Afton – Lincoln County Airport 1 (February, 2013 Draft) Environmental Assessment

CHAPTER 1

PURPOSE AND NEED

1.0. INTRODUCTION

An Environmental Assessment (EA) evaluates the effects of a proposed Federal action on the surrounding environment and is prepared in compliance with the National Environmental Policy Act (NEPA). Federal Aviation Administration (FAA) Order 1050.1E, Environmental Impacts: Policies and Procedures, and FAA Order 5050.4B, Airport Environmental Handbook, describe Federal airport and aviation actions that trigger the requirement for EAs and Environmental Impact Statements (EISs). Both FAA Orders also provide detailed guidance on the preparation of airport and aviation environmental studies. This EA identifies the potential environmental impacts associated with the proposed development action explained herein, demonstrates how identified impacts can be eliminated or mitigated, and provides the context for public involvement and comment. This EA assesses the impact categories required by FAA Orders 1050.1E and 5050.4B in relationship to the proposed project. The Afton – Lincoln County Airport Joint Powers Board is proposing a number of different projects at the airport. One project is to extend the parallel taxiway at the Afton – Lincoln County Airport in Afton, Wyoming. The proposed parallel taxiway extension project would provide for a full length parallel taxiway to include such electrical upgrades as Medium Intensity Taxiway Lighting (MITL). A second project would involve the proposed runway lighting rehabilitation that would include replacement of the airport’s aged Medium Intensity Runway Lighting (MIRL), installing caution zone lighting, and upgrading the existing 2-box PAPI’s to 4-box PAPI’s. As a third project the Board is also proposing to acquire approximately 65 acres of land bordering the airport for development, specifically the relocation of their existing Automated Weather Observation System (AWOS). This land is proposed to be acquired through either fee or easement(s). These development proposals require FAA and Wyoming Department of Transportation (WYDOT) approval of the Airport Layout Plan (ALP) and grant applications prior to consideration for Federal and State funding. This EA, completed under the direction of the Afton – Lincoln County Airport Joint Powers Board, the Federal Aviation Administration, and the Wyoming Department of Transportation - Aeronautics Division, identifies the potential environmental impacts associated with the proposed development actions recommended for the Afton – Lincoln County Airport. The improvements are expected to be completed within the next several years with design proposed in 2013 and construction in 2014 for the parallel taxiway and runway lighting rehabilitation projects, and land acquisition between 2012 and 2013, contingent upon funding. Two final alternatives for development of the parallel taxiway resulted from the extensive analysis of the airport. These options will

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be discussed in detail later in the EA. Two alternatives for the runway lighting rehabilitation and relocation of the AWOS resulted from similar analysis. Additional information for the AWOS relocation is provided in Appendix V. 1.1 BACKGROUND AND EXISTING FACILITIES The Afton – Lincoln County Airport, serving the Town of Afton, Star Valley, and Lincoln County, has existed since the early 1940’s and is used primarily for business, governmental, recreational, emergency medical flights, and personal use. The airport is located in western Wyoming, immediately southwest of the Town of Afton, Wyoming, known as “America’s Little Switzerland”, and lies in a portion of Section 1, Township 31 North, Range 119 West, and Sections 25 and 36, Township 32 North, Range 119 West, P.M.M. Access to the airport is provided via U.S. Highway 89. The airport is situated between the Bridger National Forest (approximately 1.5 miles east) and Caribou - Targhee National Forest (approximately 8.5 miles west). Figure 1-1 reflects the location of the airport in relation to these areas and others. Afton is located approximately 53 miles south of Jackson, Wyoming, 76 miles southeast of Idaho Falls, Idaho, and 144 miles northeast of Salt Lake City, Utah. The property immediately surrounding the airport is used primarily for agricultural purposes with scattered rural residential developments. The east side of the airport borders commercial businesses, agriculture, and the Afton Airpark – a residential aviation development. The Afton Airport’s elevation is 6,221 feet Mean Sea Level (MSL) with the mean maximum temperature of the warmest month of 82°F. The airport has a total area of approximately 273.7 acres, all of which are owned in fee by the Afton – Lincoln County Airport Joint Powers Board. There is no acreage under easement. Current airport airside facilities include one asphalt runway as follows: 7,025-feet x 75-feet, with a weight bearing capacity of 30,000 pounds for single wheel gear configuration. Additional facilities include five connecting taxiways between Runway 16-34 and the partial parallel taxiway and main apron, two connecting taxiways at the threshold of Runway 16 that connect to Aviat Taxiway and the Afton Airpark, a main apron of approximately 25,000 SY and several taxilanes, lighted wind sock and segmented circle, Automated Weather Observation System III (AWOS) and rotating beacon. Runway 16-34 has medium intensity runway lights (MIRL) with 2-Box Precision Approach Path Indicators (PAPIs) as navigational aids and Runway End Identifier Lights (REILs) on both ends. Thirty-three hangars presently exist on the airport, in addition to the Fixed Based Operator’s (FBO) building and Airport’s Snow Removal Equipment (SRE) building. The airport serves approximately 9,500 operations annually according to the FAA’s Terminal Area Forecast (TAF) Detailed Report issued for the Afton – Lincoln County Airport in December of 2011. The airport is presently classified as a general aviation airport by the Federal Aviation Administration’s (FAA) National Plan of Integrated Airport Systems (NPIAS) and has 45 based aircraft. The Wyoming Department of Transportation (WYDOT) – Aeronautics Division, 2009 Wyoming Statewide Economic

