRAIN ALONGEXTENDED RUNWAYCENTERLINEAIRPORT PROPERTY LINE (E)@ RW 3 C/L40:1 DEPARTURE SURFACE (F)(U)34:1 APPROACH SURFACE (F)(U)20:1 THRESHOLD SITING SURFACE (F)(U)40:1 DEPARTURE SURFACE (F)(U)1000' X 10,200' X 6,466'231112131415161718AIRPORT PROPERTY LINE (F)@ RW 3 C/L192021222324252627OFZ(U)OFZ(U)6259505WRIGHT WAYHIGHEST TERRAINWITHIN DEPARTURESURFACE282930313233TW B (E)TW B1 (E)RUNWAY 3 - 21 3,892' X 75' (E)(F)RUNWAY 3 - 21 5,500' X 75' (U)1456789102311121314151617181920212223242526272829303132RW 3 END (E)(F)(U)ELEV: 2019.0RW 3 THRESHOLD (F)(U)ELEV: 2019.33333RUNWAY 334N G
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C LS UON TNATS10°2'24"MAGNETIC NORTH SOURCE:NOAA GEOPHYSICAL DATA CENTERMAGNETIC DECLINATION 10°2'24" EASTRATE OF CHANGE 0.09° WEST PER YEAROBTAINED: 09/13/163434RUNWAY PROTECTION ZONE (F)(U)DPRT 500' x 700' x 1,000'EXISTING OHPOWER LINESPLANEXISTING OHPOWER LINESPROFILEFUTURE230-KV OHPOWER LINESPROFILEFUTURE230-KV OHPOWER LINESPLANFUTURE 230-KVOH POWER LINES~ 135' HIGHFUTURE 230-KVOH POWER LINES~ 135' HIGHEXISTINGFUTUREDESCRIPTIONAIRFIELD DEVELOPMENT (ASPHALT)STRUCTURE/FACILITIES (BUILDING)GRAVEL / TURF / DIRTAIRPORT PROPERTY LINE (APL)RUNWAY SAFETY AREA (RSA)OBSTACLE FREE ZONE (OFZ)RUNWAY OBJECT FREE AREA (ROFA)RUNWAY PROTECTION ZONE (RPZ)BUILDING RESTRICTION LINE (BRL)N/A TO BE REMOVEDLEGENDAPPROACH SURFACEDEPARTURE SURFACETHRESHOLD SITING SURFACETHRESHOLD LIGHTSREILN/A CONTOURSROADMARKINGSFENCEXXX4125GQS(E)GQS(F)APRC(E)APRC(F)DPRT(E)DPRT(F)TSS(E)TSS(F)RPZ(E)RPZ(F)BRL(E)ROFA(E)OFZ(E)RSA(E)RPZ(E)BRL(F)ROFA(F)OFZ(F)RSA(F)RPZ(F)RW 21 DEPARTURESTA -1+08.4534:1 APPROACH SURFACE (F)(U)500' x 3,500' x 10,000'20:1 THRESHOLD SITING SURFACE (F)(U)800' X 3,800' X 10,000'NOTE: APRC(E)(F)(U)TSS (F)(U)BEYOND VIEW35363738393536373839
Sheet: of:No. Project No. DateApprvd.THE PREPARATION OF THIS DOCUMENT MAY HAVE BEEN SUPPORTED, IN PART, THROUGH THE AIRPORT IMPROVEMENT PROGRAMFINANCIAL ASSISTANCE FROM THE FEDERAL AVIATION ADMINISTRATION AS PROVIDED UNDER TITLE 49 U.S.C., SECTION 47104. THECONTENTS DO NOT NECESSARILY REFLECT THE OFFICIAL VIEWS OR POLICY OF THE FAA. ACCEPTANCE OF THIS REPORT BY THE FAADOES NOT IN ANY WAY CONSTITUTE A COMMITMENT ON THE PART OF THE UNITED STATES TO PARTICIPATE IN ANY DEVELOPMENTDEPICTED THEREIN NOR DOES IT INDICATE THAT THE PROPOSED DEVELOPMENT IS ENVIRONMENTALLY ACCEPTABLE OR WOULDHAVE JUSTIFICATION IN ACCORDANCE WITH APPROPRIATE PUBLIC LAWS.Revision / DescriptionDrwn.FileChkd.GRAND JUNCTION, CO: 970.242.0101DENVER, CO: 303.708.1747PHOENIX, AZ: 602.803.7079ALBUQUERQUE, NM: 505.508.2192www.armstrongconsultants.com 19ADOT No. E5S3N AIRPORT LAYOUT PLANMARANA REGIONAL AIRPORTMARANA, ARIZONA0 156295 02/2017 ORIGINAL ISSUEGMR CRMJZP12315RUNWAY 21INNERAPPROACH(U)OBJECTS WITHIN RUNWAY 21 GQS, APRC, TSS ANDDEPARTURE SURFACES (U)No. OBJECTEST.OBJECTHT.TOPELEV.(MSL)30:1GQSPEN.20:1TSSPEN.34:1 APRCSURFACEPEN.40:1DPRTPEN.REMARKS*ROAD 15' 2041' - - -+4'NOTE 1*ROAD15' 2042' - - -+6'NOTE 1*ROAD15' 2042' - -+7' +4'NOTE 1 & 2*ROAD15' 2042' - NONE+7' +4'NOTE 1 & 2*ROAD15' 2042' NONE NONE+6' +3'NOTE 1 & 2*ROAD15' 2034' NONE NONE NONE NONE*ROAD15' 2036' NONE NONE NONE NONE*ROAD15' 2037' - NONE NONE NONE*ROAD15' 2037' - - NONE NONE*ROAD15' 2036' - NONE NONE NONE*ROAD15' 2037' - -+1'NONE NOTE 1*ROAD15' 2035' NONE NONE NONE NONE*ROAD15' 2030' NONE NONE NONE NONE*ROAD15' 2028' NONE NONE NONE NONE*ROAD15' 2027' - NONE NONE NONE*ROAD15' 2027' - - NONE NONE*ROAD15' 2025' - - - NONE*ROAD15' 2021' - - - NONE*ROAD15' 2024' - - NONE NONE*ROAD15' 2024' - NONE NONE NONE*ROAD15' 2025' NONE NONE NONE NONE*ROAD15' 2025' NONE NONE NONE NONE*ROAD15' 2024' NONE NONE NONE NONENOTE:OBJECT ELEVATIONS IN FEET MSL (VERTICAL DATUM NAVD88).* = OBJECT ELEVATIONS ARE ESTIMATED AND NOT BASED ON A SURVEY.** = OBJECT TOP ELEVATIONS AND LOCATIONS ARE BASED ON A SURVEY BY:WOOLPERT INC., DATED: 10/2015.- = OBJECT IS NOT LOCATED WITHIN THIS SURFACE. = OBJECT PENETRATION LOCATIONEST. = ESTIMATED; ELEV. = ELEVATION; HT. = HEIGHT; PEN. = PENETRATION;N/A = NOT APPLICABLE; O.L. = OBSTRUCTION LIGHT; GQS = GLIDESLOPEQUALIFICATION SURFACE; APRC = APPROACH SURFACE;TSS = THRESHOLD SITING SURFACE; DPRT = DEPARTURE SURFACENOTES:1. SURFACE PENETRATIONS: LOWER, MARK AND LIGHT, REMOVE OR TAKE APPROPRIATEACTION PER FAA FLIGHT PROCEDURES OFFICE DETERMINATIONS.2. LESS THAN 35' LOW, CLOSE-IN DEPARTURE SURFACE PENETRATIONS: ADD NOTE TODEPARTURE PROCEDURE OR LOWER, MARK AND LIGHT, OR REMOVE PER FAA FLIGHTPROCEDURES OFFICE DETERMINATION.1345678910TERRAIN ALONGEXTENDED RUNWAYCENTERLINEHIGHEST TERRAINWITHIN DEPARTURESURFACEAIRPORT PROPERTY LINE (U)SCALE: PER BAR SCALESCALE: PER GRIDEXTENDED RUNWAYCENTERLINEAIRPORT PROPERTY LINE (U)34:1 APPROACH SURFACE (U)500' x 3,500' x 10,000'20:1 THRESHOLD SITING SURFACE (U)400' x 3,800' x 10,000'RUNWAY PROTECTION ZONE (U)500' x 700' x 1,000'SCALE IN FEET0200 20040034:1 APPROACH SURFACE (U)20:1 THRESHOLD SITING SURFACE (U)40:1 DEPARTURE SURFACE (U)30:1 GLIDE PATH QUALIFICATION SURFACE (U)275' x 1,500' x 10,000'40:1 DEPARTURE SURFACE(U)1000' X 10,200' X 6,466'30:1 GLIDE PATH QUALIFICATION SURFACE (U)RW 21 END (U)ELEV: 2023.4062595052111213141516171819202122231234567891011121314151617181920212223TW B (U)TW B1 (U)TW B2 (U)RUNWAY 21N G
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C LS UON TNATS10°2'24"MAGNETIC NORTH SOURCE:NOAA GEOPHYSICAL DATA CENTERMAGNETIC DECLINATION 10°2'24" EASTRATE OF CHANGE 0.09° WEST PER YEAROBTAINED: 09/13/16EXISTINGFUTUREDESCRIPTIONAIRFIELD DEVELOPMENT (ASPHALT)STRUCTURE/FACILITIES (BUILDING)GRAVEL / TURF / DIRTAIRPORT PROPERTY LINE (APL)RUNWAY SAFETY AREA (RSA)OBSTACLE FREE ZONE (OFZ)RUNWAY OBJECT FREE AREA (ROFA)RUNWAY PROTECTION ZONE (RPZ)BUILDING RESTRICTION LINE (BRL)N/A TO BE REMOVEDLEGENDEXISTINGFUTUREDESCRIPTIONAPPROACH SURFACEDEPARTURE SURFACETHRESHOLD SITING SURFACETHRESHOLD LIGHTSREILN/ACONTOURSROADMARKINGSFENCEXXX4125GQS(E)GQS(F)APRC(E)APRC(F)DPRT(E)DPRT(F)TSS(E)TSS(F)RPZ(E)RPZ(F)BRL(E)ROFA(E)OFZ(E)RSA(E)RPZ(E)BRL(F)ROFA(F)OFZ(F)RSA(F)RPZ(F)
Sheet: of:No. Project No. DateApprvd.THE PREPARATION OF THIS DOCUMENT MAY HAVE BEEN SUPPORTED, IN PART, THROUGH THE AIRPORT IMPROVEMENT PROGRAMFINANCIAL ASSISTANCE FROM THE FEDERAL AVIATION ADMINISTRATION AS PROVIDED UNDER TITLE 49 U.S.C., SECTION 47104. THECONTENTS DO NOT NECESSARILY REFLECT THE OFFICIAL VIEWS OR POLICY OF THE FAA. ACCEPTANCE OF THIS REPORT BY THE FAADOES NOT IN ANY WAY CONSTITUTE A COMMITMENT ON THE PART OF THE UNITED STATES TO PARTICIPATE IN ANY DEVELOPMENTDEPICTED THEREIN NOR DOES IT INDICATE THAT THE PROPOSED DEVELOPMENT IS ENVIRONMENTALLY ACCEPTABLE OR WOULDHAVE JUSTIFICATION IN ACCORDANCE WITH APPROPRIATE PUBLIC LAWS.Revision / DescriptionDrwn.FileChkd.GRAND JUNCTION, CO: 970.242.0101DENVER, CO: 303.708.1747PHOENIX, AZ: 602.803.7079ALBUQUERQUE, NM: 505.508.2192www.armstrongconsultants.com 19ADOT No. E5S3N AIRPORT LAYOUT PLANMARANA REGIONAL AIRPORTMARANA, ARIZONA0 156295 02/2017 ORIGINAL ISSUEGMR CRMJZP123ON AIRPORTLAND USEDRAWING16SCALE IN FEET0400 400800LEGENDRUNWAY 3 - 21 3,892' X 75' (E)RUNWAY 12 - 30 6,901' X 100' (E)AERONAUTICALAERONAUTICAL REVENUE GENERATINGW AVRA VALLEY RDN SANDARIO RDWRIGHT
WAY
N SANDERS RDRUNWAY 3 - 21 5,500' X 75' (U)6259506AIRPORT PROPERTY LINE (F)AIRPORT PROPERTY LINE (F)AIRPORT PROPERTY LINE (F)AIRPORT PROPERTY LINE (F)AIRPORT PROPERTY LINE (E)AIRPORT PROPERTY LINE (E)AIRPORT PROPERTY LINE (E)NGTMSRAROCLSUONTNATS10°2'24"MAGNETIC NORTH SOURCE:NOAA GEOPHYSICAL DATA CENTERMAGNETIC DECLINATION 10°2'24" EASTRATE OF CHANGE 0.09° WEST PER YEAROBTAINED: 09/13/16GENERAL AVIATION
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ROFA(E)(F)RSA(E)(F)ROFA(E)(F)RSA(E)(F)XXXXXXXXX
X Sheet: of:No. Project No. DateApprvd.THE PREPARATION OF THIS DOCUMENT MAY HAVE BEEN SUPPORTED, IN PART, THROUGH THE AIRPORT IMPROVEMENT PROGRAMFINANCIAL ASSISTANCE FROM THE FEDERAL AVIATION ADMINISTRATION AS PROVIDED UNDER TITLE 49 U.S.C., SECTION 47104. THECONTENTS DO NOT NECESSARILY REFLECT THE OFFICIAL VIEWS OR POLICY OF THE FAA. ACCEPTANCE OF THIS REPORT BY THE FAADOES NOT IN ANY WAY CONSTITUTE A COMMITMENT ON THE PART OF THE UNITED STATES TO PARTICIPATE IN ANY DEVELOPMENTDEPICTED THEREIN NOR DOES IT INDICATE THAT THE PROPOSED DEVELOPMENT IS ENVIRONMENTALLY ACCEPTABLE OR WOULDHAVE JUSTIFICATION IN ACCORDANCE WITH APPROPRIATE PUBLIC LAWS.Revision / DescriptionDrwn.FileChkd.GRAND JUNCTION, CO: 970.242.0101DENVER, CO: 303.708.1747PHOENIX, AZ: 602.803.7079ALBUQUERQUE, NM: 505.508.2192www.armstrongconsultants.com 19ADOT No. E5S3N AIRPORT LAYOUT PLANMARANA REGIONAL AIRPORTMARANA, ARIZONA0 156295 02/2017 ORIGINAL ISSUEGMR CRMJZP123OFFAIRPORTLAND USE17SCALE IN FEET0100010002000An FAA Form 7460-1, "Notice of Proposed Construction or Alteration" mustbe submitted for any construction or alteration (including hangars and otheron-airport and off-airport structures, towers, etc.) within 20,000 horizontalfeet of the airport greater in height than an imaginary surface extendingoutward and upward from the runway at a slope of 100 to 1 or greater inheight than 200 feet above ground level.NOTICE OF PROPOSED CONSTRUCTIONCHURCHSCHOOLHOSPITALPARK HPPEXISTINGDESCRIPTIONAIRFIELD DEVELOPMENT (ASPHALT)STRUCTURE/FACILITIES (BUILDING)GRAVEL / TURF / DIRTAIRPORT PROPERTY LINE (APL)RUNWAY PROTECTION ZONE (RPZ)ROADSMARKINGSFENCINGHELICOPTER PARKINGmwm TO BE REMOVEDDNL NOISE CONTOURZONING TYPEMARANA CITY LIMITSC LARGE LOT ZONEAG AGRICULTURALRD-180 RURAL DEVELOPMENTE TRANSPORTATION CORRIDOR ZONEHI HEAVY INDUSTRIALR-6 SINGLE FAMILY RESIDENTIALD DESIGNATED FLOODPLAIN ZONER-144 SINGLE FAMILY RESIDENTIALF SPECIFIC PLANR-7 SINGLE FAMILY RESIDENTIALVC VILLAGE COMMERCIALR-3.5 SINGLE FAMILY RESIDENTIALR-8 SINGLE FAMILY RESIDENTIALNC NEIGHBORHOOD COMMERCIALA SMALL LOT ZONEXXXLEGENDRPZ(E)RPZ(F)ORDINANCES IN EFFECT625950765 DNL NOISE CONTOUR (F)65 DNL NOISE CONTOUR (E)RUNWAY 3 - 21 3,892' X 75' (E)(F)RUNWAY 12 - 30 6,901' X 100' (E)RUNWAY 3 - 21 5,500' X 75' (U)LAND USE SOURCE: TOWN OF MARANA, AZ AUGUST 2016.NGTMSRAROCLSUONTNATS10°2'24"MAGNETIC NORTH SOURCE:NOAA GEOPHYSICAL DATA CENTERMAGNETIC DECLINATION 10°2'24" EASTRATE OF CHANGE 0.09° WEST PER YEAROBTAINED: 09/13/16CCHIAGERDDR-144VCR-3.5AR-6R-8R-7R-7R-7R-7R-6R-6R-6R-8R-8R-8FFMARANA CITY LIMITS
Sheet: of:No. Project No. DateApprvd.THE PREPARATION OF THIS DOCUMENT MAY HAVE BEEN SUPPORTED, IN PART, THROUGH THE AIRPORT IMPROVEMENT PROGRAMFINANCIAL ASSISTANCE FROM THE FEDERAL AVIATION ADMINISTRATION AS PROVIDED UNDER TITLE 49 U.S.C., SECTION 47104. THECONTENTS DO NOT NECESSARILY REFLECT THE OFFICIAL VIEWS OR POLICY OF THE FAA. ACCEPTANCE OF THIS REPORT BY THE FAADOES NOT IN ANY WAY CONSTITUTE A COMMITMENT ON THE PART OF THE UNITED STATES TO PARTICIPATE IN ANY DEVELOPMENTDEPICTED THEREIN NOR DOES IT INDICATE THAT THE PROPOSED DEVELOPMENT IS ENVIRONMENTALLY ACCEPTABLE OR WOULDHAVE JUSTIFICATION IN ACCORDANCE WITH APPROPRIATE PUBLIC LAWS.Revision / DescriptionDrwn.FileChkd.GRAND JUNCTION, CO: 970.242.0101DENVER, CO: 303.708.1747PHOENIX, AZ: 602.803.7079ALBUQUERQUE, NM: 505.508.2192www.armstrongconsultants.com 19ADOT No. E5S3N AIRPORT LAYOUT PLANMARANA REGIONAL AIRPORTMARANA, ARIZONA0 156295 02/2017 ORIGINAL ISSUEGMR CRMJZP12318AIRPORTPROPERTYINVENTORYMAPSCALE IN FEET0500 500100009100304AIRPORT PROPERTY LINE (E)N 45°28'18" E TRUERUNWAY 3 - 21 3,892' X 75' (E)N 44°31'34" W TRUERUNWAY 12 - 30 6,901' X 100' (E)RPZ (E)500' X 1,010' X 1,700', 20:1 CAT C AIRCRAFT: FEE SIMPLERPZ (E)500' X 1,010' X 1,700', 34:1 CAT C AIRCRAFT: FEE SIMPLERPZ (E)500' X 700' X 1,000', 34:1 CAT B AIRCRAFT: FEE SIMPLERPZ (E)500' X 700' X 1,000', 34:1 CAT B AIRCRAFT: FEE SIMPLEZONED CLARGE LOT ZONEZONED ETRANSPORTATIONCORRIDOR ZONEBKW FARMS INC.(±140.58 ACRES)BKW FARMS INC.(±63.53 ACRES)PROPERTY TO BE ACQUIREDPARCELINTERESTLOCATION ACREAGE PURPOSEFEE SIMPLE OR EASEMENTPORTION OF: S4, T12S, R11E±32.89RUNWAY PROTECTION ZONEFEE SIMPLE OR EASEMENTPORTION OF: S9, T12S, R11E±10.67RUNWAY PROTECTION ZONEFEE SIMPLE OR EASEMENTPORTION OF: S10, T12S, R11E±22.76 RUNWAY PROTECTION ZONEFEE SIMPLE OR EASEMENTPORTION OF: S3, T12S, R11E±9.81 RUNWAY PROTECTION ZONEFEE SIMPLE OR EASEMENTPORTION OF: S3, T12S, R11E±21.39RUNWAY EXTENSIONRUNWAY PROTECTION ZONEFEE SIMPLEPORTION OF: S4, T12S, R11E±52.0 AERONAUTICALFEE SIMPLEPORTION OF: S10, T12S, R11E±46.25 AERONAUTICALRUNWAY 3 - 21 5,550' X 75' (U)WRIGHT
WAYW AVRA VALLEY RDE APRON ACCESS215-04-001P215-04-001Q215-04-001K(Parcel A)215-04-001L(Parcel B)215-04-001E215-09-0450215-10-0500215-10-051J215-10-051P215-03-013H215-03-014G215-10-051N215-10-051L215-10-051M215-03-013F215-03-014ETW A (E)TW A1(E)(F)TW B (E)(F)TW A3 (E)TW A4 (E)TW E1 (E)(F)TW B3 (E)(F)TW A(E)TW C(E)TW B2 (E)TW E2 (E)(F)TW B1 (E)(F)TW A2 (E)EXISTINGDESCRIPTIONAIRFIELD DEVELOPMENT (ASPHALT)STRUCTURE/FACILITIES (BUILDING)GRAVEL / TURF / DIRTAIRPORT PROPERTY LINE (APL)RUNWAY SAFETY AREA (RSA)OBSTACLE FREE ZONE (OFZ)RUNWAY OBJECT FREE AREA (ROFA)RUNWAY PROTECTION ZONE (RPZ)BUILDING RESTRICTION LINE (BRL)TAXIWAY SAFETY AREA (TSA)TAXIWAY OBJECT FREE AREA (TOFA)RUNWAY VISIBILITY ZONE (RVZ)AIRPORT REFERENCE POINT (ARP)N/A PACS/SACS MONUMENTIRRIGATION CANALEXISTINGDESCRIPTIONTHRESHOLD LIGHTSREILVASI/PAPIAIRPORT ROTATING BEACONNON DIRECTIONAL BEACONWIND CONE & SEGMENTED CIRCLEAWOSLIGHTED WIND CONEN/ASECTION CORNERN/ACONTOURSROADSMARKINGSFENCINGHELICOPTER PARKINGN/A TO BE REMOVEDN/A PARCEL LINEXXX4125121112LEGENDRPZ(E)RPZ(F)TOFA(E)TSA(E)BRL(E)ROFA(E)OFZ(E)RSA(E)RPZ(E)TOFA(F)TSA(F)BRL(F)ROFA(F)OFZ(F)RSA(F)RPZ(F)RVZ(E)RVZ(F)ASPHALT CONCRETEAIRPORT PROPERTY LINE (F)AIRPORT PROPERTY LINE (F)AIRPORT PROPERTY LINE (F)AIRPORT PROPERTY LINE (F)AIRPORT PROPERTY LINE (E)AIRPORT PROPERTY LINE (E)AIRPORT PROPERTY LINE (E)123456a7123456b76a6bEXISTING PROPERTY DATAOWNER /PARCEL NO.± Ac.DATERECORDING INFORMATIONGRANTOR / DEEDTYPEFAAPIMA COUNTY215-04-001E±120 10/20/1982DOCKET: 6890BOOK: 215MAP: 04PARCEL: 001EPAGE: 852U.S. BUREAU OF LANDMANAGEMENT / PATENTNONEPIMA COUNTY215-03-013F±38 10/20/1982DOCKET: 6890BOOK: 215MAP: 03PARCEL: 013FPAGE: 852U.S. BUREAU OF LANDMANAGEMENT / PATENTNONEPIMA COUNTY215-04-014E±2.0710/20/1982DOCKET: 6890BOOK: 215MAP: 03PARCEL: 0450PAGE: 852U.S. BUREAU OF LANDMANAGEMENT / PATENTNONEPIMA COUNTY215-09-0450±156.9710/20/1982DOCKET: 6890BOOK: 215MAP: 09PARCEL: 001EPAGE: 852U.S. BUREAU OF LANDMANAGEMENT / PATENTNONEPIMA COUNTY215-10-0500±80 10/20/1982DOCKET: 6890BOOK: 215MAP: 10PARCEL: 0500PAGE: 852U.S. BUREAU OF LANDMANAGEMENT / PATENTNONEPIMA COUNTY215-04-001K R/W 15-99522±12.62(PARCEL A)10/30/1983DOCKET: 9699SEQUENCE: 93233874R.O.W. NO.: 16-99522PAGE: 760-768STATE OF ARIZONANONEPIMA COUNTY215-04-001L R/W#15-99522±40(PARCEL B)10/30/1983DOCKET: 9599SEQUENCE: 93233874R.O.W. NO: 16-99522PAGE: 760-768STATE OF ARIZONANONEPIMA COUNTY215-04-001P±19.83/25/1992DOCKET: 9255BOOK: 215MAP: 04PARCEL: 001PPAGE: 1428BKW FARMS, INC. /WARRANTYNONEPIMA COUNTY215-04-001Q±11.91 3/25/1992DOCKET: 9255BOOK: 215MAP: 04PARCEL: 001QPAGE: 1428BKW FARMS, INC. /WARRANTYNONEPIMA COUNTY215-03-013H±2.67 6/10/1996DOCKET: 10312BOOK: 215MAP: 04PARCEL: 013HPAGE: 479STATE OF ARIZONA / PATENT NONEPIMA COUNTY215-03-014G±0.976/10/1996DOCKET: 10312BOOK: 215MAP: 03PARCEL: 014GPAGE: 479STATE OF ARIZONA / PATENT NONEPIMA COUNTY215-10-051J R/W# 16-96341±48.99 7/20/1990DOCKET: 8834BOOK: -MAP: -PARCEL: 051JPAGE: 1392STATE OF ARIZONANONEPIMA COUNTY215-10-051L±2.47 6/10/1995DOCKET: 10312SEQUENCE: 96097803MAP: -PARCEL: 051LPAGE: 479 TO 482STATE OF ARIZONA / PATENT NONEPIMA COUNTY215-10-051M±2.95 6/10/1996DOCKET: 10312SEQUENCE: 96097803MAP: -PARCEL: 051MPAGE: 479 TO 482STATE OF ARIZONA / PATENT NONEPIMA COUNTY215-10-051N±2.526/10/1996DOCKET: 10312SEQUENCE: 96097803MAP: -PARCEL: 051NPAGE: 479 TO 482STATE OF ARIZONA / PATENT NONEPIMA COUNTY215-10-051P±24.84 6/10/1996DOCKET: 10312SEQUENCE: 96097803MAP: -PARCEL: 051PPAGE: 479 TO 482STATE OF ARIZONA / PATENT NONE8910111213a13b1415161718192021228910111213a13b141516171819202122NGTMSRAROCLSUONTNATS10°2'24"MAGNETIC NORTH SOURCE:NOAA GEOPHYSICAL DATA CENTERMAGNETIC DECLINATION 10°2'24" EASTRATE OF CHANGE 0.09° WEST PER YEAROBTAINED: 09/13/16W AVRA VALLEY RDN SANDARIO RDN SANDERS RD
