Winterset Airport Master Layout Plan

WINTERSET MUNICIPAL AIRPORT

MASTER PLAN UPDATE REPORT AUGUST 2013

PREPARED FOR: Winterset Municipal Airport Authority

PREPARED BY:

building strong communities.

DES MOINES METRO 1360 NW 121st Street

Clive, Iowa 50325 P 515.964.1229 F 515.964.2370

The preparation of this document was supported, in part, through Airport Improvement Program (AIP) financial assistance from the Federal Aviation Administration (Project Number 3-19-0098-06-2009) as provided under Title 49 U.S.C., Section 47104. The contents do not necessarily reflect the official views or policy of 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 any development depicted therein nor does it indicate that the proposed development is environmentally acceptable or would have justification in accordance with appropriate public laws.

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WINTERSET MUNICIPAL AIRPORT MASTER PLAN UPDATE

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TABLE OF CONTENTS

CHAPTER 1: INVENTORY ......................................................................................... 11.1 Introduction ................................................................................................. 11.2 Objectives .................................................................................................... 11.3 Airport Location and Background .................................................................. 21.4 Airport Role .................................................................................................. 41.5 Neighboring Airports .................................................................................... 51.6 Airside Facilities ........................................................................................... 51.7 Landside Facilities ...................................................................................... 131.8 Navigational Aids ....................................................................................... 151.9 Visual Aids ................................................................................................. 161.10 Communication and Weather Aids .............................................................. 171.11 Obstructions to Air Navigation .................................................................... 181.12 Planning and Zoning .................................................................................. 181.13 Traffic Patterns ........................................................................................... 191.14 Utilities ...................................................................................................... 19

CHAPTER 2: DEMAND FORECASTS ......................................................................... 212.1 Introduction ............................................................................................... 212.2 Socio-Economic Profile ............................................................................... 212.3 General Aviation Trends Analysis ................................................................ 262.4 Baseline Activity .......................................................................................... 312.5 Forecast Methodology ................................................................................ 322.6 Activity Forecasts ........................................................................................ 322.7 Recommended Forecast .............................................................................. 372.8 Design Aircraft ........................................................................................... 392.9 Annual Instrument Operations .................................................................... 40

CHAPTER 3: FACILITY REQUIREMENTS .................................................................... 413.1 Introduction ............................................................................................... 413.2 Airside Requirements .................................................................................. 453.3 Landside Requirements ............................................................................... 523.4 Navigational Aid Requirements ................................................................... 523.5 Visual Aid Requirements ............................................................................. 533.6 Weather Aid Requirements .......................................................................... 543.7 Land Use Planning and Zoning Requirements .............................................. 55

CHAPTER 4: ALTERNATIVE ANALYSIS ...................................................................... 574.1 Introduction ............................................................................................... 574.2 No Project Development ............................................................................. 574.3 Development Alternatives ........................................................................... 57


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CHAPTER 5: ENVIRONMENTAL OVERVIEW .............................................................. 635.1 Introduction ............................................................................................... 635.2 Environmental Documentation Methods....................................................... 635.3 Environmental Consequences ..................................................................... 655.4 Agency Coordination .................................................................................. 66

CHAPTER 6: AIRPORT PLANS .................................................................................. 676.1 Sheet #1: Airport Layout Drawing .............................................................. 676.2 Sheet #2: Part 77 Airspace Drawing .......................................................... 696.3 Sheet #3: Runway 14/32 Existing Approach Profiles Drawing ...................... 726.4 Sheet #4: Ultimate RUNWAY Approach Profiles Drawing ............................ 726.5 Sheet #5: Inner Portion Existing RWY 14 Approach Profile ........................... 726.6 Sheet #6: Inner Portion Existing RWY 32 Approach Profile ........................... 736.7 Sheet #7: Inner Portion Ultimate RWY 18 Approach Profile ......................... 736.8 Sheet #8: Inner Portion Ultimate RWY 36 Approach Profile ......................... 736.9 Sheet #9: Terminal Area Plan .................................................................... 736.10 Sheet #10: Land Use Plan ......................................................................... 746.11 Sheet #11: Property Map Drawing ............................................................. 74

CHAPTER 7: CAPITAL IMPROVEMENT PROGRAM ..................................................... 757.1 Introduction ............................................................................................... 757.2 Short-Term Projects: 2013-2017 ................................................................ 757.3 Intermediate-Term Projects: 2018-2022 ..................................................... 777.4 Long-Term Projects: 2023-2033 ................................................................ 787.5 Summary ................................................................................................... 79

CHAPTER 8: FINANCING PLAN .............................................................................. 858.1 Introduction ............................................................................................... 858.2 Federal Aviation Administration Assistance .................................................. 858.3 Iowa DOT Assistance .................................................................................. 878.4 Private Sector Funding/Investment ............................................................... 88