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Impact Study classifies the Afton – Lincoln County Airport as a “Business Airport”. Business airports serve multi-county areas and economic centers providing a connection to state and national economies and are intended to accommodate larger business jet activity and support tourism and recreational demand. There are currently two published instrument approach procedures to Runway 16 - 34. The approach for Runway 16 is an RNAV (GPS) approach with 7,140’ minimum decent altitude and 1½ mile visibility minimum for Approach Category B aircraft. The approach to Runway 34 is an RNAV (GPS) approach with 7,620’ minimum decent altitude and 1½ mile visibility minimum for Approach Category B aircraft. Category B aircraft are defined as those with approach speeds of 91 knots or more, but less than 121 knots as defined in AC 150/5300-13A, Airport Design. Airport facilities include a Fixed Base Operator (FBO). The FBO provides hangar space, tie downs, flight instruction, fuel, and aircraft rental. Above ground fuel storage exists for both 100LL and Jet-A, each with 10,000 gallons of capacity. The FBO operates as a “through the fence” type facility that has access from the landside and airside environments. Other through the fence type facilities include numerous hangars and at least one aircraft maintenance facility. The Airport’s SRE building is on the landside and houses airport personnel office and meeting space, as well as equipment bays. Figure 1-2 shows the basic layout of the airport overlain on a 2009 aerial photo. Existing facilities shown include the airport pavements (runway, taxiways, taxilanes, and aprons), structures presently on the airport (hangars, FBO, snow removal equipment building), property line and fencing, Runway Protection Zones, and neighboring Town of Afton and U.S. Highway 89. The latest approved Airport Layout Plan is also included in Appendix IV for further detail of those facilities noted above.

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1.2 PURPOSE AND NEED FOR THE PROPOSED DEVELOPMENT 1.2.1 Purpose of the Proposed Development The Afton – Lincoln County Airport Joint Powers Board’s purpose is to improve the Afton – Lincoln County Airport to meet FAA design criteria and recommendations and Wyoming Department of Transportation Aeronautics Division objectives for a full length parallel taxiway, and to improve overall safety. Project improvements also intend to bring the airport lighting into compliance with FAA design requirements for the runway and parallel taxiway, ensure facility readiness with replacement of the aged runway wiring, and provide improved guidance during approaches with the installation of 4-box PAPI’s. The Board’s purpose is to also acquire land through fee or easement(s) for development of the airport – specifically the relocation of the existing AWOS III and protection of the associated AWOS III influence areas. Advisory Circular (AC) 150/5300-13A, Airport Design, dated 9/28/2012 states that the airfield design process focuses on safety first, then efficiency and capacity. A taxiway’s geometry and operational use play a crucial role in enhancing airfield safety and efficiency. The airport planner and designer must ensure that operational requirements are taken into consideration in the taxiway layout to avoid situations such as the use of a runway as a taxiway. The AC also states that a basic airport consists of a runway with a full-length parallel taxiway, apron, and connecting transverse taxiways between the runway, the parallel taxiway, and the apron. Appendix 16, New Instrument Approach Procedures, of AC 150/5300-13 (preceding document to 5300-13A, dated 1/3/08 for CNG 12) noted that a parallel taxiway is recommended to accommodate non-precision instrument approach minimums of 1-statute mile or greater. While Afton does not currently meet criteria to make it eligible for approaches less than 1-statute mile, and thus a required parallel taxiway per the AC, the Airport does desire to accommodate the lowest approach minimums possible. This is important to reliably accommodate regular business and private jet operations that currently occur at Afton. Full parallel taxiways provide a standard routing of aircraft to and from the runway recognizable to the pilots. Parallel taxiways additionally limit direct inadvertent access onto runways for departing aircraft. A full length parallel taxiway would serve the purpose of increasing airport operational safety through the reduction of runway incursions. It would also facilitate the reduction of runway occupancy times and expedite departures. Overall operational flexibility in the maneuvering of taxiing aircraft to and from the terminal area would also be improved from the various areas of the airfield. The Wyoming Design Standards Inventory of 2007 (Afton Exhibit in Appendix IX) and the latest approved Airport Layout Plan (March 16, 2011) reflect an existing terrain penetration of the Primary Surface to the east of the threshold of Runway 16. Extension