Sheet: of:No. Project No. DateApprvd.THE PREPARATION OF THIS DOCUMENT MAY HAVE BEEN SUPPORTED, IN PART, THROUGH THE AIRPORT IMPROVEMENT PROGRAMFINANCIAL ASSISTANCE FROM THE FEDERAL AVIATION ADMINISTRATION AS PROVIDED UNDER TITLE 49 U.S.C., SECTION 47104. THECONTENTS DO NOT NECESSARILY REFLECT THE OFFICIAL VIEWS OR POLICY OF THE FAA. ACCEPTANCE OF THIS REPORT BY THE FAADOES NOT IN ANY WAY CONSTITUTE A COMMITMENT ON THE PART OF THE UNITED STATES TO PARTICIPATE IN ANY DEVELOPMENTDEPICTED THEREIN NOR DOES IT INDICATE THAT THE PROPOSED DEVELOPMENT IS ENVIRONMENTALLY ACCEPTABLE OR WOULDHAVE JUSTIFICATION IN ACCORDANCE WITH APPROPRIATE PUBLIC LAWS.Revision / DescriptionDrwn.FileChkd.GRAND JUNCTION, CO: 970.242.0101DENVER, CO: 303.708.1747PHOENIX, AZ: 602.803.7079ALBUQUERQUE, NM: 505.508.2192www.armstrongconsultants.com 19ADOT No. E5S3N AIRPORT LAYOUT PLANMARANA REGIONAL AIRPORTMARANA, ARIZONA0 156295 02/2017 ORIGINAL ISSUEGMR CRMJZP12319AERIALPHOTOGRAPHSCALE IN FEET0600 6001200AERIAL PHOTOGRAPH BY: WOOLPERT, INC.,TAKEN 10/2015.NGTMSRAROCLSUONTNATS10°2'24"MAGNETIC NORTH SOURCE:NOAA GEOPHYSICAL DATA CENTERMAGNETIC DECLINATION 10°2'24" EASTRATE OF CHANGE 0.09° WEST PER YEAROBTAINED: 09/13/16
Airport Master Plan – Marana Regional Airport
Chapter Seven
Environmental Overview
Airport Master Plan – Marana Regional Airport 7-1
Chapter 7 – Environmental Overview
7.1 Introduction
In addition to identifying airport development that is financially and technically feasible, an important part of
the master planning process is ensuring that any future airport development minimizes impacts to the
environment. Council on Environmental Quality (CEQ) regulation 1501.2 states, “agencies shall integrate the
NEPA process with other planning at the earliest possible time to ensure that planning decisions reflect
environmental values, avoid delays later in the process, and head off potential conflicts.”
The environmental overview has been prepared to identify potential environmental impacts associated with the
proposed airport improvement projects and to discuss potential mitigation measures that will be considered to
minimize these impacts. This overview does not replace the need for an environmental clearance document,
such as an environmental assessment (EA) or an environmental impact statement (EIS), which may be required
for the proposed actions resulting from a master plan. To obtain environmental clearance for any proposed
projects at the Airport, documentation is required to be prepared in accordance with United States Department
of Transportation (USDOT) policy, FAA Order 5050.4B, FAA Order 1050.1F, and CEQ Regulations.
Consequently, the environmental overview was conducted in accordance with FAA Order 5050.4B, National
Environmental Policy Act (NEPA) Implementing Instructions for Airport Actions, FAA Order 1050.1F Environmental
Impacts: Policies and Procedures, and FAA Order 1050.1F Desk Reference, which requires the analysis of the following
environmental resource categories prior to project implementation:
Air quality;
Biotic resources (including fish, wildlife, and plants);
Climate;
Coastal resources;
Department of Transportation Act, Section 4(f);
Farmlands;
Hazardous materials, solid waste, and pollution prevention;
Historical, architectural, archeological, and cultural resources;
Land use;
Natural resources and energy supply;
Noise and compatible land use;
Socioeconomics, environmental justice, and children’s environmental health and safety risks;
Visual effects (including light emissions); and
Water resources (including wetlands, floodplains, surface waters, groundwater, and wild and scenic
rivers).
Chapter Seven Environmental Overview
Airport Master Plan – Marana Regional Airport 7-2
FAA Order 1050.1F, Environmental Impacts: Policies and Procedures, describes the types of impacts and thresholds
that determine if an impact is considered to be significant. The proposed development projects will require a
determination to be made regarding which of the following environmental clearance documents would be
required prior to project implementation. These environmental clearance documents include the following:
Categorical Exclusions (CATEX) – Projects or actions that are found, based on past experience
with similar projects, or actions, that do not normally require an EA or EIS because they do not
individually or cumulatively have a significant effect on the environment.
Environmental Assessment (EA) – Preparation of a concise document used to describe a proposed
project’s anticipated environmental impacts and mitigation measures.
Environmental Impact Statement (EIS) – Preparation of a clear, concise, and appropriately detailed
document that provides the agency, decision makers, and the public with a full and fair discussion of
significant environmental impacts of the proposed project and reasonable alternatives.
Ultimately, the FAA will determine whether the proposed development project constitutes a major federal
action subject to NEPA, or whether it is a Categorical Exclusion from NEPA because it is not expected to
have a significant adverse effect on the environment.
7.2 Environmental Overview
The purpose of an environmental overview is to identify significant thresholds for the resource categories
contained in Federal Aviation Administration (FAA) Order 1050.1F, Environmental Impacts: Policies and Procedures
and FAA Order 5050.4B, National Environmental Policy Act (NEPA) Implementation Instructions for Airport Actions.
The environmental overview for Marana Regional Airport is illustrated in Table 7-1.
7.3 Environmental Overview Summary
After reviewing Table 7-1, one finds that future development at the Airport has the potential to impact the
following environmental resources, directly or indirectly:
Air quality
Climate
Hazardous Material, Solid Waste, and Pollution Prevention
Noise and Noise-Compatible Land Use
Water Resources - Floodplains
The potential environmental impacts on any future proposed action will be identified and gauged against the
baseline conditions. When and if a significance threshold as defined in FAA Order 1050.1F has been exceeded,
further analysis may be required in a subsequent NEPA document.
Chapter Seven Environmental Overview Airport Master Plan – Marana Regional Airport 7-3 Environmental Impact Category Significance Threshold per FAA Order 1050.1F Potential Environmental Impacts Oversight Agencies Permits/ Certificates Anticipated Anticipated Impact Level No Impact ○ Minimal ● Significant Air Quality The action would cause pollutant concentrations to exceed one or more of the National Ambient Air Quality Standards (NAAQS), as established by the Environmental Protection Agency under the Clean Air Act, for any of the time periods analyzed, or to increase the frequency or severity of any such existing violations. Construction emissions, specifically dust, are not a long-term factor. The necessary permits will be obtained before construction begins and construction projects will conform to FAA Advisory Circular (AC) 150/5370-10G, Standards for Specifying Construction of Airports. The following Best Management Practices (BMP) are recommended to minimize construction emissions: I. Site Preparation A. Minimize land disturbance, B. Use watering trucks to minimize dust, C. Cover trucks when hauling dirt or debris, D. Stabilize the surface of dirt piles and any disturbed areas, E. Use windbreaks to prevent any accidental dust pollution, and F. Segregate storm water drainage from construction sites and material piles. II. Construction Phase A. Cover trucks when transferring materials, and B. Minimize unnecessary vehicular and machinery activities. III. Completion Phase A. Re-vegetate any disturbed land not used, and B. Remove unused material and dirt piles. Temporary air pollution may occur as a result of future construction projects. The design and construction of the proposed improvements will incorporate BMP to reduce air quality impacts, including minimizing land disturbance, using water trucks for dust suppression, covering trucks when hauling soil, and the use of wind breaks. These practices will be selected based on the site’s characteristics. No significant air quality impacts are anticipated for any future proposed development. In addition, the Aviation Emissions and Air Quality Handbook Version 3 dated July 2014 provides guidance on following a 4-step approach so users can: 1. Determine when an air quality assessment is warranted, 2. Formulate an appropriate approach to preparing the assessment, 3. Conduct the assessment, and 4. Document the results. There is no single, universal criterion for determining what type of analysis is appropriate for FAA supported projects or actions. U.S. Environmental Protection Agency (EPA) To be in compliance with Federal or state requirements, a project may be required to obtain certain permits or approvals before the project can be implemented. o Table 7-1 Environmental Overview
Chapter Seven Environmental Overview Airport Master Plan – Marana Regional Airport 7-5 Environmental Impact Category Significance Threshold per FAA Order 1050.1F Potential Environmental Impacts Oversight Agencies Permits/ Certificates Anticipated Anticipated Impact Level No Impact ○ Minimal ● Significant Biological Resources (including fish, wildlife, and plants) The U.S. Fish and Wildlife Service or the National Marine Fisheries Service determines that the action would be likely to jeopardize the continued existence of a federally listed threatened or endangered species, or would result in the destruction or adverse modification of federally designated critical habitat. The FAA has not established a significance threshold for non-listed species. Table 2-19 depicts the threatened, endangered, and candidate species potentially occurring within Pima County, Arizona as of June 2015. Prior to actually implementing any of the recommended development projects, the required environmental clearance documentation will evaluate the likelihood of any impact to either Federally listed or non-listed species. U. S. Department of the Interior (DOI), Fish and U.S. Wildlife Services (USFWS), and National Marine Fisheries Service (NMFS) A Biological Opinion is required if an action is likely to result in jeopardizing an endangered or threaten species resulting in the destruction or adverse modification of its designated critical habitat. Climate The FAA has not established a significance threshold for Climate. For FAA project-level actions, the affected environment section for climate is highly dependent on the project itself and is defined as the entire geographic area that could be either directly or indirectly affected by the proposed project. Consideration for reducing emissions should be taken into consideration as part of the environmental clearance documentation for the individual project-level actions. EPA None o Coastal Resources The FAA has not established a significance threshold for Coastal Resources. The Airport is not located within or adjacent to a coastal zone. Any proposed action and reasonable alternatives will not adversely impact the coastal zone natural resources protected by the National Oceanic and Atmospheric Administration (NOAA) regulations under 15 CFR Part 930. USFWS, Federal Emergency Management Agency (FEMA), NOAA, and state CZM Agency Consultation required with CZMA and CBRA Department of Transportation Act, Section 4(f) The action involves more than a minimal physical use of a Section 4(f) resource or constitutes a “constructive use” based on an FAA determination that the aviation project would substantially impair the Section 4(f) resource. Substantial impairment occurs when the activities, features, or attributes of the resource that contribute to its significance or enjoyment are substantially diminished. The proposal development would be primarily located on existing airport property on previously disturbed land, and would not use any land from a public park, recreation area, or wildlife or waterfowl refuge of national, state, or local significance. The proposed development shown off-airport property would also not use any land from a public park, recreation area, or wildlife or waterfowl refuge of national, state, or local significance. In the event that un-known resources are found during construction, all applicable federal and state laws regarding such findings will be followed. Department of the Interior (DOI), Department of Transportation (DOT) and FAA Consultation with agencies having jurisdiction over any public park recreation areas, waterfowl or wildlife refuges, or historic sites.