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of the parallel taxiway through this area would provide an opportunity to properly grade the Primary Surface to meet FAA design criteria – FAR Part 77. The existing partial parallel taxiway and associated ladder taxiways currently are marked with L-853 retro-reflective markers. Per AC 150/5340-30G, Design and Installation Details for Airport Visual Aids, the standard taxiway edge lighting system for airports is Medium Intensity Taxiway Lighting (MITL). The 2009 Wyoming Statewide Airport Inventory and Implementation Plan states that “If there is a precision or non-precision instrument approach, MITL is the standard design”. That document also states that it is desired that airports install MITL on taxiways where the runway is also paved and lighted, as is the situation in Afton. In addition to the standard MITL proposed as part of the taxiway extension, there are also upgrades to the runway lighting that are proposed. The lighting upgrades completed with the runway extension in 2004 (conduit, conductor, light cans, fixtures, signs, etc.) are proposed to be completed in the area of the original runway to replace the aged lighting system and bring the system into compliance with AC 150/5340-30G, Design and Installation Details for Airport Visual Aids. That AC states that for Medium Intensity Runway Lighting (MIRL) installations the runway edge lights emit white light, except in the caution zone, which is the last 2,000 feet of runway or one-half the runway length, whichever is less. When there is an instrument approach at each runway end, yellow/white lights are installed at each runway end as described in the AC. The project also proposes to install taxiway edge lighting to bring the existing and proposed parallel taxiway and ladder taxiways into compliance with AC 150/5340-30G, Design and Installation Details for Airport Visual Aids. As part of the electrical improvements, the existing 2-box PAPI’s are proposed to be replaced with 4-box PAPI’s with new circuits per the recommendation provided in the Wyoming Airports Instrument Approach Analyses conducted in 2010, to improve the visual vertical descent guidance information during the approach to the runway. In acquiring approximately 65 acres of land through fee or easement(s) immediately adjacent to the west boundary of the airport, the Afton – Lincoln County Airport Joint Powers Board intends to meet FAA sighting criteria for their existing AWOS III. The proposed area would provide for adherence to the necessary clear zones, and provide for the ability to mount weather sensors at appropriate heights in accordance with FAA Order 6560.20B, Siting Criteria for Automated Weather Observations Systems. The Wyoming Department of Transportation – Aeronautics Division also noted in correspondence in 2011 that “The Division encourages Afton to pursue meeting all applicable FAA criteria for AWOS installations…including land purchase.” See Appendix V for AWOS siting and obstruction analysis and correspondence. In summary, the purpose of this project is to insure that the Joint Powers Board complies with FAA and WYDOT design requirements and recommendations for full parallel taxiway development at the airport, remove existing obstructions, upgrade existing runway lighting and PAPI’s, and comply with FAA sighting criteria for the Airport’s existing AWOS III through the acquisition of land. This project will require the

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extension of the existing parallel taxiway for a distance of approximately 2,655 feet to the north of the general aviation apron. The acquisition of land will include approximately 65 acres of land immediately adjacent to the Airport’s western property boundary. 1.2.2 Need for the Proposed Development

The Wyoming Statewide Airport Economic Impact Study completed in 2009 notes that Afton receives the following types of traffic:

Daily – recreational flying, flight training, Weekly – corporate/business activity, emergency medical evac/patient transfer,

medical doctor transport, Monthly – energy business, aerial inspections, Seasonal – resort visitor gateway, community event staging, Search &

Rescue/Civil Air Patrol, environmental patrols, forest/rangeland firefighting, aerial photography/surveying, real estate tours, youth outreach (Young Eagles), and air shows.