Chapter Seven Environmental Overview Airport Master Plan – Marana Regional Airport 7-7 Environmental Impact Category Significance Threshold per FAA Order 1050.1F Potential Environmental Impacts Oversight Agencies Permits/ Certificates Anticipated Anticipated Impact Level No Impact ○ Minimal ● Significant Farmlands The total combined score on Form AD-1006, “Farmland Conversion Impact Rating” ranges between 200 and 260 points. There are currently no active farming activities taking place on the Airport property or on the property identified for off-airport development. According to the Farmland Protection Policy Act, the regulation does not apply to land already committed to “urban development or water storage,” i.e., airport developed areas, regardless of its importance as defined by the Natural Resources Conservation Services (NRCS). As such, future development and construction projects are not expected to impact any USDA designated farmland. U.S. Department of Agriculture’s (USDA) Natural Resource Conservation Service (NRCS), CEQ and applicable state or local agency Farmland Conversion Impact Rating Form (AD-1006) is required, or a completed Land Evaluation Site Assessment, if applicable. Hazardous Material, Solid Waste, and Pollution Prevention The FAA has not established a significance threshold for Hazardous Materials, Solid Waste, and Pollution Prevention. None anticipated. If hazardous materials are encountered during construction on proposed projects, the Arizona Department of Environmental Quality will be contacted regarding procedures for handling and the disposal of hazardous materials. Solid waste generated during future project construction would be contained in designated areas and receptacles and removed once the project is completed. Pollution related to construction activities (i.e. dust) would be minimal and would not adversely affect the Airport as a whole. The sponsor should provide assurances that it will meet applicable solid waste disposal requirements. EPA, DOT, Arizona Department of Environmental Quality (ADEQ), Comprehensive Environmental Response Compensation and Liability Act (CERCLA) or Resource Conservation and Recovery Act (RCRA) permits, as appropriate o Historical, Architectural, Archaeological, and Cultural Resources The FAA has not established a significance threshold for Historical, Architectural, Archaeological, and Cultural Resources. An agency coordination letter was sent to the State Historic Preservation Office to determine if any future proposed projects will cause an adverse effect on a property which has been identified as having historical, architectural, archaeological, or cultural significance. The response from AZSHPO stated, “the lands identified for future acquisition should have an archeological survey conducted as part of the FAA NEPA process. Furthermore, some attention should be given to the built environment and airport structures that are 50 years and older.” Advisory Council and Historic Preservation (ACHP), State Historic Preservation Office (SHPO) No formal permits are required except under ARPA 16 USC, Sections 470aa-470mm.
Chapter Seven Environmental Overview Airport Master Plan – Marana Regional Airport 7-9 Environmental Impact Category Significance Threshold per FAA Order 1050.1F Potential Environmental Impacts Oversight Agencies Permits/ Certificates Anticipated Anticipated Impact Level No Impact ○ Minimal ● Significant Land Use The FAA has not established a significance threshold for Land Use. All proposed development would occur on the Airport property and adjacent land owned by the Town of Marana and the State of Arizona. The land use is primarily agricultural to the north, east and south of the Airport. To the west of the airport resides Zone E – Transportation Corridor Zone. The closest residential developments are located approximately 1 ½ miles north of the airport. All of the proposed development is compatible with the surrounding land uses. Federal Aviation Administration (FAA), Environmental Protection Agency (EPA) and applicable state and local agency Consultation with the state, tribal or local land use authority for the study area should be done when land use impacts would be involved in the proposed action or alternative(s) Natural Resources and Energy Supply The FAA has not established a significance threshold for Natural Resources and Energy Supply. Planned development projects at the Airport are not anticipated to result in a demand for natural resources or energy consumption beyond what is available by service providers. Department of Energy (DOE) and FAA None, however consultation for individual actions with state and local entities, as necessary, to determine if any permits may need to be acquired at the local level Noise and Noise-Compatible Land Use The action would increase noise by DNL 1.5 dB or more for a noise sensitive area that is exposed to noise at or above the DNL 65 dB noise exposure level, or that will be exposed at or above the DNL 65 dB level due to a DNL 1.5 dB or greater increase, when compared to the no action alternative for the same timeframe. A noise analysis is not needed for projects involving Design Group I and II airplanes in Approach Categories A through D operating at airports whose forecast operations do not exceed 90, 000 annual propeller operations (247 average daily operations) or 700 annual jet operations (2 average daily operations). Also, no noise analysis is needed for projects involving existing helicopter or airports whose helicopter operations do not exceed 10 annual daily average operations with hover time not exceeding 2 minutes. For the purpose of this master plan, noise contours were generated for aircraft operations only. Helicopter operations were not included because the existing and forecasted operations are below the operational criteria described above. Based on the generation of contours for forecasted aircraft operations, the existing land use in the vicinity of the airport is compatible with airport operations. Federal Aviation Administration (FAA) and Environmental Protection Agency (EPA) None o
Chapter Seven Environmental Overview Airport Master Plan – Marana Regional Airport 7-11 Environmental Impact Category Significance Threshold per FAA Order 1050.1F Potential Environmental Impacts Oversight Agencies Permits/ Certificates Anticipated Anticipated Impact Level No Impact ○ Minimal ● Significant Socioeconomics The FAA has not established a significance threshold for Socioeconomics. All proposed development would occur on the Airport property and adjacent land owned by the Town of Marana and the State of Arizona and would not result in the relocation of housing or community businesses, disruption of local traffic patterns, or a loss in community tax base. FHWA None Environmental Justice The FAA has not established a significance threshold for Environmental Justice. No impacts to minority and low income populations would occur as a result of the proposed actions. All proposed projects would occur on the Airport property and adjacent land owned by the Town of Marana and the State of Arizona. DOJ, EPA, DOT, and CEQ None Children’s Environmental Health and Safety Risks The FAA has not established a significance threshold for Children’s Environmental Health and Safety Risks. No impacts to the health and safety of children would occur as a result of the proposed actions. All proposed projects would occur on the Airport property and adjacent land owned by the Town of Marana and the State of Arizona. N/A None Light Emissions The FAA has not established a significance threshold for Light Emissions. The Town of Marana is a regional leader in adopting a lighting ordinance to help reduce light emissions from residential, commercial, and industrial properties. The Town of Marana Outdoor Lighting Code Ordinance 2008.18, adopted in 2008, provides regulations about the types of light fixtures and lamps that will help reduce light emissions. Although the Town of Marana code is meant to reduce light emissions throughout the town, large portions of the Airport are exempt from these standards. The FAA has strict lighting regulations for airports related to airfield lighting. Therefore, modification to airfield lighting to reduce illumination and glare cannot be considered. Town of Marana None, however state, regional, and local agencies and tribal approvals may be needed. Visual Resources/Visual Character The FAA has not established a significance threshold for Visual Resources/Visual Character. The proposed development at the airport is primarily pavement, so the potential to impact the visual characteristics of the area is minimal. There are some buildings proposed to be constructed in the planning period. The planned structures are all single-story buildings and would not impact the visual resources in the study area. Town of Marana None, however state, regional, and local agencies and tribal approvals may be needed.
Chapter Seven Environmental Overview Airport Master Plan – Marana Regional Airport 7-13 Environmental Impact Category Significance Threshold per FAA Order 1050.1F Potential Environmental Impacts Oversight Agencies Permits/ Certificates Anticipated Anticipated Impact Level No Impact ○ Minimal ● Significant Water Resources FAA has established significance thresholds for the resources included in this category: Wetlands: The action would: 1. Adversely affect a wetland’s function to protect the quality or quantity of municipal water supplies, including surface waters and sole source and other aquifers; 2. Substantially alter the hydrology needed to sustain the affected wetland system’s value and functions or those of a wetland to which it is connected; 3. Substantially reduce the affected wetland’s ability to retain floodwaters or storm runoff, thereby threatening public health, safety or welfare; 4. Adversely affect the maintenance of natural systems supporting wildlife and fish habitat or economically important timber, food, or fiber resources of the affected or surrounding wetlands; 5. Promote development of secondary activities or services that would cause the circumstances listed above to occurs; or 6. Be inconsistent with applicable state wetland strategies. Floodplains: Floodplain impacts would be significant if: The action would cause notable adverse impacts on natural and beneficial floodplain values. The proposed development at the airport is primarily pavement, so the potential impact to Water Resources is minimal. There are some buildings proposed to be constructed in the planning period. The planned structures are all single-story buildings. Because the airport is located in a floodplain, if no practicable alternative for development avoids floodplains, the FAA must incorporate mitigation measures into the proposed project in order to minimize potential harm to or within the floodplains. Mitigation may include: Elevating facilities above the base flood elevations; Minimizing fill placed in floodplains; Construction controls to minimize erosion and sedimentation; Designing the facility to allow adequate flow circulation and preserve free, natural drainage; Committing to comply with special flood-related design criteria; Using pervious surfaces where practicable; Controlling run-off, while ensuring the run-off control measure does not attract wildlife hazardous to aviation; or Controlling waste and spoil disposal to prevent contaminating ground and surface water, while not attracting wildlife hazardous to aviation. DOT, USACE, EPA, USFWS, FEMA, NPS, BLM and States and applicable municipalities Section 404 Permit, consultation with FEMA, Section 402 NPDES Permit, Section 10 Permit, consultation with appropriate land management agencies must be conducted. o
Chapter Seven Environmental Overview Airport Master Plan – Marana Regional Airport 7-15 Environmental Impact Category Significance Threshold per FAA Order 1050.1F Potential Environmental Impacts Oversight Agencies Permits/ Certificates Anticipated Anticipated Impact Level No Impact ○ Minimal ● Significant Water Resources (continued) Surface Waters: A significant impact exists if: The action would: 7. Exceed water quality standards established by Federal, state local and tribal regulatory agencies; or 8. Contaminate public drinking water supply such that public health may be adversely affected. Groundwater: A significant impact exists if: The action would: 1. Exceed groundwater quality standards established by Federal, state local and tribal regulatory agencies; or 2. Contaminate an aquifer used for public water supply such that public health may be adversely affected. Wild and Scenic Rivers: The FAA has not established a significance threshold for Wild and Scenic Rivers. The proposed development at the airport is primarily pavement, so the potential impact to Water Resources is minimal. There are some buildings proposed to be constructed in the planning period. The planned structures are all single-story buildings. Because the airport is located in a floodplain, if no practicable alternative for development avoids floodplains, the FAA must incorporate mitigation measures into the proposed project in order to minimize potential harm to or within the floodplains. Mitigation may include: Elevating facilities above the base flood elevations; Minimizing fill placed in floodplains; Construction controls to minimize erosion and sedimentation; Designing the facility to allow adequate flow circulation and preserve free, natural drainage; Committing to comply with special flood-related design criteria; Using pervious surfaces where practicable; Controlling run-off, while ensuring the run-off control measure does not attract wildlife hazardous to aviation; or Controlling waste and spoil disposal to prevent contaminating ground and surface water, while not attracting wildlife hazardous to aviation. DOT, USACE, EPA, USFWS, FEMA, NPS, BLM and States and applicable municipalities Section 404 Permit, consultation with FEMA, Section 402 NPDES Permit, Section 10 Permit, consultation with appropriate land management agencies must be conducted. o
Airport Master Plan – Marana Regional Airport
Chapter Eight
Airport Development and Financial Plan
Airport Master Plan – Marana Regional Airport 8-1
Chapter 8 – Airport Development and Financial Plan
8.1 Introduction
The final chapter of a master plan is intended to provide guidance on what will be required to demonstrate the
airport sponsor’s ability to fund the projects in the master plan. Outside factors, such as the uncertainty of
future federal and state funding, possible shifts in aviation demand at the airport, and changes in the economic
climate of the community, should be kept in mind when looking for funding for future development. The
Town’s ability to fund the recommended projects is a major consideration in preparing the Capital
Improvement Plan (CIP). The recommended development plan for the Marana Regional Airport is based on
the facility requirements as presented in Chapter 4.
The proposed funding plan contained in this chapter assumes the continuation of the FAA’s Airport
Improvement Program (AIP), and the growth of the Airport’s aviation activity as depicted in the approved
forecasts. Likewise, one must remember that the intrinsic value a well-maintained airport brings to a community
or region goes far beyond the day-to-day operational costs. In other words, the money spent and benefits
received in the community or region by individuals and businesses that use the airport equals or exceeds the
expenses, which are a result of operations at the airport.
8.2 Airport Development Plan
Future airport development at Marana Regional Airport is included in this airport master plan and covers a 20-
year planning period. Development items are grouped into three phases:
Phase I, Short-term (1-5 years)
Phase II, Medium-term (6-10 years)
Phase III, Long-term (11-20 years)
The refined development costs contained in this chapter are based on the proposed improvements as shown
on the Airport Layout Plan, and are included for each item in the financial development plan. The phasing of
projects assists the airport sponsor in budgetary planning for future construction projects. Table 8-1 outlines
the 20-year financial development plan. The sequence in which the projects are completed is important, as the
ultimate configuration of the Airport will require numerous projects.
Chapter Eight Airport Development and Financial Plan
Airport Master Plan – Marana Regional Airport 8-2
Table 8-1 Financial Development Plan Over 20 years
Phase I, Short-term Development Total FAA Share State Share Local Share1
A1 Demolition of itinerant aircraft parking apron (RVZ portion) $65,000 $59,189 $2,906 $2,905
A2 Construct aircraft parking apron – Phase 1 (RVZ
replacement) $1,005,000 $915,153 $44,924 $44,923
A3 Runway 30 threshold displacement; relocate REILs $50,000 $45,530 $2,235 $2,235
A4 Runway 12-30 MIRL upgrade – LED fixtures $325,000 $295,945 $14,528 $14,527
A5 Runway 3-21 MIRL upgrade – LED fixtures $200,000 $182,120 $8,940 $8,940
A6 Taxiway lighting upgrade – Phase 1 (Taxiway A &
connectors) $505,000 $459,853 $22,574 $22,573
A7 Taxiway lighting upgrade – Phase 2 (Taxiway B &
connectors) $300,000 $273,180 $13,410 $13,410
A8 Demolition/removal of hangar #6 $65,000 $59,189 $2,906 $2,905
A9 Demolition/removal of hangar #20 $75,000 $68,295 $3,353 $3,352
A10 Construct additional vehicle parking lot – Phase 1 $125,000 $113,825 $5,588 $5,587
A11 Construct aircraft shade structure $135,000 $0 $0 $135,000
A12 Runway 3 threshold displacement; install REILs $50,000 $45,530 $2,235 $2,235
A13 Land acquisition – Phase 1 (approx. 125 acres) $562,500 $512,213 $25,144 $25,143
A14 Airport Drainage Study $200,000 $182,120 $8,940 $8,940
A15 Install perimeter fencing – Phase 1 $55,000 $50,083 $2,459 $2,458
A16 Replace Runway 12-30 PAPIs/REILs; Replace Runway 3-21
PAPIs $350,000 $318,710 $15,645 $15,645
A17 Replace rotating beacon and tower $75,000 $68,295 $3,353 $3,352
Total Short-term Development Cost $4,142,500 $3,649,230 $179,140 $314,130
Phase II, Medium-term Development Total FAA Share State Share Local Share1
B1 Construct aircraft parking apron – Phase 2 $465,000 $423,429 $20,786 $20,785
B2 Construct additional T-hangars and apron (East Hangar
Apron) $660,000 $0 $0 $660,000
B3 Construct additional vehicle parking lot (East Hangar
Apron) $110,000 $0 $0 $110,000
B4 Construct corporate terminal building (East Apron) $20,000,000 $0 $0 $20,000,0002
B5 Install aircraft fuel facility (East Apron) $500,000 $455,300 $22,350 $22,350
B6 Construct airport maintenance facility/ARFF facility $750,000 $03 $0 $750,000
B7 Construct air traffic control tower and parking lot/access
road $3,000,000 $2,731,800 $0 $268,200
B8 Construct additional T-hangars (West Hangar Apron) $600,000 $0 $0 $600,000
B9 Construct on-airport access road/parking lot to specialty
aviation services complex $1,300,000 $0 $0 $1,300,000
B10 Reconstruct Taxiway C to 25 feet wide; install MITL and
signage $460,000 $418,876 $20,562 $20,562
B11 Construct taxilanes for additional box hangars (adjacent to
West Hangar Apron) $375,000 $341,475 $16,763 $16,762
B12 Construct Runway 3-21 partial-parallel taxiway – Phase 1 $380,000 $346,028 $16,986 $16,986
B13 Install perimeter fencing – Phase 2 $85,000 $77,401 $3,800 $3,799
B14 Land acquisition – Phase 2 (approx. 25 acres) $112,500 $102,443 $5,029 $5,028
Total Medium-term Development Cost $28,797,500 $4,896,752 $106,276 $23,794,472
Chapter Eight Airport Development and Financial Plan
Airport Master Plan – Marana Regional Airport 8-3
Table 8-1 Financial Development Plan Over 20 years Continued
Phase III, Long-term Development Total FAA Share State Share Local Share1
C1 Runway 21 extension (1,608 feet); install lighting & signage;
Construct Runway 3-21 partial-parallel taxiway – Phase 2 $1,300,000 $1,183,780 $58,110 $58,110
C2 Construct Runway 3-21 partial-parallel taxiway – Phase 3 $650,000 $591,890 $29,055 $29,055
C3 Relocate/install new wind cone and segmented circle $150,000 $136,590 $6,705 $6,705
C4 Land acquisition – Phase 3 (approx. 26 acres) $117,000 $106,541 $5,230 $5,229
Total Long-term Development Costs $2,217,000 $2,018,801 $99,100 $99,099
TOTAL DEVELOPMENT COST $35,157,000 $10,564,783 $384,516 $24,207,807
Note. All costs are calculated in 2016 dollars and are for planning purposes only. Assumes 91.06 percent funding for FAA AIP eligible development and
4.47 percent funding for State eligible development (with 4.47 percent match by Sponsor (Local)); if State funding is not eligible, Sponsor’s share is 8.94
percent. Some eligible projects may be funded without FAA participation, in which case the State funding share is 90 percent and the sponsor’s share is
10 percent. Funding for eligible projects, regardless of FAA or State participation, is not guaranteed and is subject to funding availability.
1Local share may include sponsor funds and/or private development funds. 2According to FAA Order 5100.38D, Airport Improvement Program Handbook,
general aviation airports may use their non-primary entitlements on a terminal building. 3 The airport is currently not Part 139 certificated, thus it is not
required to have an ARFF facility. Should the airport become Part 139 certificated in the future, the FAA may fund a portion of the ARFF facility.
Source: Armstrong Consultants, Inc., 2016
8.3 Funding Sources
Potential funding sources for the development plan identified in Chapter 5, Development Alternatives, provides
the basis for financial analysis. Funding comes from the FAA and local entity contributions. This section will
identify and quantify the expected sources of capital funds. As previously indicated, FAA funds represent the
majority of expected capital; however, a number of sources are identified and indicated below.
8.3.1 Federal Aviation Administration
The most recent legislation affecting federal funds for airports across the country was enacted on
February 17, 2012, and is entitled The FAA Modernization and Reform Act of 2012. The law authorizes
the FAA’s Airport Improvement Program (AIP) at $3.35 billion for fiscal years 2012 through 2015.
Eligible airports, which include those in the National Plan of Integrated Airports System (NPIAS), can
apply for AIP grants on an annual basis. Congress is currently working on the Federal Aviation
Administration (FAA) Reauthorization Act of 2016. The two-year bill would authorize FAA funding
for airport improvements, Air Traffic Control, and various aviation safety oversight functions.