The wide variety of air traffic requires the need to provide for as safe and efficient an airport as possible. The need for the proposed improvements at the Afton – Lincoln County Airport is based on the facility deficiencies and requirements, and/or recommendations as identified in the following documents:

Engineering Brief 75, Incorporation of Runway Incursion Prevention into Taxiway and Apron Design,

Table 3-1 of FAA Order 5090.3C, Field Formulation of the National Plan of Integrated Airport Systems (NPIAS),

2009 Wyoming Statewide Airport Inventory and Implementation Plan, Advisory Circular (AC) 150/5300-13A, Airport Design, Appendix 16, New Instrument Approach Procedures, of AC 150/5300-13, Wyoming Design Standards Inventory of 2007 (Afton Exhibit in Appendix IX), Airport Layout Plan (latest approve March 16, 2011), Appendix IV, FAR Part 77 – Objects Affecting Navigable Airspace, AC 150/5340-30G, Design and Installation Details for Airport Visual Aids, Wyoming Airports Instrument Approach Analyses, 2010, FAA Order 6560.20B, Siting Criteria for Automated Weather Observations

Systems (AWOS), 1992 Master Plan Update for the Afton – Lincoln County Airport

The 2009 Wyoming Statewide Airport Inventory and Implementation Plan identified Afton as a “Business Airport”. As noted previously, by definition “Business” airports serve multi-county areas and economic centers, providing a connection to state and national economies and are intended to accommodate larger business jet activity and support tourism and recreational demand. Afton is noted in the 2009 Plan as being one

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of only two Business airports in the state that have a deficiency in not having a full parallel taxiway. According to an October 7th, 2009 article in the Star Valley Independent, the Afton – Lincoln County Airport was as being at the top of the list in terms of economic viability for business airports in the state. With the construction of the Afton Airpark to the north of the terminal area in 2005, 54 home/hangar lots were created for the residential through-the-fence development. This development modified how Aviat Aircraft, Inc. (local aircraft manufacturer) now accesses the airport. Initially, Aviat traffic would taxi along the old runway (now a vehicle access for the Airpark) and access the terminal area via a connector taxiway (Taxiway A5). Now, Aviat traffic accesses the threshold of Runway 16 directly from Aviat Taxiway, as does all traffic from the Afton Airpark. This has created a situation where aircraft must utilize the runway as a taxiway to access facilities in the terminal area (fuel, hangars, mechanical facilities, tie down area, Fixed Base Operator (FBO), etc.), or to access the threshold of Runway 34 should prevailing winds dictate that as the runway of choice. Any traffic desiring to utilize Runway 16 from the terminal area must also back taxi on the runway approximately 2,655’ from the terminal apron to the threshold. Such use of the runway as a taxiway increases the probability for incursions, increases runway occupancy time which reduces overall airport operational capability, and detracts from the overall operational flexibility in that there is essentially only one way in and one way out for traffic accessing the threshold of Runway 16 and Aviat Taxiway. Incursions are defined as any unauthorized intrusion onto a runway, regardless of whether or not an aircraft presents a potential conflict. Installation of the remaining parallel taxiway will improve safety through the reduction of incursions and improve overall airport operational efficiency and flexibility. Per Engineering Brief 75, Incorporation of Runway Incursion Prevention into Taxiway and Apron Design, full parallel taxiways are recommended as a standard airport design element when justified through planning. They are also listed in Table 3-1 of FAA Order 5090.3C, Field Formulation of the National Plan of Integrated Airport Systems (NPIAS) as being considered a fundamental development of the basic configuration recommended for an airport in the national system. The Afton – Lincoln County Airport is in the NPIAS system. The 2009 Wyoming Statewide Airport Inventory and Implementation Plan also states that “It is essential that both Commercial Service and Business Airports (Afton) have a full length parallel taxiway.” Afton’s 1992 Master Plan Update also recommended the construction of a north connecting taxiway as one of the major improvements that should be accomplished as soon as the funding sources would allow. There are currently RNAV (GPS) approaches to each end of the runway with 1½ mile visibility minimums for Approach Category B aircraft. The Wyoming Airports Instrument Approach Analyses, 2010 includes recommendations on numerous proposed improvements (runway lighting, approach lighting, Localizer, Instrument Landing System (ILS), etc.) that could potentially reduce the minimums such that a full parallel taxiway is required based on that requirement alone. Table A16-1C – Non-Precision Approach Requirements of AC 150/5300-13, indicates that a full parallel taxiway is