The source for AIP funds is the Aviation Trust Fund. The Aviation Trust Fund was established in
1970 to provide funding for aviation capital investment programs (aviation development, facilities,
equipment, and research and development). The Aviation Trust Fund also finances the operation of
the FAA. It is funded through users’ fees, including taxes on airline tickets, aviation fuel, and various
aircraft parts.
For large and medium primary hub airports, AIP grants cover 75 percent of eligible costs (or 80 percent
for noise program implementation). For small primary, reliever, and general aviation airports, the grants
cover 90 - 95 percent of eligible costs, based on statutory requirements.
Entitlements
The term “entitlements” refers to the passenger, cargo service, and state apportionments (including
non-primary apportionments when applicable) available to sponsors and states based on formulas
Chapter Eight Airport Development and Financial Plan
Airport Master Plan – Marana Regional Airport 8-4
found within the Modernization Act. Funds apportioned for any non-hub or non-primary airport
remain available for obligation during the fiscal year for which the amount was apportioned and the
three fiscal years immediately following that year. Apportioned funds that have been unused are
protected and carryover for the airports through the three or four year periods. Non-primary
entitlement funds are specifically for general aviation airports listed in the latest NPIAS that
demonstrate needed airfield development. General aviation airports with an identified need are eligible
to receive annually the lesser value of the following:
20 percent of the 5-year cost of their current NPIAS value, or
$150,000 per year
A funding condition of the non-primary entitlement is that Congress must appropriate $3.2 billion or
more for non-primary entitlement funds to exist in the fiscal year.
State Apportionment
If the AIP has funding available equal to, or more than $3.2 billion, a total of 20 percent (or if the AIP
has funding available under $3.2 billion, a total of 18.5 percent) of the annual amount made available
for obligation is apportioned for use at non-primary commercial service, general aviation, and reliever
airports within the States.
Discretionary
Airport capacity, safety, and security projects are funded on a national priority system based on need.
Many of the most expensive projects in the CIP, such as runway extensions, are expected to be funded
from discretionary funds. Other CIP projects may be eligible for FAA discretionary dollars, but are
ranked lower or have portions of the project that may be funded from discretionary funds.
Discretionary funds provide 91.06 percent of the cost of eligible projects.
8.3.2 State Funding Program
In Arizona under the current legislation, capital improvement projects are funded 91.06 percent by the
FAA and 8.94 percent by the sponsor for fiscal year 2012 through 2015 (with the exception of some
commercial service airports and some airports located in economically distressed areas). As mentioned
in Section 8.3.1, beyond fiscal year 2015, the FAA will go through the re-authorization process, or pass
continuing resolution(s) to continue funding the Aviation Trust Fund. The State's airport-assistance
program for the five-year Airport Capital Improvement Plan (ACIP) includes two funding splits for
grants based upon whether or not the FAA is participating. When the FAA participates, the Arizona
Department of Transportation (ADOT) provides 50 percent of a sponsor's share. Current sponsor
obligations on federal projects are 8.94 percent of a project's total cost, making the state share 4.47
percent. As airport sponsors receive a federal grant, they apply to the state for the matching funds.
Additionally, some direct or “state only” grants (when the FAA is not participating in the funding) may
be available to a sponsor for eligible projects. Currently, ADOT will fund 90 percent of eligible projects,
leaving the remaining 10 percent share to be funded by the sponsor.
To fund revenue generating developments at airports, ADOT established the Arizona Development
Loan Program. The program is designed to be a flexible funding mechanism to assist eligible airport
Chapter Eight Airport Development and Financial Plan
Airport Master Plan – Marana Regional Airport 8-5
sponsors in improving the economic status of their respective airports. In early 2016 this program was
suspended because of the state’s fiscal constraints. The program may become available again in the
future.
Eligible Applicants
The state, city, town, county, district, authority or other political subdivisions of the state, which owns
and operates an airport(s), open to the public on a nondiscriminatory basis, is eligible for assistance
under the Loan Program. Eligible airports must be identified in the ADOT State Airports System Plan
dated November 2009 (or most current version).
Eligible Projects
Typical eligible projects included airport related construction projects for runways, taxiways, aircraft
parking ramps, aircraft storage facilities (hangars), fueling facilities, general aviation terminal buildings
or pilot lounges, utility services (power, water, sewer, etc.) to the airport runway or taxiway lighting,
approach aids (electronic or visual), ramp lighting, airport fencing, airport drainage, land acquisition,
planning studies, and under certain conditions, the preparation of plans and specifications for airport
construction projects. In addition, projects not eligible for funding under other programs and those
designed to improve the airport self-sufficiency, may also be considered.
Pavement Maintenance Program
As introduced in Chapter 2, the Arizona Pavement Preservation Program (APPP) has been established
to assist in the preservation of the Arizona airport system infrastructure. Every year ADOT’s
Aeronautics Group, using the Airport Pavement Management System (APMS), identifies airport
pavement maintenance projects eligible for funding for the upcoming five-year ACIP. These projects
will appear in the state's Five-Year Airport Development Program. Once a project has been identified
and approved for funding by the State Transportation Board, the airport sponsor may elect to accept
a state grant for the project and not participate in the APPP, or the airport sponsor may sign an inter-
government agreement (IGA) with the Aeronautics Group to participate in the APPP.
The Town has taken advantage of the pavement maintenance program at the Marana Regional Airport.
Provided the program continues, it is recommended that the Town continue to leverage this program
to preserve the overall integrity of the airfield pavement. However, it should be noted that the APPP
is supplemental to the airport sponsor’s own pavement management program, and therefore should
not be solely dependent upon as a means for the upkeep of the airport’s pavements.
8.3.3 Local Funding
Airport Rates and Charges
FAA Order 5190.6B, FAA Airport Compliance Manual, provides comprehensive guidance on the legal
requirement that airport fees be fair, reasonable, and not unjustly discriminatory. The objective of the
policy is to provide guidance to airports in establishing rates and charges that will help the airport work
towards financial sustainability.
Chapter Eight Airport Development and Financial Plan
Airport Master Plan – Marana Regional Airport 8-6
Several revenue generating activities that the Town is already doing will continue to enhance revenues
at the Airport, such as:
Aircraft tie-down rental
Fuel sale mark-up
Airport landing fee
Self-fueling permit
Airport special use fee
Airport operations assistance/call-out fee
Equipment rental/damage replacement fee
Temporary parking fee
Commercial photography permit
Long-term ground leases
Other more conventional methods of securing funding and financing alternatives the Town could
consider include:
Bank Financing
Some airport sponsors use bank financing as a means of funding airport development. Generally, two
conditions are required; first, the sponsor must show the ability to repay the loan plus interest, and
second, capital improvements must be less than the value of the present facility or some other collateral
used to secure the loan. These are standard conditions which are applied to almost all bank loan
transactions.
General Obligation Bonds
General Obligation bonds (GO) are a common form of municipal bonds whose payment is secured
by the full faith credit and taxing authority of the issuing agency. GO bonds are instruments of credit
and because of the community guarantee, reduce the available debt level of the sponsoring community.
This type of bond uses tax revenues to retire debt and the key element becomes the approval of the
voters to a tax levy to support airport development. If approved, GO bonds are typically issued at a
lower interest rate than other types of bonds.
Force Accounts, In-kind Service, and Donations
Depending on the capabilities of the Sponsor, the use of force accounts, in-kind service, or donations
may be approved by the FAA for the Sponsor to provide their share of the eligible project costs. An
example of force accounts would be the use of heavy machinery and operators for earthmoving and
site preparation of runways or taxiways, the installation of fencing, or the construction of
improvements to access roads. In-kind service may include surveying, engineering, or other services.
Donations may include land or materials such as gravel or water needed for the project. The values of
these items must be verified and approved by the FAA prior to initiation of the project.
Chapter Eight Airport Development and Financial Plan
Airport Master Plan – Marana Regional Airport 8-7
Third-Party Support
Several types of funding fall into this category. For example, individuals or interested organizations
may contribute portions of the required development funds (pilot associations, economic development
associations, Chambers of Commerce, etc.). Although not a common means of airport financing, the
role of private financial contributions not only increases the financial support of the project, but also
stimulates moral support to airport development from local communities. For example, private
developers may be persuaded to invest in hangar development. A suggestion would be for the City to
authorize long-term leases to individuals interested in constructing a hangar on airport property. This
arrangement generates revenue from the airport, stimulates airport activity, and minimizes the
sponsor’s capital investment requirements. Another method of third-party support involves permitting
the fixed base operator (FBO) to construct and monitor facilities on property leased from the airport.
Terms of the lease generally include a fixed amount plus a percentage of revenues and a fuel flowage
fee. The advantage to this arrangement is that it lowers the sponsor’s development costs, a large portion
of which is building construction and maintenance.
The airport funds some or all of the cost of capital projects by generating revenue from tenants, users,
and other sources. These airport funds can come from annual surplus, reserves, or borrowing. While
capital projects are usually funded from variety of sources, in the end, airport contributed funds have
a role in almost all projects, particularly as seed money to initiate projects and to provide the match of
FAA funds.
8.4 Pavement Maintenance Plan
Periodic maintenance is necessary to prolong the useful life of the airport pavements. The effects of weather,
oxidation, and usage cause the pavement to deteriorate. The accumulation of moisture in the pavement causes
heaving and cracking, and is one of the greatest causes of pavement distress. The sun’s ultraviolet rays oxidize
and break down the asphalt binder in the pavement mix, which in turn accelerates raveling and erosion and can
reduce asphalt thickness.
The appropriate pavement maintenance will minimize the effects of weather damage and oxidation. Crack
sealing is performed to keep moisture from accumulating inside and underneath the pavement and should be
done at least every five years prior to fog sealing or overlaying the pavements. Fog seals, slurry seals, and coal
tar emulsion (fuel resistant) seals are spread over the entire paved area to replenish the binder lost through
aggregate to increase the friction coefficient of the pavement. Asphalt overlays are performed near the end of
the useful life of the pavement. A layer of new asphalt is placed over the existing pavement to renew the life of
the pavement and to recover lost strength due to deterioration. Unless specially designed, the overlay is not
intended to increase the weight bearing capacity of the pavement. Overlays may be supplemented with a porous
friction course of grooving to increase friction and minimize hydroplaning. Remarking of the pavement is
required following a fog seal or overlay.
The recommended pavement maintenance cycle time frames are listed below in Table 8-2. It should be noted
that the time frames are recommendations only. Actual pavement deterioration will be affected by use of the
Airport and weather exposure. Maintenance actions should be scheduled as necessary through close monitoring
and inspection of the pavements.
Chapter Eight Airport Development and Financial Plan
Airport Master Plan – Marana Regional Airport 8-8
Table 8-2 Pavement Maintenance Schedule
Pavement Maintenance Cycle Approximate Time Frames
Crack Seal Pavement 1 - 2 years
Crack Seal, Seal Coat, and Remark Pavements 3 - 8 years
Seal Concrete Joints 6 - 8 years
Overlay Pavements 15 - 18 years
Source: Armstrong Consultants, Inc., 2016
8.5 Financial Plan Recommendations
The ultimate goal of any airport should be the capability to support its own operation and development through
airport generated revenues. Unfortunately, few airports are able to do this. For example, it is difficult to break
even when the fees received from hangar rentals and fuel sales will not adequately amortize the cost of
construction projects. The Town should consider implementing additional airport revenue generating
opportunities in order to gain self-sufficiency.
Based on the historical and projected operating revenues and expenses, it is likely that the airport will not
operate profitably for the planning period, as shown on Table 8-3. The ability of the Town to generate
additional revenue is directly related to enhancing the airfield to attract additional aircraft traffic along with
looking for ways to leverage unused portions of the airport property, i.e., revenue generating aeronautical and
non-aeronautical development. It is important to note that all non-aeronautical development on or adjacent to
the airport must be compatible with the airport.
8.5.1 Airport Revenue Opportunities
Airport revenues are generally produced from the use of land leases, user fees, and property taxes
generated from on-airport improvements. Examples of airport revenue generators include:
Land Leases - Property on the airport that is not devoted to airfield use, vehicle parking, or
contained within areas required to be cleared of structures may be leased to individual airport
Historical Projected1
2015 Phase I Phase II Phase III
Operating Expenses
Includes Personnel & Benefit Costs, Operating Supplies & Equipment, Contracted Services, and misc. costs.
Total Operating Expenses $450,997 $496,096 $530,822 $594,520
Operating Revenues
Annual Enterprise Funds Revenue - Airport
Total Operating Revenue $235,050 $258,555 $276,653 $309,851
Net Operating Expense/Revenue $215,947 $237,541 $254,169 $284,669
Note: Does not include capital improvement projects and assumes no additional development occurs.
1The increase in revenue and expenses are based on an increase in forecasted airport activity.
Source: Armstrong Consultants, Inc., 2016
Table 8-3 Projected Annual Airport Revenues and Expenses (Based on Historical Data)
Chapter Eight Airport Development and Financial Plan
Airport Master Plan – Marana Regional Airport 8-9
users or aviation related businesses. Typically, the individual is provided a long-term lease on
which to construct a hangar, business, or other facility. At the termination of the lease, the
lessee has the option to renew the lease, sell or lease the buildings, or to remove the buildings.
Hangar Leases - Hangars on the airport owned by the airport sponsor can be leased to
private aircraft operators or businesses. Typically, as with land leases, the individual or business
is provided a long-term lease of the hangar. At the termination of the lease, the lessee has the
option to renew the lease or cease use of the hangar.
Tie-Down Fees - A fee is typically established for the use of fixed ramp tie-downs on paved
apron areas. The fees are usually established on a monthly or annual basis for based aircraft
and on an overnight basis for transient aircraft.
Airport Usage Fee - This fee is typically imposed on charter aircraft and can be waived if the
operator purchases a minimum amount of fuel.
Commercial Activity Fee - This fee is typically imposed on commercial activities operating
“for profit” at the airport. Typical commercial activities may include fixed base operators,
testing and training, maintenance services, and retail or other goods and services which may
be provided at the airport.
Non-Aeronautical Revenue Generating - This fee is imposed on leases of land that are
allocated as airport property but do not have access and/or use for aeronautical activities (i.e.
non-aeronautical use). The fee for these areas must be setup at fair market value and all revenue
generated from these leases must remain within the airport fund.
In accordance with FAA and Arizona grant assurances, all revenues generated by the airport
must be expended by the airport for the capital or operating costs of the airport. No revenue
generated on the airport may go into the Town’s general fund.
8.6 Airport Development Recommendations
Based on the findings of the planning process, the following recommendations are provided for the Town of
Marana to consider for development of the Airport to meet the needs of the community:
1. The Town has the advantage of having the ability to separate the airport into distinct development
areas to improve the overall operational movements. The proposed development areas are the 1)
specialized aviation services complex, 2) general aviation complex, and 3) corporate development
complex. By separating the Airport into different functional areas, the Town will be able to provide
enhanced services to existing and future customers.
2. Consider additional aviation related development northeast of the proposed corporate
development complex.
3. Construct the necessary infrastructure such as a terminal building adjacent to the east apron to
position for the Airport for additional corporate customers.
4. Continued monitoring of the airport’s financial status is necessary in order to adapt and adjust to
changing conditions.
Chapter Eight Airport Development and Financial Plan
Airport Master Plan – Marana Regional Airport 8-10
8.7 Continuous Planning Process
Airport planning is a continuous process that does not end with the completion of a major capital project. The
fundamental issues upon which these airport master plans are based are expected to remain valid for several
years; however, several variables such as annual aircraft operations and socioeconomic conditions, are likely to
change over time. The continuous planning process necessitates that the Town of Marana consistently monitor
the progress of the Airport in terms of growth in based aircraft and annual operations, as this growth is critical
to the exact timing and need for new airport facilities as recommended within the airport master plan. The
information obtained from this monitoring process will provide the data necessary to determine if the
development schedule should be accelerated, decelerated, or maintained as scheduled.
Periodic updates of the Airport Layout Plan, Capital Improvement Plan, and Airport Master Plan are
recommended to document physical changes to the Airport, review changes in aviation activity and to update
improvement plans for the Airport. The primary goal of the airport master planning effort is to develop a safe
and efficient airport that will meet the demands of its aviation users and stimulate economic development for
the airport. The continuous airport planning process is a valuable tool in achieving the strategic plans and goals
for the Airport.
8.8 Conclusion
This chapter has laid out the recommended capital improvement projects and their financial implications for
improving the Marana Regional Airport over the 20-year planning period. A total of 35 CIP projects have been
identified (Table 8-1), which are all programmed within the 20-year planning period, as shown on Exhibit 10
at the end of this chapter.
This Airport Master Plan has documented the existing and anticipated aviation demand based on existing
conditions, as well as provided a practical and implementable development plan based on input and guidance
from the Planning Advisory Committee (PAC), Technical Advisory Committee (TAC), FAA, and ADOT.
This financial analysis is based on the continuation of FAA Airport Improvement Program (AIP) funding at
the current levels. However, there is a competition for FAA funds, so the Airport will need to aggressively
communicate its Capital Improvement Plan (CIP) needs to the FAA and other relevant agencies as
opportunities arise.
Based on the assumptions and the financial analysis presented herein, the development plan presented on the
ALP along with the CIP are considered feasible, and the airport should be able to construct the necessary
aviation facilities as recommended herein.
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SCALE IN FEET0400400800MAGNETIC NORTH SOURCE:NOAA GEOPHYSICAL DATA CENTERMAGNETIC DECLINATION 10°6'0" EASTRATE OF CHANGE 0.09° WEST PER YEAROBTAINED: 01/21/16N 45°28'18" E TRUERUNWAY 3 - 21 3,892' X 75' (E)N 44°31'34" W TRUERUNWAY 12 - 30 6,901' X 100' (E)TW A (E)(F)TW A1 (E)
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(E)(F)TW B3 (E)TW B1 (E)TW C(E)TW E (E)TW B2 (E)EXISTINGFUTURE / ULTIMATEDESCRIPTIONAIRFIELD DEVELOPMENT (ASPHALT)STRUCTURE/FACILITIES (BUILDING)GRAVEL / TURF / DIRTAIRPORT PROPERTY LINE (APL)RUNWAY SAFETY AREA (RSA)OBSTACLE FREE ZONE (OFZ)RUNWAY OBJECT FREE AREA (ROFA)RUNWAY PROTECTION ZONE (RPZ)BUILDING RESTRICTION LINE (BRL)TAXIWAY SAFETY AREA (TSA)TAXIWAY OBJECT FREE AREA (TOFA)RUNWAY VISIBILITY ZONE (RVZ)AIRPORT REFERENCE POINT (ARP)N/APACS/SACS MONUMENTSTORMWATER DETENTION BASINIRRIGATION CANALEXISTINGFUTUREDESCRIPTIONTHRESHOLD LIGHTSREILVASI/PAPIAIRPORT ROTATING BEACONNON DIRECTIONAL BEACONWIND CONE & SEGMENTED CIRCLEAWOSLIGHTED WIND CONEN/ASECTION CORNERN/ACONTOURSROADSMARKINGSFENCINGHELICOPTER PARKINGN/ATO BE REMOVEDPROPERTY LEASE BOUNDARYN/ANON-STANDARD CONDITIONXXX41251 21112LEGENDRPZ(E)RPZ(F)TOFA(E)TSA(E)BRL(E)ROFA(E)OFZ(E)RSA(E)RPZ(E)TOFA(F)(U)TSA(F)(U)BRL(F)(U)ROFA(F)(U)OFZ(F)(U)RSA(F)(U)RPZ(F)(U)RVZ(E)RVZ(F)(U)ASPHALT CONCRETE1RUNWAY 3 - 21 5,830' X 75' (F)NGT
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NATS 10°6'0"SCALE: DRAWN: CHK'D: FILE:JOB NO.:DATE: PLANNING ENGINEERING CONSTRUCTIONwww.armstrongconsultants.comNEW MEXICO: 505.508.2192ARIZONA: 602.803.7079COLORADO: 970.242.0101PIMA COUNTY, ARIZONA156259CIP PHASING PLANGMRJRWPER BAR SCALE6259-EXHIBIT-1001/2017MARANA REGIONAL AIRPORTEXHIBIT 10PHASE-I SHORT TERM DEVELOPMENT ITEMSA1DEMOLITION OF ITINERANT AIRCRAFT PARKING APRON (RVZ PORTION)A2CONSTRUCT AIRCRAFT PARKING APRON-PHASE 1 (RVZREPLACEMENT)A3RUNWAY 30 THRESHOLD DISPLACEMENT; RELOCATE REILSA4 RUNWAY 12-30 MIRL UPGRADE - LED FIXTURESA5 RUNWAY 3-21 MIRL UPGRADE - LED FIXTURESA6TAXIWAY LIGHTING UPGRADE - PHASE 1 (TAXIWAY A & CONNECTORS)A7TAXIWAY LIGHTING UPGRADE - PHASE 2 (TAXIWAY B & CONNECTORS)A8 DEMOLITION / REMOVAL OF HANGAR #6A9 DEMOLITION / REMOVAL OF HANGAR #20A10 CONSTRUCT ADDITIONAL VEHICLE PARKING LOT PHASE 1A11 CONSTRUCT AIRCRAFT SHADE STRUCTUREA12RUNWAY 3 DISPLACEMENT; INSTALL REILsA13LAND ACQUISITION - PHASE 1 (APPROX. 125 ACRES)A14AIRPORT DRAINAGE STUDY (NOT SHOWN ON EXHIBIT)A15 INSTALL PERIMETER FENCING - PHASE 1A16REPLACE RUNWAY 12-30 PAPIs / REILs; REPLACE RUNWAY 3-21 PAPIsA17 REPLACE ROTATING BEACON AND TOWERPHASE-II MEDIUM-TERM DEVELOPMENT ITEMSB1 CONSTRUCT AIRCRAFT PARKING APRON - PHASE 2B2CONSTRUCT ADDITIONAL T-HANGARS AND APRON (EAST HANGARAPRON)B3CONSTRUCT ADDITIONAL VEHICLE PARKING LOT (EAST HANGARAPRON)B4CONSTRUCT CORPORATE TERMINAL BUILDING (EAST APRON)B5INSTALL AIRCRAFT FUEL FACILITY (EAST APRON)B6 CONSTRUCT AIRPORT MAINTENANCE FACILITY / ARFF FACILITYB7CONSTRUCT AIR TRAFFIC CONTROL TOWER AND PARKING LOT /ACCESS ROADB8CONSTRUCT ADDITIONAL T-HANGARS (WEST HANGAR APRON)B9CONSTRUCT ON-AIRPORT ACCESS ROAD / PARKING LOT TOSPECIALTY AVIATION SERVICES COMPLEXB10RECONSTRUCT TAXIWAY C TO 25 FEET WIDE; INSTALL MITL ANDSIGNAGEB11CONSTRUCT TAXILANES FOR ADDITIONAL BOX HANGARS (ADJACENTTO WEST HANGAR APRON)B12 CONSTRUCT RUNWAY 3-21 PARTIAL-PARALLEL TAXIWAY - PHASE 1B13 INSTALL PERIMETER FENCING - PHASE 2B14LAND ACQUISITION - PHASE 2 (APPROX. 25 ACRES)PHASE-III LONG-TERM DEVELOPMENT ITEMSC1RUNWAY 21 EXTENSION (1,608 FEET); INSTALL LIGHTING ANDSIGNAGE; RELOCATE PAPIs / REILs; CONSTRUCT RUNWAY 3-21PARTIAL-PARALLEL TAXIWAY - PHASE 2C2 CONSTRUCT RUNWAY 3-21 PARTIAL-PARALLEL TAXIWAY - PHASE 3C3 RELOCATE / INSTALL NEW WIND CONE AND SEGMENTED CIRCLEC4LAND ACQUISITION - PHASE 3 (APPROX. 26 ACRES)C1A1A13A2A7A3A4A5A6A8A9A10A11A1257.5 Ac.±19.29 ac.±40.0 ac.±11.0 ac.±25.80 ac.±0.18 ac.±20.44 ac.±43.30 ac.±10.67 ac.23.0 Ac.A15A16A16A16A16A17B1B2B3B4B5B6B7B9B8B10B11B12B12B13B14C2B12C3C4A13A13B14
Airport Master Plan – Marana Regional Airport A-1
APPENDICES
Airport Master Plan – Marana Regional Airport
Appendix A
Acronyms / Glossary of Terms
Acronyms/Abbreviations
14 CFR PART 77 Title 14 Code of Federal Regulations Part 77 Safe, Efficient Use, and Preservation of
the Navigable Airspace
A.R.S. Arizona Revised Statutes
A/FD Airport/Facility Directory
AAC Aircraft Approach Category
AC Advisory Circular
ACHP Advisory Council and Historic Preservation
ACIP Airport Capital Improvement Plan
ACN-PCN Aircraft Classification Number-Pavement Classification Number
ACSM American Congress of Surveying and Mapping
ADEQ Arizona Department of Environmental Quality
ADG Airplane Design Group
ADOA-EPS Arizona Department of Administration, Office of Employment and Population
Statistics
ADOT Arizona Department of Transportation
AFFF Aqueous Film Forming Foam
AGIS Airports Geographic Information Systems
AGL Above ground level
AHPA Archeological and Historic Preservation Act of 1974
AIP Airport Improvement Program
ALP Airport layout plan
ALTA American Land Title Association
AMP Airport master plan
AOA Air operations area
AOPA Aircraft Owners and Pilots Association
APMS Airport Pavement Management System
APPP Arizona Pavement Preservation Program
ARC Airport Reference Code
ARFF Aircraft rescue and fire fighting
ARP Airport reference point
ARTCC Air route traffic control center
ASASP Arizona State Airports System Plan
ASDA Accelerate-stop distance available
ASOS Automated surface observing system
ASV Annual service volume
ATC Air traffic control
ATIS Automatic Terminal Information Service
AWOS Automated Weather Observing System
AWSS Automated Weather Sensor System
AZPDES Arizona Pollutant Discharge Elimination System
BLM Bureau of Land Management
BPM Best Management Practices
CAA Clean Air Act
CAGR Compound annual growth rate
CAP Central Arizona Project
CATEX Categorical exclusion
CEQ Council on Environmental Quality
CEQ-1501.2 Council on Environmental Quality (CEQ) Regulation 1501.2
CERCLA Comprehensive Environmental Response Compensation and Liability Act
CFR Code of Federal Regulations
CIP Capital Improvement Plan
CMG Cockpit-to-Main Gear
CWA Clean Water Act
CY Calendar Year
CZM Coastal Zone Management
Db Decibel
DES Department of Economic Security
DNL Day-Night Average Sound Level
DOD Department of Defense
DOI U.S. Department of the Interior
EA Environmental Assessment
EIS Environmental Impact Statement
EPA Environmental Protection Agency
ESA Endangered Species Act
FAA Federal Aviation Administration
FAR Federal Aviation Regulation
FBO Fixed Base Operator
FEMA Federal Emergency Management Agency
FHWA Federal Highway Administration
FL Flight Level
FSS Flight Service Station
GA General Aviation
GO General Obligation Bonds
GPS Global Positioning System
I-10 Interstate 10
IAP Instrument Approach Procedure
ICAO International Civil Aviation Organization
IFR Instrument Flight Rules
IGA Inter-Government Agreement
ILS Instrument Landing System
LDA Landing Distance Available
LDC Land Development Code
LED Light Emitting Diode
LPV Localizer/Lateral Performance with Vertical Guidance
Medevac Air Medical Evacuation
METAR Meteorological Terminal Aviation Routine Weather Report
MGW Main Gear Width
MIRL Medium Intensity Runway Lights
MITL Medium Intensity Taxiway Lights
MOA Military Operations Area
MSL Mean Sea Level
MTOW Maximum Takeoff Weight
MTR Military Training Route
NAAQS National Ambient Air Quality Standards
NAS National Airspace System
NAVAIDS Navigational Aids
NCP Noise Compatibility Program
NDB Non-Directional Beacon
NextGen Next Generation Air Transportation System
nm Nautical Miles
NMFS National Marine Fisheries Service
NOAA National Oceanic and Atmospheric Administration
NOTAM Notice to Airmen
NPDES National Pollution Discharge Elimination System
NPIAS National Plan of Integrated Airport Systems
NRCS National Resources Conservation Services
NRHP National Register of Historic Places
OFA Object Free Area
OFZ Obstacle Free Zone
OPBA Operations Per Based Aircraft
PAC Planning Advisory Committee
PAG Pima Association of Governments
PAPI Precision Approach Path Indicator
PAPI-2 Precision Approach Path Indicator - 2 Box
PAPI-4 Precision Approach Path Indicator - 4 Box
PCI Pavement Condition Index
PM Particulate Matter
RCRA Resource Conservation and Recovery Act
RDC Runway Design Code
REIL Runway End Identifier Lights
RIASP Regional Integrated Airport System Planning
RNAV Area Navigation
ROFA Runway Object Free Area
RPZ Runway Protection Zone
RSA Runway Safety Area
RVR Runway Visual Range
SHPO State Historic Preservation Office
SIASP Statewide Integrated Airport System Planning
SIP State Implementation Plan
SPCC Spill Prevention, Control and Countermeasure
SWPPP Storm Water Pollution Prevention Plan
TAC Technical Advisory Committee
TACAN Tactical Air Navigation
TAD Terminal Area Drawing
TAF Terminal Area Forecast
TDG Taxiway Design Group
TESM Taxiway Edge Safety Margin
TODA Takeoff Distance Available
TOFA Taxiway Object Free Area
TORA Takeoff Run Available
TOS Threshold of Significance
TPA Traffic Pattern Altitude
TSA Taxiway Safety Area
TSA Transportation Security Administration
TSS Threshold Siting Surface
U.S. United States
UAS Unmanned Aerial System
USDA-NCRS U.S. Department of Agriculture - Natural Conservation Resource Service
USDOT U.S. Department of Transportation
USFWS U.S. Fish and Wildlife Service
VFR Visual Flight Rules
VHF Very High Frequency
VOC Volatile Organic Compounds
VOR/DME VHF Omnidirectional Range/Distance Measuring Equipment
VORTAC VHF Omnidirectional Range/Tactical Area Navigation
WAAS Wide Area Augmentation System
WHA Wildlife Hazard Assessment
Glossary of Terms
100-year flood - A term used to simplify the definition of a flood that statistically has a 1-percent chance
of occurring in any given year.
100LL AvGas - A common form of aviation gasoline used in spark-ignited internal combustion engines to
propel aircraft.
Above ground level (AGL) - A height measured with respect to the underlying ground surface.
Accelerate-Stop Distance Available (ASDA) - The distance required to accelerate with all engines
operating, have an engine failure or other event at least one second before V1, reconfigure for stopping
and bring the airplane to a stop using maximum wheel braking with speed brakes extended.
ADOT Multimodal Planning Division - Aeronautics Group - Arizona Department of Transportation
Aeronautics Group.
Advisory Circular 150/5060-5, Airport Capacity and Delay - A Federal Aviation Administration Advisory
Circular explaining how to compute capacity and aircraft delay for airport planning and design.
Advisory Circular 150/5070-6B, Airport Master Plans - A Federal Aviation Administration Advisory
Circular providing guidance for the preparation of airport master plans that range in size and function
from small general aviation to large commercial service facilities.
Advisory Circular 150/5200-33B, Hazardous Wildlife Attractants On or Near Airports - A Federal Aviation
Administration Advisory Circular providing guidance on certain land uses that have the potential to
attract hazardous wildlife on or near public use airports.
Advisory Circular 150/5210-6D, Aircraft Fire and Rescue Facilities and Extinguisher Agents - A Federal
Aviation Administration Advisory Circular providing guidance on aircraft fire extinguishing agents and
provides an acceptable methodology for complying with Title 14, Code of Federal Regulations, Part 139,
Certification of Airports.
Advisory Circular 150/5300-13A, Airport Design - A Federal Aviation Administration Advisory Circular
providing standards and recommendations for the geometric layout and engineering design of runways,
taxiways, aprons, and other facilities at civil airports.
Advisory Circular 150/5325-4B, Runway Length Requirements for Airport Design - A Federal Aviation
Administration Advisory Circular providing design standards and guidelines for determining
recommended runway lengths.
Advisory Circular 150/5370-10F, Standards for Specifying Construction of Airports - A Federal Aviation
Administration Advisory Circular providing standards for the construction of airports.
Advisory Circular 150/5380-6B, Guidelines and Procedures for Maintenance of Airport Pavements - A
Federal Aviation Administration Advisory Circular providing guidelines and procedures for maintaining
rigid and flexible airport pavements.
Advisory Council and Historic Preservation (ACHP) - A government agency that promotes the
preservation, enhancement, and sustainable use of the nation’s diverse historic resources, and advises
the President and the Congress on national historic preservation policy.
Air medevac (medevac) - Transportation or evacuation of a person by an aircraft for medical treatment.
Air Operations Area (AOA) - All airport areas where aircraft can operate, either under their own power
or while in tow.
Air Route Traffic Control Center (ARTCC) - A facility established to provide air traffic control service to
aircraft operating on IFR flight plans within controlled airspace, principally during the en route phase of
flight.
Air Traffic Control (ATC) - Personnel and equipment concerned with monitoring and controlling air traffic
within a particular area.
Air traffic control tower - A terminal facility which, through the use of air/ground communications,
visual signaling, and other devices, provides air traffic control services to airborne aircraft operating in
the vicinity of an airport and to aircraft operating on the movement area.
Aircraft Approach Category (AAC) - A system for differentiating aircraft based on the speed at which the
aircraft is flown during the approach phase of flight.
Aircraft apron - A surface in the AOA where aircraft park and are serviced (Refueled, loaded with cargo,
and/or boarded by passengers).
Aircraft Classification Number-Pavement Classification Number (ACN-PCN) - A method to report airport
runway, taxiway, and apron pavement strength.
Aircraft hangar - A closed structure used to hold aircraft or spacecraft in protective storage. Most
hangars are built of metal, but other materials such as wood and concrete are also used.
Aircraft Owners and Pilots Association (AOPA) - An American non-profit political organization that
advocates for general aviation.
Aircraft Rescue and Fire Fighting (ARFF) - A special category of firefighting that involves the response,
hazard mitigation, evacuation and possible rescue of passengers and crew of an aircraft involved in
(typically) an airport ground emergency.
Airfield capacity analysis - An analysis to assess the capability of the airfield facilities to accommodate
projected levels of aircraft operations.
Airfield destination sign - An airfield sign identifying the taxi route to the destination depicted.
Airplane Design Group (ADG) - A classification of aircraft based on wingspan and tail height.
Airport - An area of land or water used or intended for landing or takeoff of aircraft including
appurtenant area used or intended for airport buildings, facilities, as well as rights of way together with
the buildings and facilities.
Airport access road - A road providing a means of entry and exit to the airport from another roadway.
Airport and Airway Improvement Act of 1982 - An Act approved by Congress to authorize appropriations
for the Federal Aviation Administration for research, engineering, and development to increase the
efficiency and safety of air transport.
Airport Capital Improvement Plan (ACIP) - A planning tool for systematically identifying, prioritizing, and
assigning funds to critical airport development.
Airport Improvement Program (AIP) - A United States federal grant program that provides funds to
airports to help improve safety and efficiency.
Airport influence zone - A term used when describing land use compatibility measures, usually created
and overseen by a city or county planning and zoning department.
Airport layout plan (ALP) - A set of scale drawings of current and future airport facilities that provides a
graphic representation of the long-term development plan for the airport and demonstrates the
preservation and continuity of safety, utility, and efficiency of the airport to the satisfaction of the FAA.
Airport master plan (AMP) - A planning tool that helps airport owners, regulating agencies, and public
officials meet the needs of the traveling public and guide the continued improvement of aviation
facilities. Master Plans are developed according to FAA guidance provided in Advisory Circular 150/5070-
6B, Airport Master Plans, and they evaluate facility needs of the airfield (runways and taxiways),
landside (auto parking and access), terminal building, and overall airport land use.
Airport overlay zone - A proposed zoning designation that places additional use restrictions and
standards on property located in close proximity to an airport.
Airport Pavement Management System (APMS) - A system that provides a consistent, objective, and
systematic procedure for establishing facility policies, setting priorities and schedules, allocating
resources, and budgeting for pavement maintenance and rehabilitation.
Airport planning - A systematic process used to establish guidelines for the efficient development of
airports that is consistent with local, state, and national goals.
Airport Reference Code (ARC) - 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.
Airport Reference Point (ARP) - The latitude and longitude of the approximate center of the airport.
Airport service area - The geographic area an airport serves, usually within 20 miles or 30 minutes of
another airport.
Airport usage fee - A general fee, or tax, imposed by the airport operator for the passage through an
airport.
Airport Watch Program - A round the clock telephone hotline answered by federal authorities for pilots
and other airport users to report suspicious activity at general aviation airports.
Airport/Facility Directory (A/FD) - A pilot's manual that provides comprehensive information on airports,
large and small, and other aviation facilities and procedures.
Airports Geographic Information Systems (AGIS) - A system that helps the Federal Aviation
Administration collect airport and aeronautical data to meet the demands of the Next Generation
National Airspace System.
Airside - The portion of an airport that encompasses all facilities that support aircraft and aircraft-
related activities.
Airspace - The portion of the atmosphere directly above the land or water, used by aircraft or by earth-
based structures such as skyscrapers; airspace can be classified as either controlled or uncontrolled.
American Society for Testing and Materials (ASTM) D-5340, Standard Test Method for Airport Pavement
Condition Index Surveys - Provides a test method for determination of airport pavement condition and
the standards of reporting the Pavement Condition Index (PCI) number.
Annual operations - The total sum of aircraft landings and takeoffs in a given year.
Annual service volume (ASV) - A term used in airport capacity analysis defined by the FAA as a function
of the hourly capacity of the airfield and the annual, daily, and hourly demands placed upon it. ASV is
estimated by multiplying the daily and hourly operation ratios by a weighted hourly capacity.
Approach surface - An imaginary surface that exists primarily to prevent existing or proposed manmade
objects, objects of natural growth, or terrain from extending upward into navigable airspace. Approach
surfaces dimensions vary depending on the type of approach to a runway, i.e. precision instrument, non-
precision instrument, or visual.
Aqueous film forming foam (AFFF) - A highly efficient type of fire suppressant agent, used by itself to
attack flammable liquid pool fires; used by airport firefighters mainly for aviation fuel fires.