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required for approaches with less than 1-statute mile visibility minimums and recommends a full parallel taxiway for approaches of 1-statute mile and greater (Afton). The airport routinely receives overflow business and recreational traffic from Jackson, Wyoming and elsewhere, including such traffic as Citations and Gulfstream aircraft of various sizes that routinely utilize the approaches. The installation of a full parallel taxiway will augment the development of future approaches into the airport, and facilitate FAA and WYDOT recommendations. FAR Part 77 identifies the Primary Surface as a surface longitudinally centered on a runway. 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 of a Primary Surface is:

1. 250 feet for utility runways having only visual approaches. 2. 500 feet for utility runways having non-precision instrument approaches. 3. For other than utility runways the width is:

a. 500 feet for visual runway having only visual approaches. b. 500 feet for non-precision instrument runways having visibility

minimums greater than three-fourths statute mile. c. 1,000 feet for a non-precision instrument runway having a non-

precision instrument approach with visibility minimums as low as three-fourths of a statute mile, and for precision instrument runways.

FAR Part 77 identifies the Transitional Surface as surfaces extending outward and upward at right angles to the runway centerline and the runway centerline extended at a slope of 7 to 1 from the sides of the Primary Surface and from the sides of the Approach Surfaces. Afton’s runway is identified as a “Non-precision Instrument Runway”, a runway having an existing instrument approach procedure utilizing air navigation facilities with only horizontal guidance, or area type navigation equipment, for which a straight-in non-precision instrument approach procedure has been approved, or planned, and for which no precision approach facilities are planned, or indicated on an FAA planning document or military service airport planning document, as defined in FAR Part 77. The Airport Reference Code (ARC) that is noted on the latest approved ALP (Appendix IV) for Afton is B-II, with identified runway pavement design strength of 30,000 pounds single wheel gross. An ARC of B-II is defined as aircraft with approach speeds of 91 knots or more, but less than 121 knots (the ‘B’ reference), and wingspans of 49’ < 79’ and tail heights of 20’ < 30’ (the ‘II’ reference). The Airport also has non-precision instrument approaches to each end of the runway. As such, the existing Primary Surface width for Afton is 500’ centered on the runway centerline. Both the latest approved ALP and Wyoming Design Standards Inventory of 2007 (Afton Exhibit in Appendix IX) indicate that there is existing terrain that penetrates the primary and transitional surfaces to the east of the threshold of Runway 16. The ALP reflects a penetration of up to approximately 4.8’ in the existing Primary Surface. Surface grading accomplished with a taxiway extension would remove the obstruction and bring this area into compliance with FAA design criteria.

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The existing taxiway system at Afton is currently marked with only reflectors. Per AC 150/5340-30G, Design and Installation Details for Airport Visual Aids, reflectors are permitted to enhance taxiway lighting systems installed on short taxiway sections, curves and intersections. In such cases, lights are installed to meet the spacing requirements and reflectors are installed uniformly between the lights. Reflectors are also permitted in lieu of edge lights where a centerline system is installed, which Afton does not have. To bring the airport into compliance, a new taxiway circuit with conduit, conductor, light cans and fixtures, and a new regulator are proposed for both the existing parallel taxiway and ladder taxiways, as well as the parallel taxiway extension. Afton’s runway lighting infrastructure is made up of a number of different phases that have been completed with the development of the airport since the first phase of the existing runway was constructed in 1982. With the extension of the runway from the initial length of 4,685’ to 5,220’ in 1996 came the installation of additional stake mounted runway lights that were connected to the existing direct bury lighting circuits. The last runway extension to a total length of 7,025’ was completed in 2005 and involved the installation of runway lighting circuits in 2” conduit, new fixtures, and light cans in the area of the extension. A small portion of the older circuitry was replaced with this project (electrical vault to the south end extension). The airfield electrical vault was also rehabilitated with this 2005 project. Due to a lack of funding at the time, rehabilitation and installation of the remainder of the airfield lighting circuits in conduit did not occur. Of the older 5,220’ (1996 era) runway, approximately 535’ of the runway has circuitry that is 16 years old, with the remainder being around 30 years old and well beyond the typical 20 year design life of most electrical circuits. The airport is also experiencing an increasing level of maintenance issues with the older airfield signage. The Wyoming Design Standards Inventory of 2007 (Afton Exhibit in Appendix IX) noted that the runway edge lights don’t contain caution zone lighting for the instrument approaches. This caution zone is required per AC 150/5340-30G, Design and Installation Details for Airport Visual Aids. The Runway 16 2-box PAPI was installed with the 1996 project. A new Runway 34 2-box PAPI replaced the old VASI system in the 2005 project. There have been past maintenance issues with rodents chewing on the underground wiring that would be prevented in the future if the wire were installed in conduit. While these PAPI’s are now operating as intended, there is the potential to improve visual vertical descent guidance information during the approach to the runway. Upgrading the existing 2-box PAPI’s to 4-box PAPI’s is one of the overall recommendations of the 2010 Wyoming Airports Instrument Approach Analyses. Order 6560.20B, Siting Criteria for Automated Weather Observing Systems, notes the following requirements for AWOS siting at non-precision approach airports (Afton):