Archeological and Historic Preservation Act (AHPA) of 1974 - Amended the 1960 Reservoir Salvage Act
by providing for the preservation of significant scientific, prehistoric, historic, and archaeological
materials and data that might be lost or destroyed as a result of flooding, the construction of access
roads, relocation of railroads and highways, or any other federally funded activity.
Area Navigation (RNAV) - A method of navigation that permits aircraft operation on any desired course
within the coverage of station-referenced navigation signals or within the limits of a self-contained
system capability.
Arizona Department of Administration, Office of Employment and Population Statistics (ADOA) (EPS) - A
part of the Director's Office in the Arizona Department of Administration which produces demographic,
labor force, and economic information for Arizona.
Arizona Department of Economic Security (DES) - A governing agency that provides temporary
assistance to those in need.
Arizona Department of Environmental Quality (ADEQ) - The environmental regulatory agency under the
Environmental Quality Act of 1986 to serve as a separate, cabinet-level agency to administer all of
Arizona's environmental protection programs.
Arizona Department of Transportation (ADOT) - Department which handles all transportation related
topics and issues, including aviation, for the State of Arizona.
Arizona Pavement Preservation Program (APPP) - ADOT program established to assist in the
preservation of the Arizona airport system infrastructure and pavements.
Arizona Pollutant Discharge Elimination System (AZPDES) - A state program that operates the National
Pollutant Discharge Elimination System Permit Program to regulate pollutants being discharged in the
environment.
Arizona Revised Statutes (A.R.S.) - The Statutory laws in the state of Arizona.
Arizona State Airports System Plan (ASASP) - The Arizona Department of Transportation Aeronautics
Division’s plan which provides direction for state aviation system planning by providing a framework for
the integrated planning, operation, and development of Arizona’s aviation assets.
Armstrong Consultants, Inc. - A professional consulting engineering and planning firm specializing
exclusively in airports based out of Grand Junction, Colorado.
Attainment area - An area considered to have air quality as good as or better than the national ambient
air quality standards as defined in the Clean Air Act.
Automated Surface Observing System (ASOS) - A type of automated weather station that provides
hourly updates on the weather conditions in an area. Mostly operated, maintained, and controlled by
the National Weather Service (NWS), Department of Defense (DOD), or the FAA.
Automated Weather Observing System (AWOS) - A type of automated weather station that provides
hourly updates on the weather conditions in an area. Mostly operated, maintained, and controlled by
the FAA, but sometimes state or local governments or private agencies as well.
Automated Weather Sensor System (AWSS) - A type of automated weather station that provides hourly
updates on the weather conditions in an area. Mostly operated, maintained, and controlled by the FAA.
Automatic Terminal Information Service (ATIS) - The continuous broadcast of recorded non-control
information in selected terminal areas. Its purpose is to improve controller effectiveness and relieve
frequency congestion by automating repetitive transmission of essential but routine information.
Auxiliary field - An airfield that provides supplementary or additional support and capacity to a primary
airport.
Aviation forecast - A report that serves to provide future estimated airport usage to allow for planning
development.
Aviation Trust Fund - A program that helps finance the Federal Aviation Administration's investments in
the airport and airway system.
Avigation easement - A property right acquired from a landowner which protects the use of airspace
above a specified height, and imposes limitations on use of the land subject to the easement.
Based aircraft - An aircraft permanently stationed at an airport, usually by agreement between the
aircraft owner and airport management.
Based aircraft operations - The number of annual operations conducted by based aircraft at the airport.
Best management practices (BPM) - A set of guidelines, ethics or ideas that represent the most efficient
or prudent course of action.
Bureau of Land Management (BLM) - A department of the U.S. Department of the Interior designated
with being responsible for managing a large spectrum of natural resource values.
Busy day - The Busy Day of a typical week in the peak month.
Bypass apron - Apron that preserves the function of a runway or taxiway by allowing queued aircraft to
pass a grounded aircraft that may be at the head of a queue.
Calendar Year (CY) - Time period beginning on January 1 of a given year and ending on December 31 of
the same year.
Capital Improvement Plan (CIP) - A community planning and fiscal management tool used to coordinate
the location, timing, and financing of capital improvements over a multi-year period.
Categorical exclusion (CATEX) - A category of actions which do not individually or cumulatively have a
significant effect on the human environment, and therefore, neither an environmental assessment nor
an environmental impact statement is required. They are actions which: do not induce significant
impacts to planned growth or land use for the area, do not require the relocation of significant numbers
of people; do not have a significant impact on any natural, cultural, recreational, historic or other
resource; do not involve significant air, noise, or water quality impacts; and do not have significant
impacts on travel patterns.
Central Arizona Project (CAP) - A system of canals and water delivery systems designed to bring water
from the Colorado River to Central and Southern Arizona.
Certificated airmen - An individual who is certified to act as a pilot of an aircraft.
Class A airspace - Airspace which extends from 18,000 feet mean sea level (MSL) to approximately
60,000 feet MSL throughout the United States. Unless otherwise authorized by air traffic control (ATC),
all flight operations in Class A airspace must be under ATC control, and must be operating IFR, under a
clearance received prior to entry.
Class B airspace - Airspace which normally begins at the surface in the immediate area of the airport;
successive shelves of greater and greater radius begin at higher and higher altitudes at greater distances
from the airport. The upper limit of Class B airspace is normally 10,000 feet MSL. Class B airspace has the
most stringent rules of all the airspaces in the United States.
Class C airspace - Airspace similar in structure to Class B airspace, but on a smaller scale; the vertical
boundary is usually 4,000 feet above the airport surface. The core surface area has a radius of five
nautical miles, and goes from the surface to the ceiling of the Class C airspace. The upper "shelf" area
has a radius of ten nautical miles, and extends from as low as 1,200 feet up to the ceiling of the airspace.
All aircraft entering Class C airspace must establish radio communication with ATC prior to entry.
Class D airspace - Airspace that is generally cylindrical in form and normally extends from the surface to
2,500 feet above the ground. The outer radius of the airspace is variable, but is generally 4 nautical
miles. Two-way communication with ATC must be established before entering Class D airspace, but
no transponder is required.
Class E airspace - Airspace which extends from 1,200 feet above ground level (AGL) up to but not
including 18,000 feet MSL, the lower limit of Class A airspace. There are areas where Class E airspace
begins at either the surface or 700 AGL; these areas are used to transition between the terminal and en-
route environments (around non-towered airports). The airspace above 60,000 feet MSL (FL600) is also
Class E. No ATC clearance or radio communication is required for VFR flight in Class E airspace. Most
airspace in the United States is Class E.
Class G airspace - Airspace which includes all airspace below Flight Level 600 (60,000 feet MSL), not
otherwise classified as controlled. There are no entry or clearance requirements for Class G airspace,
even for IFR operations. Class G airspace is typically the airspace very near the ground (1200 feet or
less), beneath Class E airspace. Class G is completely uncontrolled.
Clean Air Act (CAA) - A United States federal law designed to control air pollution on a national level.
Clean Water Act (CWA) - The primary federal law in the United States governing water pollution.
Cloud ceiling - A measurement of the cloud base height relative to the ground. Ceiling is reported as part
of the METAR (Meteorological Aviation Report) used for flight planning by pilots worldwide.
Coastal zone - The interface where the land meets the ocean, encompassing shoreline environments as
well as adjacent coastal waters.
Coastal zone management (CZM) - A process of governance that consists of the legal and institutional
framework necessary to ensure that development and management plans for coastal zones are
integrated with environmental and social goals, and are developed with the participation of those
affected.
Cockpit-to-main gear (CMG) - The distance measured between the center of the cockpit to the center of
the main undercarriage of the.
Code of Federal Regulations (CFR) - An annual codification of the general and permanent rules published
in the Federal Register by the executive departments and agencies of the Federal Government.
Commercial activity fee - A fee that is imposed on commercial activities operating "for profit" at an
airport.
Commercial service airport - Publicly owned airports that have at least 2,500 passenger boardings each
calendar year and receive scheduled passenger service.
Compatible land use - Land uses which are deemed safe and acceptable around airports; examples of
compatible land use around airports include aviation, industrial/commercial, and agricultural activities
or businesses.
Compound Annual Growth Rate (CAGR) - A measure of growth over multiple time periods.
Comprehensive Environmental Response Compensation and Liability Act (CERCLA) - An Act that provides
the federal government a superfund program to cleanup sites contaminated with hazardous substances
and pollutants.
Conical surface - An imaginary surface found within 14 CFR Part 77 describing the surface which extends
outward and upward from the periphery of the horizontal surface at a slope of 20 to 1 for a horizontal
distance of 4,000 feet.
Connector taxiway - A portion of taxiway between a runway and a parallel taxiway.
Construction impacts - Impacts that may potentially occur due to construction operations.
Contract tower - An air traffic control tower that is operated by the private sector and not the FAA.
Controlled airspace - Airspace in which some or all aircraft may be subject to air traffic control to
promote the safe and expeditious flow of air traffic.
Conventional hangar - An aircraft storage hangar, often also referred to as a box hangar, which is square
or rectangular in shape and can be built in various sizes.
Council on Environmental Quality (CEQ) - A division of the Executive Office of the President that
coordinates federal environmental efforts in the United States and works closely with agencies and
other White House offices on the development of environmental and energy policies and initiatives.
Council on Environmental Quality (CEQ) regulation 1501.2 - Provides a process for agencies integrating
and planning at the earliest possible time to insure that planning and decisions reflect environmental
values, to avoid delays later in the process, and to head off potential conflicts.
Crosswind component - The component of wind that is at a right angle to the runway centerline or the
intended flight path of an aircraft.
Crosswind runway - The designated runway on an airfield which is used when the crosswind component
becomes too great on the primary runway for an aircraft to takeoff or land.
Day-night average sound level (DNL) - The average noise level over a 24-hour period.
Decibel (dB) - A unit used to measure the intensity of a sound.
Department of Defense (DOD) - A department of the federal executive branch entrusted with
formulating military policies and maintaining American military forces.
Department of Transportation Act, Section 4(f) - A special provision which stipulates that FHWA and
other DOT agencies cannot approve the use of land from publicly owned parks, recreational areas,
wildlife and waterfowl refuges, or public and private historical sites.
Design aircraft - An aircraft with characteristics that determine the application of airport design
standards for a specific runway and associated taxiway, taxilane, and apron.
Design day - In forecasting methodology, an average day of the peak month.
Dual-tandem wheel landing gear - A configuration of landing gear for a large aircraft where two wheels
are located side by side, followed by another set of wheels located in the same way on a landing strut.
Dual-wheel landing gear - A configuration of landing gear for aircraft with two wheels located side by
side on a landing strut.
Easement - A right or limitation on someone else's property or land for a specified purpose.
Eligible applicants - Applicants that are eligible for AIP funding which include public-use airport that is
included in the NPIAS.
Eligible projects - Projects that include enhancing airport safety, capacity, security, and environmental
concerns.
Endangered Species Act (ESA) - A United States Act that provides for the conservation of species that are
endangered or threatened throughout all or a significant portion of their range, and the conservation of
the ecosystems on which they depend.
Endangered/threatened species - A species of animal or plant that is seriously at risk, or threatening to
be at risk of extinction.
Enplane - To board an aircraft.
Environmental Assessment (EA) - A concise public document that provides sufficient evidence and
analysis for determining whether a Finding of No Significant Impact should be issued or an
Environmental Impact Statement be prepared.
Environmental clearance document - Official document, such as a CATEX, EA, or EIS, usually issued by a
federal agency which provides a determination as to whether a proposed project has an impact on the
environment or community.
Environmental impact - Adverse effects to the surrounding environment caused by an activity or action.
Environmental Impact Statement (EIS) - A document prepared to describe the effects for proposed
activities on the environment.
Environmental justice - The pursuit of equal justice and equal protection under the law for all
environmental statutes and regulations without discrimination based on race, ethnicity, and /or
socioeconomic status.
Environmental Protection Agency (EPA) - A United States federal agency tasked with protecting and
preserving the environment.
FAA Advisory Circular (AC) - A publication offered by the Federal Aviation Administration to provide
guidance for compliance with directives.
FAA Aerospace Forecast, Fiscal Years 2015-2035 - A document prepared by the FAA that develops a set
of assumptions and forecasts consistent with the emerging trends and structural changes taking place
within the aviation industry from the Fiscal Years 2015-2035.
FAA Environmental Desk Reference for Airport Actions - Summarizes applicable special purpose laws in
one location for convenience and quick reference. Its function is to help FAA integrate the compliance of
NEPA and applicable special purpose laws to the fullest extent possible.
FAA Equation #15, Model for Estimating General Aviation Operations at Non-Towered Airports - An
equation developed for the FAA Statistics and Forecast Branch in July 2001 which uses independent
variables such as airport characteristics, population totals, and geographic location to assist in
determining an airport’s annual operations due to the lack of an air traffic control tower on the airfield.
FAA Form 5010-1, Airport Master Record - An FAA form which contains aeronautical data describing the
physical and operational characteristics of civil public-use airports, joint-use military airports, and
private-use military airports that are active and in the NAS. This form contains airport data derived from
the National Airspace System Resources (NASR) database as of the Airport Facility Data effective date
shown on the form.
FAA Order 1050.1E, Environmental Impacts: Policies and Procedures - This Order provides Federal
Aviation Administration (FAA) policy and procedures to ensure agency compliance with the
requirements set forth in the Council on Environmental Quality (CEQ) regulations for implementing the
provisions of the National Environmental Policy Act of 1969 (NEPA), 40 Code of Federal Regulations
(CFR) parts 1500- 1508; Department of Transportation Order DOT 5610.1C, Procedures for Considering
Environmental Impacts; and other related statutes and directives.
FAA Order 5050.4B, National Environmental Policy Act (NEPA) Implementing Instructions for Airport
Actions - This Order provides information to the FAA’s Office of Airports personnel and others interested
in fulfilling National Environmental Policy Act (NEPA) requirements for airport actions under FAA’s
authority. This Order is part of FAA's effort to ensure its personnel have clear instructions to address
potential environmental effects resulting from major airport actions.
FAA Order 5190.6B, FAA Airport Compliance Manual - This Order sets forth policies and procedures for
the FAA Airport Compliance Program. It provides basic guidance for FAA personnel in interpreting and
administering the various continuing commitments airport owners make to the United States as a
condition for the grant of federal funds or the conveyance of federal property for airport purposes.
FAA Reform and Modernization Act of 2012 - Authorization of appropriations to the Federal Aviation
Administration from Fiscal Year 2012 through Fiscal Year 2015 to seek to improve aviation safety and
capacity of the national airspace system, provide a framework for integrating new technology safely into
our airspace, provide a stable funding system, and advance the implementation of the Next Generation
Air Transportation System.
FAR Part 139 Airport Certification - Federal Regulation outlining airport certification standards.
FAR Part 150 Airport Noise Compatibility Planning Program - Federal Regulation outlining airport noise
compatibility planning.
FAR Part 71, Designation of Class A, Class B, Class C, Class D, and Class E Airspace Areas; Airways;
Routes; and Reporting Points - Federal Regulation outlining designation of airspace, airways, routes, and
reporting points.
FAR Part 91, General Operating and Flight Rules - Federal Regulation outlining general operating and
flight rules.
Farmland Protection Policy Act - Act intended to minimize the extent to which federal activities
contribute to the unnecessary and irreversible conversion of agricultural land to nonagricultural uses,
and also seeks to ensure that federal policies are administered in a manner that will be compatible with
state, local, and private policies that protect farmland.
Federal Aviation Administration (FAA) - An agency of the United States Department of Transportation
which has authority to regulate and oversee all aspects of American civil aviation.
Federal Aviation Regulations (FAR) - The general and permanent rules established by the executive
departments and agencies of the federal government for aviation, which are published in the Federal
Register. These are the aviation subset of the Code of Federal Regulations (14 CFR).
Federal Emergency management Agency (FEMA) – A federal agency responsible for coordinating
emergency planning, preparedness, risk reduction, response, and recovery.
Federal Highway Administration (FHWA) - A division of the United States Department of Transportation
that specializes in highway transportation.
Fee simple ownership - The greatest possible estate in land, wherein the owner has the right to use it
and exclusively possess it.
FEMA National Flood Insurance Rate Map - A visual representation of flood hazard information.
Field elevation - The highest point of an airport's usable runways measured in height above mean sea
level.
Fillet - A round joint between two parts connected at an angle; usually used when designing taxiways.
Fixed base operator (FBO) - Business located on an airport that provides essential services for servicing
aircraft and pilots.
Fixed-wing aircraft - An aircraft in which its wings are attached to the fuselage and are not intended to
move independently in a fashion that results in the creation of lift.
Fleet mix - The number and types of aircraft operating at an airport during all hours of the day and night.
Flight level (FL) - The nominal altitude, or pressure altitude, in feet, divided by 100; designated in writing
as FLxxx, where xxx is a one- to three-digit number indicating the pressure altitude in units of 100 feet,
e.g. FL180.
Flight Service Station (FSS) - An operations facility in the national flight advisory system which utilizes
data interchange facilities for the collection and dissemination of Notices to Airmen, weather, and
administrative data and which provides pre-flight and in-flight advisory services to pilots through air and
ground based communication facilities.
Floodplain - An area of land adjacent to a stream or river that stretches from the banks of its channel to
the base of the enclosing valley walls and experiences flooding during periods of high water discharge.
Frangible - Retains its structural integrity and stiffness up to a designated maximum load, but on impact
from a greater load, breaks, distorts, or yields in such a manner as to present the minimum hazard to
aircraft.
General aviation (GA) - All civil aviation operations other than scheduled air services and non-scheduled
air transport operations for remuneration or hire.
General aviation airport - Either a publicly or privately owned airport that does not serve certificated air
carriers who enplane more than 2,500 passengers annually; the largest single group of airports in the
U.S. system.
General aviation regional airport - Airports that support regional economies by connecting communities
to statewide and interstate markets.
General obligation bonds (GO) - A common type of municipal bond in the United States that is secured
by a state or local government's pledge to use legally available resources, including tax revenues, to
repay bond holders.
Global Positioning System (GPS) - A space based navigation system which has the capability to provide
highly accurate three-dimensional position, velocity, and time to an infinite number of equipped users
anywhere on or near the Earth.
Hangar lease - Hangars that are leased to aircraft operators or owners for use over an agreed amount of
time.
Hazardous materials - Waste that is dangerous or potentially harmful to our health or the environment.
Hazardous waste can be liquid, solid, gas, or sludge.
Helicopter - A type of aircraft in which lift and thrust are supplied by rotors.
Horizontal surface - An imaginary obstruction- limiting surface defined in 14 CFR Part 77 that is specified
as a portion of a horizontal plane surrounding a runway located 150 feet above the established airport
elevation. The specific horizontal dimensions of this surface are a function of the types of approaches
existing or planned for the runway.
Imaginary surfaces - Surfaces established in relation to the end of each runway or designated takeoff
and landing areas, as defined in paragraphs 77.25, 77.28, and 77.29 of 14 CFR Part 77, Safe, Efficient
Use, and Preservation of the Navigable Airspace. Such surfaces include the approach, horizontal, conical,
transitional, primary, and other surfaces.
Incompatible land use - Land surrounding airports which is deemed incompatible with the airport;
examples include residential development, schools, community centers and libraries, hospitals, buildings
used for religious services and tall structures, smoke and electrical signal generators, landfills and other
bird/wildlife attractants.
Instrument approach procedure (IAP) - A series of predetermined maneuvers for the orderly transfer of
an aircraft under instrument flight conditions from the beginning of the initial approach to a landing, or
to a point from which a landing may be made visually.
Instrument Flight Rules (IFR) - Procedures for the conduct of flight in weather conditions below Visual
Flight Rules weather minimums. The term IFR is often also used to define weather conditions and the
type of flight plan under which an aircraft is operating.
Instrument Landing System (ILS) - A precision instrument approach system which normally consists of
the following electronic components and visual aids: e.g. a localizer, glide slope, outer marker, middle
marker, and approach lights.
Inter-government agreement (IGA) - Any agreement that involves or is made between two or more
governments to cooperate in some specific way.
International Civil Aviation Organization (ICAO) - A specialized United Nations organization that develops
and suggests air transportation safety standards and practices.
Interstate 10 (I-10) - The southernmost transcontinental highway in the American Interstate Highway
System. It stretches from the Pacific Ocean at State Route 1 (SR 1) (Pacific Coast Highway) in Santa
Monica, California to I-95 in Jacksonville, Florida.
Itinerant aircraft operations - Operations by aircraft that are not based at a specified airport.
Jet A - A type of aviation fuel designed for use in aircraft powered by gas-turbine engines. The most
commonly used fuels for commercial aviation are Jet A and Jet A-1, which are produced to a
standardized international specification.
Joint-use facility - An airport which is utilized for both civil and military aviation purposes.
Knots - A unit of speed that equals one nautical mile per hour. This is the most common unit of measure
for the airspeed of an aircraft, and is equal to 6,080 feet or about 1.15 miles.
Land Development Code (LDC) - The regulating document for any land that is not part of a Specific Plan
in the Town of Marana.
Land lease - A lease agreement that permits the tenant to use a piece of land owned by the landlord in
exchange for rent.
Landing Distance Available (LDA) - The length of the runway declared available for landing.
Landside - The portion of an airport that provides the facilities necessary for the processing of
passengers, cargo, freight, and ground transportation vehicles.
Large aircraft (FAA) - An airplane of more than 12,500 pounds (5,670 kg) maximum certificated takeoff
weight.
Larger than utility runway - A runway that is constructed for, and intended to be used by, any aircraft of
greater than 12,500 pounds maximum gross weight.
Light emissions - The byproduct of artificial light sources; the amount of light released into the
surrounding environment.
Light emitting diode (LED) - A semiconductor device that emits visible light when an electric current
passes through it.
Local aircraft operations - Aircraft operations performed by aircraft that are based at the airport and
that operate in the local traffic pattern or within sight of the airport, that are known to be departing for
or arriving from flights in local practice areas within a prescribed distance from the airport, or that
execute simulated instrument approaches at the airport.
Localizer/Lateral Performance with Vertical Guidance (LPV) - A navigational aid that provides both
lateral and vertical guidance to aircraft typically used during instrument approach procedures.
Main gear width (MGW) - The distance measured between the tires of the main landing gear on an
aircraft.
Marana Regional Airport - A general aviation reliever airport located in the town of Marana, Arizona.
Maximum takeoff weight (MTOW) - The maximum weight at which the pilot is allowed to attempt to
take off, due to structural or other limits.
Mean seal level (MSL) - The sea level halfway between the mean levels of high and low water.
Medium Intensity Runway Lights (MIRL) - Navigational lighting aids for use on VFR runways or runways
with a non-precision instrument flight rule (IFR) procedure for either circling or straight-in approach to
help pilots identify the edge of the runway at night or in inclement weather.
Medium Intensity Taxiway Lights (MITL) - Navigational lighting aids for use on taxiways to help pilots
identify the edge of the taxiway at night or in inclement weather.
Meteorological Terminal Aviation Routine Weather Report (METAR) - A format for reporting weather
information that is predominantly used by pilots in pre-flight weather briefings.
Military Operations Area (MOA) - Airspace established outside Class A airspace to separate or segregate
certain nonhazardous military activities from IFR Traffic and to identify for VFR traffic where these
activities are conducted.
Military Training Route (MTR) - Aerial corridors across the United States which military aircraft can
operate at low levels and high speeds.
National Airspace System (NAS) - The airspace, navigation facilities and airports of the United States
along with their associated information, services, rules, regulations, policies, procedures, personnel and
equipment.
National Ambient Air Quality Standards (NAAQS) - Standards set by the EPA for pollutants considered
harmful to public health and the environment.
National Historic Preservation Act (NHPA) of 1966 - An Act that established a program for the
preservation of additional historic properties throughout the Nation, and for other purposes.
National Marine Fisheries Service (NMFS) - An agency within the National Oceanic and Atmospheric
Administration responsible for management, conservation, and protection of the nation’s marine
resources.
National Oceanic and Atmospheric Administration (NOAA) - An agency within the United States
Department of Commerce focused on the conditions of the oceans and the atmosphere.
National Plan of Integrated Airport Systems (NPIAS) - A system that identifies nearly 3,400 existing and
proposed airports that are significant to national air transportation and thus eligible to receive Federal
grants under the Airport Improvement Program.
National Pollution Discharge Elimination System (NPDES) - A system that controls water pollution by
regulating point sources that discharge pollutants into waters of the United States.
National Register of Historic Places (NRHP) - The official list of the Nation's historic places worthy of
preservation, Authorized by the National Historic Preservation Act of 1966.
National Resources Conservation Services (NRCS) - The primary federal agency that works with private
landowners to help them conserve, maintain and improve their natural resources.
Natural resources - Materials or substances such as minerals, forests, water, and fertile land that occur
in nature and can be used for economic gain.
Nautical miles (nm) - A unit of length used in navigation which is equivalent to the distance spanned by
one minute of arc in latitude; that is 1,852 meters or 6,076 feet. It is equivalent to approximately 1.15
statute miles.
Navigational Aids (NAVAIDS) - Electronic and Visual air navigation aids, lights, signs, and associated
supporting equipment.
Next Generation Air Transportation System (NextGen) - A new National Airspace System due for
implementation across the United States in stages between 2012 and 2025. NextGen proposes to
transform America's air traffic control system from a ground-based system to a satellite-based system.
No-action alternative - Reflects the conditions expected should no actions be conducted.
Noise Compatibility Program (NCP) - That program reflected in documents (and revised documents)
developed in accordance with Appendix B of Part 150, including the measures proposed or taken by the
airport operator to reduce existing incompatible land uses and to prevent the introduction of additional
incompatible land uses within the area.
Noise contour - Lines drawn about a noise source (such as an airport) indicating constant energy levels
of noise exposure.
Non-aeronautical revenue - Revenue that is generated on airport property but is not from use of
aeronautical activities.
Non-aeronautical use - Any activity or land use at an airport that is not directly related to aviation in
some way or form.
Nonattainment area - An area considered to have air quality worse than the National Ambient Air
Quality Standards as defined in the Clean Air Act Amendments of 1970.
Non-directional beacon (NDB) - A beacon transmitting non-directional signals whereby the pilot of an
aircraft equipped with direction finding equipment can determine his or her bearing to and from the
radio beacon and home on, or track to, the station. When the radio beacon is installed in conjunction
with the Instrument Landing System marker, it is normally called a Compass Locator.
Non-precision instrument approach - A standard instrument approach procedure in which no electronic
glide slope is provided.
Non-precision instrument runway - A runway having an existing instrument approach procedure utilizing
air navigation facilities with only lateral guidance.
Non-primary commercial service airport - Commercial Service Airports that have at least 2,500 and no
more than 10,000 passenger boardings each year.
Notice to Airmen (NOTAM) - A notice containing information (not known sufficiently in advance to
publicize by other means) concerning the establishment, condition or change in any component (facility,
service, or procedure) of or hazard in the National Airspace System; the timely knowledge of which is
essential to personnel concerned with flight operations.
Object Free Area (OFA) - An area on the ground centered on a runway, taxiway, or taxilane centerline
provided to enhance the safety of aircraft operations by having the area free of objects, except for
objects that need to be located in the OFA for air navigation or aircraft ground maneuvering purposes.
Obstacle Free Zone (OFZ) - The airspace defined by the runway OFZ and, as appropriate, the inner-
approach OFZ and the inner-transitional OFZ, which is clear of object penetrations other than frangible
NAVAIDs.
Obstruction (aeronautical) - An object which penetrates an imaginary surface described in the FAA’s 14
CFR Part 77.
Operations per based aircraft (OPBA) - A term used in aviation forecasting to determine the total
amount of aircraft operations per the number of aircraft based on the airport.
Parallel taxiway - A taxiway that is parallel to a runway that is the same length as the runway it is parallel
to.
Partial parallel taxiway - A taxiway that is parallel to a runway that is only partially the same length as
the runway it is parallel to.
Particulate matter (PM) - The sum of all solid and liquid particles suspended in air many of which are
hazardous.
Pavement condition index (PCI) - A numerical index between 0 and 100 which is used to indicate the
general condition of a pavement.
Peak month - The calendar month when peak enplanements or operations occur.
Pima Association of Governments (PAG) - The federally designated metropolitan planning organization
that oversees long-range transportation planning and serves as the region's water quality management
planning agency, lead air quality planning agency and solid waste planning agency for the areas of The
City of Tucson, The Town of Marana, Oro Valley, Pima County, and other surrounding areas.
Pima County - A county in the south central part of the U.S. state of Arizona.
Piston aircraft - An aircraft powered by one or more piston engines (regardless of fuel type).
Planning Advisory Committee (PAC) - An advisory committee that provides general and strategic advice
for planning purposes.
Precision Approach Path Indicator (PAPI) - An approach system that assists in providing visual glide slope
guidance.
Precision Approach Path Indicator (PAPI-2) - A precision approach path indicator that utilizes a two
lighted system to provide visual glide slope guidance.
Precision Approach Path Indicator (PAPI-4) - A precision approach path indicator that utilizes a four
lighted system to provide visual glide slope guidance.
Precision instrument approach - An instrument approach that provides both lateral and vertical
guidance.
Previously disturbed land - Land that has previously been disturbed by humans to the extent that there
is a material difference in the physical, chemical or biological characteristics of the land.
Primary commercial service airport - Publicly owned airports that have more than 10,000 passenger
boardings each year and receive scheduled passenger service.
Primary runway - A runway which provides the best wind coverage and receives the most usage at the
airport.
Primary surface - An imaginary surface as defined in 14 CFR Part 77 that is centered on top of the
runway and extends 200 feet beyond each end. The width varies from 250' to 1,000' wide depending
upon the design aircraft for the runway.
Public use airport - An airport that is open to the general public with or without a prior request to use
the airport.
Radar - A system that uses electromagnetic waves to identify the range, altitude, direction, or speed of
both moving and fixed objects such as aircraft, weather formations, and terrain. The term RADAR was
coined in 1941 as an acronym for Radio Detection and Ranging.
Regional Integrated Airport System Planning (RIASP) - Identifies airport needs for a large regional or
metropolitan area.
Reliever airport - Airports designated by the FAA to relieve congestion at commercial service airports
and to provide improved general aviation access to the overall community; these may be publicly or
privately-owned.
Resource Conservation and Recovery Act (RCRA) - The principal federal law in the United States
governing the disposal of solid waste and hazardous waste enacted in 1976.
Retro-reflective - Of or relating to a surface, material, or device (retro-reflector) that reflects light or
other radiation back to its source; reflective.
Rotating beacon - A lighting system used to assist pilots in finding an airport, particularly those flying in
IMC or VFR at night. Additionally, the rotating beacon provides information about the type of airport
through the use of a particular set of color filters; beacons for civil land airports emit a white and green
light that appears as a flash.
Rotorcraft - An aircraft whose lift is derived principally from rotating airfoils.
Runway - A defined area intended to accommodate aircraft takeoff and landing; may be paved (asphalt
or concrete) or unpaved (gravel, turf, dirt, etc.), depending on use.
Runway centerline - A line of uniformly spaced strips and gaps identifying the center of the runway
which provides alignment guidance during aircraft takeoff and landing.
Runway Design Code (RDC) - A designation used by the FAA to describe certain design standards which
apply to a runway; the RDC is composed of the Airplane Design Group (ADG), Aircraft Approach
Category (AAC), and the visibility minimums (RVR) for a specific runway.
Runway Edge Light - Lights having a prescribed angle of emission used to define the lateral limits of a
runway.
Runway end identifier lights (REIL) - Two synchronized flashing lights, one on each side of the runway
threshold, which provide a pilot with a rapid and positive visual identification of the approach end of a
particular runway.
Runway incursion - Any occurrence at an airport involving the incorrect presence of an aircraft, vehicle,
or person on the protected area of a surface designated for the landing and takeoff of aircraft.
Runway Object Free Area (ROFA) - A defined area surrounding a runway that should be free of any
obstructions that could in interfere with aircraft operations. The dimensions for the OFA increase for
runways accommodating larger or faster aircraft.
Runway orientation - The physical layout of a runway ideally orientated in the direction of the prevailing
winds in order to minimize the crosswind components.
Runway Protection Zone (RPZ) - A trapezoidal area starting 200 feet beyond the runway end and
centered on the extended runway centerline. Airport control (ownership or easement) over land within
the RPZ is emphasized to protect people and property on the ground.
Runway safety are (RSA) - A defined surface surrounding the runway that shall be free of objects and
capable, under dry conditions, of supporting snow removal equipment, aircraft rescue and firefighting
equipment, and the occasional passage of aircraft without causing structural damage to the aircraft.
Runway threshold - The beginning of usable runway for landing.
Runway threshold lights - Lighting used to define the beginning of the runway pavement suitable for
aircraft operations.
Runway visual range (RVR) - An instrumentally derived value, in feet, representing the horizontal
distance a pilot can see down the runway from the runway end.
Seasonal use trend - A term used in aviation forecasting to describe the times of year in which an airport
is utilized the most.
Sectional chart - A type of aeronautical chart designed for navigation under visual flight rules; it shows
topographical features that are important to aviators, such as terrain elevations, ground features
identifiable from altitude (rivers, dams, bridges, buildings, etc.), and ground features useful to pilots
(airports, beacons, landmarks, etc.). The chart also shows information on airspace classes, ground-based
navigation aids, radio frequencies, longitude and latitude, navigation waypoints, and navigation routes.
Segmented circle - A system of visual indicators designed to show a pilot in the air the direction of the
traffic pattern at that airport.
Self-service fueling - Fueling conducted at an airport directly by an aircraft owner/operator.
Single-wheel landing gear - An aircraft landing gear system composed of a single wheel at each location
on the landing strut.
Small aircraft (FAA) - An aircraft with a certified maximum takeoff weight of less than 12, 500 pounds.
Solid waste - Solid or semisolid, non-soluble material (including gases and liquids in containers) such as
agricultural refuse, demolition waste, industrial waste, mining residues, municipal garbage, and sewage
sludge.
Special Conservation Area airspace - Airspace which surrounds many national parks, wildlife refuges,
etc.; pilots are requested to avoid flight below 2,000 feet AGL in these areas.
Spill Prevention, Control and Countermeasure (SPCC) - Specific steps for preventing, controlling, and
mitigating oil spills. SPCC plans are required for facilities that store oil and oil-containing products
exceeding certain capacity thresholds where there is a possibility that an oil spill would reach a
navigable water way.
State Apportionment - State level funding for airports.
State Historic Preservation Office (SHPO) - A state governmental function created by the United States
federal government in 1966 under Section 101 of the National Historic Preservation Act (NHPA).
State Implementation Plan (SIP) - A plan for each State which identifies how that State will attain and/or
maintain the primary and secondary National Ambient Air Quality Standards (NAAQS) set forth in
section 109 of the Clean Air Act ("the Act") and 40 Code of Federal Regulations 50.4 through 50.12 and
which includes federally-enforceable requirements. Each State is required to have a SIP which contains
control measures and strategies which demonstrate how each area will attain and maintain the NAAQS.
These plans are developed through a public process, formally adopted by the State, and submitted by
the Governor's designee to EPA. The Clean Air Act requires EPA to review each plan and any plan
revisions and to approve the plan or plan revisions if consistent with the Clean Air Act.
State Transportation Board - Responsible for establishing a complete system of state highway routes in
Arizona, is granted policy powers by the Governor, and serves in an advisory capacity to the Director of
the Arizona Department of Transportation. The Board awards construction contracts, monitors the
status of construction projects, and has the exclusive authority to issue revenue bonds for
transportation financing.
Statewide Integrated Airport System Planning (SIASP) - Identifies the general location and characteristics
of new airports and the general expansion needs of existing facilities to meet statewide air
transportation goals. This planning is performed by state transportation or aviation planning agencies.
Statute mile - A unit of linear measure equal to 5,280 feet or 1,760 yards.
Storm Water pollution prevention plan (SWPPP) - A plan that details procedures to be followed during
various phases of construction for sediment and erosion control that is required by a federal regulation
of the United States governing storm water runoff from active construction sites that are more than one
acre in area.
Tactical Air Navigation (TACAN) - An ultrahigh frequency electronic air navigation system which provides
suitably-equipped aircraft a continuous indication of bearing and distance to the TACAN station.
Takeoff Distance Available (TODA) - The TORA plus the length of any remaining runway or clearway
beyond the far end of the TORA.
Takeoff Run Available (TORA) - The runway length declared available and suitable for the ground run of
an aircraft taking off.
Taxilane - The portion of the aircraft parking area used for access between taxiways, aircraft parking
positions, hangars, storage facilities, etc.
Taxiway Design Group (TDG) - A classification of airplanes based on outer to outer main gear width
(MGW) and cockpit to main gear (CMG) distance.
Taxiway Edge Light - Lights that define the edge of the taxiway.
Taxiway Edge Safety Margin (TESM) - The minimum acceptable distance between the outside of the
airplane's main gear wheels and the pavement edge.
Taxiway Object Free Area (TOFA) - An area on the ground centered on a taxiway centerline provided to
enhance the safety of aircraft operations by having the area free of objects, except for objects that need
to be located in the TOFA for air navigation or aircraft ground maneuvering purposes.
Taxiway Safety Area (TSA) - A defined surface alongside the taxiway prepared or suitable for reducing
the risk of damage to an aircraft deviating from the taxiway.
Technical Advisory Committee (TAC) - A committee composed of representatives from industry and
government representing diverse points of view on the concerns of the community.
Terminal Area Forecast (TAF) - The official forecast of aviation activity at FAA facilities. These forecasts
are prepared to meet the budget and planning needs of the FAA and provide information for use by
state and local authorities, the aviation industry, and the public.
Terminal building - A facility on the airport where passengers transfer between ground transportation
and the facilities that allow them to board and disembark from aircraft. Within the terminal, passengers
purchase tickets, transfer their luggage, and go through security.
T-hangar - A rectangular aircraft storage hangar with several interlocking "T" units that minimizes the
need to build individual units; they are usually two-sided with either bi-fold or sliding doors.
Threshold of Significance (TOS) - The noise level at which aircraft creates a significant impact on noise
sensitive uses and persons exposed to it or higher levels. The FAA has selected 65 db of DNL to be the
default threshold of significance for aircraft noise.