Located from 1000’ – 3000’ from the threshold of the primary runway, Located from 500’ – 1000’ from the centerline of the runway,

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For the wind sensors there is a 500’ radius clear zone around the AWOS. The wind sensors must be 15’ above anything within the 500’ that blocks more than a 10 degree angle,

For the wind sensors there is a clear zone from 500’ radius to 1000’ radius in which there may be no obstruction greater than 10 feet above the sensor that blocks more than a 10 degree angle,

The wind sensors are normally mounted at 30 to 33 feet above the average ground height within a radius of 500 feet,

There is also a 100’ radius clear zone in which there can be no vegetation over 10” in height within the 100’ radius.

The existing AWOS III is located near the north end of the hangar area, with the wind sensor mounted at a height of 43 feet. The height and impact of neighboring hangars and trees within the 500’ and 1000’ radius clear zones were evaluated for potential obstructions to the AWOS. Additional AWOS siting and obstruction analysis information and correspondence can be referenced in Appendix V. One existing hangar does meet obstruction criteria for the AWOS, and the wind sensor is not set within the required height range. The construction of future hangars has the potential to impact the clear zones of the AWOS at its present location. The Wyoming Department of Transportation – Aeronautics Division has noted that the Division will consider funding AWOS upgrades (new VHF, barometer, T / RH, UHF radios, thunderstorm sensor, tilt tower with LED lights, UPS, equipment frame, and precipitation gauge) once FAA siting criteria are satisfied (Appendix V). Such upgrades and reliable weather will augment the approaches to the airport and provide for accurate, on field, real time weather information critical to pilots. The existing airport property was evaluated in detail to determine if there were any other sites that would meet the siting criteria. Given that the existing property line along the runway alignment is only 400’ from centerline to both the east and west property line restricts the AWOS installation to the terminal area, unless additional property is acquired. Review of the terminal area reflects that there are no locations that meet the siting criteria. Off property terrain and conditions were evaluated and a suitable site has been found to the west of the airport, across the runway from the terminal area. In order to meet siting criteria to provide for accurate weather readings and output to pilots, additional land needs to be acquired either through fee or easement(s). Review of the potential parcel with the landowner has reflected an acquisition size of approximately 65 acres to facilitate the AWOS clear zone requirements and uneconomic remainders of the parcel. The land in question has also been identified on the ALP for some time as potential land acquisition for future approach protection/development. The approximately 65-acre parcel is a portion of the proposed parcel to the west of Parcel 11 as identified on the ALP Exhibit ‘A’ (Appendix IV). The safe and efficient use of the Afton – Lincoln County Airport is currently compromised by the lack of a full parallel taxiway that at times requires use of the runway as a taxiway, obstructions to the primary and transitional surfaces, aged runway lighting, lack of parallel taxiway lighting, and an AWOS III that is in a non-standard

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location and potentially impacted by neighboring obstructions. A full parallel lighted taxiway that is graded to Part 77 criteria, rehabilitated runway lighting, and the acquisition of land is recommended to facilitate the continued safe and efficient environment that the Afton – Lincoln County Airport Joint Powers Board desires.