Threshold Siting Surface (TSS) - An imaginary surface to ensure compatibility between nearby objects
and the runway's threshold, which is defined as the first part of pavement available and suitable for
landing.
Tie-down - A place where an aircraft is parked and "tied down." Surface can be grass, gravel or paved.
Tie-down fee - A fee that an airport may charge in order to utilize a specified tie-down parking spot on
the airfield.
Title 14 Code of Federal Regulations Part 77 Safe, Efficient Use, and Preservation of the Navigable
Airspace (14 CFR Part 77) - A federal regulation that ensures safe, efficient use, and preservation of the
navigable airspace.
Touch-and-go - An aircraft operation involving a landing followed by a takeoff without the aircraft
coming to a full stop or exiting the runway.
Town of Marana - A town located in Pima County, Arizona.
Traffic pattern altitude (TPA) - The designated altitude which aircraft must comply with while in the
traffic pattern at an airport, usually during landing.
Transient aircraft - Any aircraft which utilizes the airport for occasional temporary purposes, generally
no longer than seven days, and which is based at another airport and is not assigned a reserved tie-
down or hangar at the airport.
Transitional surface - One of the 14 CFR Part 77 imaginary surfaces; it extends outward and upward at
right angles to the runway centerline and the extended runway centerline at a slope of 7:1 from the
sides of the primary surface and from the sides of the approach surfaces.
Transportation Security Administration (TSA) - An agency of the U.S. Department of Homeland Security
that has authority over security of the traveling public in the United States.
Turbojet aircraft - An aircraft having a jet engine in which the energy of the jet operates a turbine which
in turn operates the air compressor.
Turboprop aircraft - An aircraft having a jet engine in which the energy of the jet operates a turbine
which drives the propeller.
Tucson Aeroservice Center - A fixed based operator located at Marana Regional Airport.
U.S. Census Bureau - A principal agency of the U.S. Federal Statistical System responsible for producing
data about the American people and economy.
U.S. Department of Agriculture - Natural Conservation Resource Service (USDA - NCRS) - The primary
federal agency that works with private landowners to help them conserve, maintain and improve their
natural resources.
U.S. Department of the Interior (DOI) - A federal executive department of the U.S. government
responsible for the management and conservation of most federal land and natural resources, and the
administration of programs relating to American Indians, Alaska Natives, Native Hawaiians, territorial
affairs, and insular areas of the United States.
U.S. Department of Transportation (USDOT) - A federal Cabinet department of the U.S. government
concerned with transportation. It was established by an act of Congress on October 15, 1966, and began
operation on April 1, 1967. It is governed by the United States Secretary of Transportation.
U.S. Fish and Wildlife Service (USFWS) - A federal government agency within the U.S. Department of the
Interior dedicated to the management of fish, wildlife, and natural habitats.
Uncontrolled airspace - Airspace within which aircraft are not subject to air traffic control.
United States (U.S.) - A federal republic consisting of 50 states and a federal district.
Unmanned aerial system (UAS) - The unmanned aircraft (UA) and all of the associated support
equipment, control station, data links, telemetry, communications and navigation equipment, etc.,
necessary to operate the unmanned aircraft.
Useful load - The weight of the pilot, copilot, passengers, baggage, usable fuel, and drainable oil. It is the
basic empty weight subtracted from the maximum allowable gross weight. This term applies to general
aviation aircraft only.
Utility runway - A runway that is constructed for, and intended to be used by, propeller driven aircraft of
12,500 pounds maximum gross weight and less.
Very high frequency (VHF) - A band of radio frequencies falling between 30 and 300 MHz.
VHF Omnidirectional Range/Distance Measuring Equipment (VOR/DME) - A ground-based electronic
navigation aid transmitting very high frequency navigation signals, 360 degrees in azimuth, oriented
from magnetic north; it is used as the basis for navigation in the national airspace system.
VHF Omnidirectional Range/Tactical Area Navigation (VORTAC) - The standard navigational aid used
throughout the airway system to provide bearing information to aircraft. When combined with Tactical
Air Navigation (TACAN), the facility, called VORTAC, provides distance as well as bearing information.
Victor Airways - Straight-line, low altitude airway segments between either two VOR stations, or a VOR
and a VOR intersection.
Visual Flight Rules (VFR) - Rules that govern the procedures for conducting flight under visual conditions;
a set of regulations under which a pilot operates an aircraft in weather conditions generally clear
enough to allow the pilot to see where the aircraft is going.
Visual runway - A runway intended solely for the operation of aircraft using visual approach procedures,
with no straight-in instrument approach procedure and no instrument designation indicated on an FAA-
approved airport layout plan.
Volatile Organic Compounds (VOC) - Organic compounds that easily become vapors or gases.
Water quality - Refers to the chemical, physical, biological, and radiological characteristics of water.
Wetland(s) - Lands where saturation with water is the dominant factor determining the nature of soil
development and the types of plant and animal communities living in the soil and on its surface.
Executive Order 11990, Protection of Wetlands, sets the standard for a Federal agency action involving
any wetland.
Wide Area Augmentation System (WAAS) - A differential global positioning system (DGPS) that improves
the accuracy of the system by determining position error from the GPS satellites, then transmitting the
error, or corrective factors, to the airborne GPS receiver.
Wild and scenic river - Rivers having remarkable scenic, recreational, geologic, fish, wildlife, historic, or
cultural values. Federal land management agencies in the Departments of the Interior and Agriculture
manage the Wild and Scenic Rivers Act (Act).
Wildlife Hazard Assessment (WHA) - An ecological study that examines the potential for wildlife strikes
at an airport.
Wind cone - A conical textile tube designed to indicate wind direction and relative wind speed. Wind
direction is the opposite of the direction in which the wind cone is pointing.
Wingspan - The maximum horizontal distance from one wingtip to the other wingtip, including the
horizontal component of any extensions such as winglets or raked wingtips.
Airport Master Plan – Marana Regional Airport
Appendix B
Published Instrument Approach Procedures
SSW-4, 30 APR 2015 to 28 MAY 2015SW-4, 30 APR 2015 to 28 MAY 2015
SSW-4, 30 APR 2015 to 28 MAY 2015SW-4, 30 APR 2015 to 28 MAY 2015
SSW-4, 30 APR 2015 to 28 MAY 2015SW-4, 30 APR 2015 to 28 MAY 2015
SSW-4, 30 APR 2015 to 28 MAY 2015SW-4, 30 APR 2015 to 28 MAY 2015
SSW-4, 30 APR 2015 to 28 MAY 2015SW-4, 30 APR 2015 to 28 MAY 2015
Airport Master Plan – Marana Regional Airport
Appendix C
FAA Forecast Approval Letter
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Airport Master Plan – Marana Regional Airport
Appendix D
Agency Coordination
Agency coordination contacts for Marana
Regional Airport Master Plan Update
Federal Level
Mr. Steve Spangle
U.S. Fish and Wildlife Services
Arizona Field Office
2321 W. Royal Palm Road, Suite 103
Phoenix, AZ 85021
(602) 242‐0210
Mr. Donald Borda
U.S. Army Corp of Engineers
Arizona Regulatory Office
3636 North Central Avenue, Suite 900
Phoenix, AZ 85012‐1939
(602) 230‐6900
State Level
Mr. Tim Bolton
Arizona State Land Department
1616 West Adams
Phoenix, AZ 85007
(602) 542‐2648
Ms. Roxanne Linsley
Arizona Department of Environmental Quality
Southern Regional Office
400 West Congress Street, Suite 433
Tucson, AZ 85701
(520) 628‐6716
Mr. Larry Voyles, Director
Arizona Game and Fish Department
5000 W. Carefree Highway
Phoenix, AZ 85086‐5000
(602) 942‐3000
Mr. James Garrison, Officer
State Historic Preservation Office
Arizona State Parks
1300 West Washington Street
Phoenix, AZ 85007
(602) 542‐2146
Military / Other
Lt. Colonel David Stine
Airspace Manager, 162nd Fighter Wing
Arizona Air National Guard
1700 East Valencia Road
Tucson, AZ 85706
(520) 295‐7078
Lt. Colonel Chad Smith
State Aviation Officer
Arizona Army National Guard
Silverbell Army Heliport
24641 East Pinal Airpark Road
Marana, Arizona 85653
(602) 267‐2798
CW5 Michael Ostermeyer
Arizona Army National Guard
State Safety Office
5636 East McDowell Road
Bldg #M5201
Phoenix, Arizona 85008‐3495
Mr. Jamison Brown
Senior Transportation Planner
Pima Association of Governments
1 East Broadway Blvd., Suite 401
Tucson, Arizona 85701
Note. An identical agency coordination letter
and exhibit depicting the proposed airport
development areas was mailed to each agency
on this list in May 2016. A sample of the letter
and exhibit sent to all agencies, along with
responses received, are also contained within
this appendix.
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W AVRA VALLEY RDSCALE: DRAWN: CHK'D: FILE:JOB NO.:DATE: www.armstrongconsultants.comNEW MEXICO: 505.508.2192ARIZONA: 602.803.7079COLORADO: 970.242.0101PIMA COUNTY, ARIZONA156259PROPOSED DEVELOPMENT PLANGMRJRWPER BAR SCALE625960403/2016MARANA REGIONAL AIRPORTN SANDARIO RDVEHICLE PARKING LOT2,500 SY VEHICLE PARKINGLOT2,000 SYFUTURE AIR TRAFFICCONTROL TOWERARFF BUILDING5000 SF PAVED ACCESSROADFUTURE SHADE HANGAR&APRON EXISTING GATE201918171615141312654321RUNWAY 3 - 21 3,892' X 75' (E)281110 VEHICLE PARKINGLOT2,080 SY29FUTURE GATEFUTURE T HANGAR &APRONFUTUREHELICOPTERPARKINGMAINTENANCEBUILDING 5000 SFJET PARKINGEXHIBIT 3AIRPORT PROPERTY LINE (E)LEGENDAIRPORT PROPERTY LINE (F)TO BE REMOVEDFUTURE DEVELOPMENTSCALE IN FEET0400 400800MAGNETIC NORTH SOURCE:NOAA GEOPHYSICAL DATA CENTERMAGNETIC DECLINATION 10°6'0" EASTRATE OF CHANGE 0.09° WEST PER YEAROBTAINED: 01/21/1610°6'0"N 45°28'18" E TRUETW B (E)TW B1 (E)TW B2 (E)RUNWAY 3 - 21 5,830' X 75' (F)2726252423222139JET PARKINGN 44°31'34" W TRUERUNWAY 12 - 30 6,901' X 100' (E)TW A (E)TW A1 (E)TW A2 (E)TW A3 (E)TW A4 (E)TW E2 (E)TW B3 (E)TW A(E)RPZ (E)500' X 1,010' X 1,700', 20:1CAT C AIRCRAFT: FEE SIMPLEPROPOSED EASEMENT ±20.4 Ac.RPZ (E)500' X 1,010' X 1,700', 34:1 CAT C AIRCRAFT: FEE SIMPLEPROPOSED EASEMENT ±15.9 Ac.RPZ (E)500' X 700' X 1,000', 34:1CAT B AIRCRAFT: FEE SIMPLEPROPOSED EASEMENT ±9.8 Ac.RPZ (E)500' X 700' X 1,000', 34:1 CAT B AIRCRAFT: FEE SIMPLEPROPOSED EASEMENT ±11.8 Ac.RPZ (F)500' X 700' X 1,000', 34:1CAT B AIRCRAFT: FEE SIMPLEPROPOSED EASEMENT ±9.8 Ac.1 Ac.FUTURE TAXIWAY2 Ac. EXISTING FENCE &GATE57.5 Ac.23.0 Ac.1 Ac.1 Ac.1 Ac.1 Ac.1 Ac. LARGECORPORATEHANGAR 45,000SF PROPOSEDPARKING LOT4,000 SYHANGAR /OFFICE 30,000 SFLANDSCAPINGAREA (TYP.) LARGECORPORATEHANGAR 45,000SFTERMINAL 15,000 SFTENANT / BUSINESS 20,000 SFVEHICLE PARKING LOT 1,230 SYFUEL TRUCK PARKINGPAVED DRIVE (ASPHALT)REMOVE100'TAXIWAYON-AIRPORT DEVELOPMENTPROPOSED RETENTIONBASIN & STORM PIPELAND TO BE ACQUIREDOFF-AIRPORT REVENUE3187FUTURE CONVENTIONALHANGARS &APRON
Responses received from agencies for Marana Regional Airport Master Plan Update
Federal Level
U.S. Fish and Wildlife Services
Tucson Sub-office
U.S. Army Corps of Engineers
Arizona Regulatory Office
State Level
State Historic Preservation Office
Arizona State Parks
Military/Other
Pima Association of Governments
Pima County, Arizona
1
Jenny Watts
From:Richardson, Scott <scott_richardson@fws.gov>
Sent:Monday, June 6, 2016 11:37 AM
To:Jenny Watts
Subject:Airport Master Plan, Marana Regional Airport
Follow Up Flag:Follow up
Flag Status:Flagged
Dear Consultation and Conservation Partners:
As of March 2014, the Arizona Ecological Services Office of the U.S. Fish and Wildlife Service (Service) will
no longer be maintaining the County Species List, and is directing your agency, agents, and designated non-
Federal representatives to an automated Environmental Conservation Online System-Information, Planning and
Conservation (ECOS-IPaC) system (System) accessed via the internet. The purpose of this System is to identify
species designated via the Endangered Species Act of 1973, as amended (Act) as candidates, proposed,
threatened, or endangered; and habitats proposed and designated as critical habitat, which may occur in the
action areas that you will define.
The output provided by the System is intended, in part, to fulfill the requirements under section 7(c) of the Act
(16 U.S.C. 1531 et seq.). The lists pertaining to species and habitats designated via the Act are to be used in the
development of biological assessments/evaluations that you will prepare for future proposed projects. Use the
link http://ecos.fws.gov/ipac/, to input your project’s polygon, upload a shapefile (if your project is over a large
area but with segments), or to select the county in which your project occurs to view and request a species list.
If your team decides to input your project’s polygon, please bear in mind that the species generated in your list
are delineated in grids that cover a minimum of 49 square miles. Please check each species’ information page
found at http://www.fws.gov/southwest/es/arizona/Docs_Species.htm or
http://www.fws.gov/southwest/es/arizona/Documents/MiscDocs/AZSpeciesReference.pdf for a quick reference,
to determine if suitable habitat for the species on your list occurs for the species on your list in your project
area.
A generated ‘Official List’ can be renewed through the following steps:
1. Re-entering the shapefile used or requesting the shapefile be sent back to you (IPaC saves the shapefiles used
when an Official List is requested);
2. Proceed through the steps;
3. Save the Preliminary Species List as a PDF. Please do not click 'Request Official List';
4. Send this PDF to the incomingazcorr@fws.gov address with the subject line and text requesting a renewed
list. Please provide the file number that was given with the original Official Species List in the email too;
The Service is currently working on automating the renewal process, but until this is available we recommend
that you use IPaC and these renewal steps as necessary.
The Service asks that you aid us in sharing this notice with your affected staff, agents, clients, or non-Federal
representatives. Your assistance with dissemination of this notice is appreciated. If you have questions or
comments regarding the use and operation of the automated ECOS-IPaC System, please contact the ECOS-
IPaC help desk at 970-226-9468, 8am - 4pm Mountain Time, M-F or via email at
http://ecos.fws.gov/ecos/helpDeskPublicForm.do. If you have questions or comments regarding the content of
the Preliminary or Official Lists supplied to you by the System, please contact Brenda Smith at 928/556-2157
for projects in Northern Arizona, our general Phoenix number 602/242-0210 for central Arizona, or Jean
Calhoun at 520/670-6150 (x223) for projects in southern Arizona.
Activities that involve streams and/or wetlands are regulated by the U.S. Army Corps of Engineers (Corps). We
recommend that you contact the Corps to determine their interest in proposed projects in these areas. For
activities within a National Wildlife Refuge, we recommend that you contact refuge staff for specific
information about refuge resources.
2
If your action is on Indian land or has implications for off-reservation tribal interests, we encourage you to
contact the tribe(s) and the Bureau of Indian Affairs (BIA) to discuss potential tribal concerns, and to invite any
affected tribe and BIA to participate in the section 7 consultation. In keeping with our tribal trust responsibility,
we will notify tribes that may be affected by proposed actions when section 7 consultation is initiated. For more
information, please contact our tribal coordinator, John Nystedt at (928) 556-2160 or John_Nystedt@fws.gov.
We also recommend that you coordinate your project with the Arizona Game and Fish Department, and utilize
their Environmental Review On-Line Tool that can be accessed at http://www.azgfd.gov/hgis/.
Thank you.
Scott Richardson
U.S. Fish and Wildlife Service
Tucson Suboffice
(520) 670-6150 x 242
Pima Association of Governments 1 E. Broadway Blvd., Suite 401, Tucson, AZ 85701 (520) 792-1093 (520) 620-6981 [fax] www.PAGregion.com
June 9, 2016
Ms. Jenny Watts, Airport Planner
Armstrong Consultants
2345 S. Alma School Road, Suite 208
Mesa, AZ 85210
jwatts@armstrongconsultants.com
Dear Ms. Watts:
Thank you for your letter requesting information regarding the Marana Regional Airport Master Plan
Update and the project’s potential impact to sensitive environmental areas. As a non-profit 501(c)4
organization, Pima Association of Governments does not have regulatory authority relating to the
categories referenced in your letter nor does it have political jurisdiction.
Among several roles, PAG serves as the federally designated Metropolitan Planning Organization
for Pima County. In this capacity, PAG annually develops a Transportation Improvement Program
(TIP) of projects identified for near-term funding as well as a long-range transportation plan. The
most recent long-range transportation plan is referred to as the 2045 Regional Mobility and
Accessibility Plan (RMAP). In case this is relevant to your inquiry, both the TIP and the 2045 RMAP
include air quality conformity analyses as well as Title VI and Environmental Justice analyses.
These documents can be found on our website (pagregion.com), with the specific URL provided
below:
The 2017 – 2021 TIP can be found at:
www.pagnet.org/documents/tip/tip2017-2021/2017-2021-Draft-TIP.pdf
The 2045 RMAP can be found at:
www.pagregion.com/documents/rmap/rmap2045/2045RMAP.pdf
If you need assistance locating the analyses mentioned above or have any questions about these
documents, please don’t hesitate to contact me. Also, if you need assistance identifying contacts at
agencies with regulatory responsibilities in the vicinity of the airport, please let me know.
Thank you again, Ms. Watts.
Respectfully,
Jamie Brown, Transportation Planning Manager
Cc: Farhad Moghimi, Executive Director
Cherie Campbell, Deputy Director
John Liosatos, Transportation Planning Director
Chris Blue, Transportation Planner
Airport Master Plan – Marana Regional Airport
Appendix E
ALTA – ACSM Land Title Survey
Corporate Office
861 Rood Avenue
Grand Junction, Colorado 81501
970.242.0101
Arizona Office
2345 S. Alma School Road, Suite 208
Mesa, Arizona 85210
602.803.7079
New Mexico Office
2305 Renard Place SE, Suite 210
Albuquerque, New Mexico 87106
505.508.2192
www.armstrongconsultants.com