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LIST OF FIGURES

Figure 1.1: Winterset Regional Location ...................................................................... 2Figure 1.2: Winterset Municipal Airport Location .......................................................... 3Figure 1.3: Existing Airfield Facilities ........................................................................... 7Figure 1.4: Turf Tie-Downs ......................................................................................... 9Figure 1.5: Jet-A Fuel Truck ........................................................................................ 9Figure 1.6: Aircraft Fueling ....................................................................................... 10Figure 1.7: Snow Removal Equipment ....................................................................... 10Figure 1.8: North 3-unit T-Hangar ............................................................................ 11Figure 1.9: Middle 3-Unit T-Hangar .......................................................................... 11Figure 1.10: South 3-Unit T-Hangar ......................................................................... 12Figure 1.11: FBO Maintenance Hangar .................................................................... 12Figure 1.12: Conventional Hangar #5 ...................................................................... 12Figure 1.13: Conventional Hangar #6 ...................................................................... 12Figure 1.14: 10-unit T-Hangar ................................................................................. 12Figure 1.15: Terminal Facility (Exterior View).............................................................. 13Figure 1.16: Terminal Facility (Interior View) .............................................................. 13Figure 1.17: Public Vehicle Parking Area ................................................................... 14Figure 1.18: Airport Entrance Road ........................................................................... 15Figure 1.19: Airport Rotating Beacon ........................................................................ 16Figure 1.20: Runway 32 PAPI-2 System ..................................................................... 17Figure 1.21: Lighted Windcone ................................................................................. 18Figure 2.1: Population Growth Rates, 1960-2010 ...................................................... 23Figure 2.2: Super King Air 300 ................................................................................. 39Figure 2.3: Citation II ............................................................................................... 39Figure 4.1: Alternative #1: Construct 4,000 x 75 Primary Runway 14/32 ................. 59Figure 4.2: Alternative #2: Construct 4,000 x 75 Primary Runway 18/36 ................. 59Figure 6.1: FAR Part 77 Imaginary Surfaces ............................................................... 71


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LIST OF TABLES

Table 1.1: Airport Milestone Events ............................................................................. 4Table 1.2: Area Public Airports ................................................................................... 6Table 1.3: Runway 14/32 Features ............................................................................. 8Table 1.4: Aircraft Hangar Information ..................................................................... 11Table 2.1: Madison County Historical Population ....................................................... 22Table 2.2: Winterset Historical Population ................................................................. 22Table 2.3: Madison County Projected Population ....................................................... 23Table 2.4: Major Private Employers ........................................................................... 24Table 2.5: Income Per Capita ................................................................................... 25Table 2.6: Median Household Income ...................................................................... 25Table 2.7: Winterset Municipal Airport Projections from IASP ....................................... 28Table 2.8: Historical Based Aircraft ............................................................................ 28Table 2.9: Based Aircraft ........................................................................................... 29Table 2.10: FAA Airport Reference Codes (ARC) ......................................................... 30Table 2.11: Winterset Based Aircraft by FAA Classification .......................................... 30Table 2.12: Historical Aircraft Operations .................................................................. 31Table 2.13: Projected Based Aircraft .......................................................................... 33Table 2.14: Projected Based Aircraft Fleet Mix ............................................................ 34Table 2.15: Projected Aircraft Operations Using Growth Rates .................................... 34Table 2.16: Projected Aircraft Operations Using Based Aircraft Methodology ............... 34Table 2.17: Projected Operational Breakdown ........................................................... 35Table 2.18: Itinerant Aircraft Sample .......................................................................... 36Table 2.19: Local Operational Fleet Mix Breakdown ................................................... 36Table 2.20: Current Fleet Mix Operational Breakdown ................................................ 37Table 2.21: Recommended Forecast Summary ........................................................... 37Table 2.22: Recommended Fleet Mix Operational Breakdown Forecast ....................... 38Table 2.23: Projected Annual Instrument Operations .................................................. 40Table 3.1: FAA Runway Design Standards Matrix, A/B-I Small Aircraft.......................... 42Table 3.2: FAA Runway Design Standards Matrix, A/B-I .............................................. 43Table 3.3: FAA Runway Design Standards Matrix, B-II ................................................. 44Table 3.4: Wind Coverage ........................................................................................ 45Table 3.5: Runway Length Requirements .................................................................... 46Table 3.6: Typical T-Hangar Dimensions .................................................................... 51Table 4.1: Combined Wind Coverage ........................................................................ 62Table 5.1: Recommended Agency Coordination ......................................................... 66Table 6.1: Crop Restriction Lines ................................................................................ 74Table 7.1: Summary of Capital Improvement Program................................................ 79Table 7.2: Short-Term Projects (2013-2017) ............................................................... 80Table 7.3: Intermediate-Term Projects (2018-2022) .................................................... 81Table 7.4: Long-Term Projects (2023-2033) ............................................................... 82Table 8.1: Priority and Assignment of Funds ............................................................... 86Table 8.2: FAA Project Eligibility ................................................................................. 87Table 8.3: Iowa State Aviation Program Summary....................................................... 88


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INDEX OF APPENDICES

Appendix A: Airport Layout Plans Appendix B: Detailed CIP Cost Estimates Appendix C: Apron Sizing Calculations Appendix D: Snow Removal Equipment Calculations Appendix E: Madison County Approval Letter


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Chapter 1: INVENTORY 1.1 INTRODUCTION The Winterset Municipal Airport (3Y3) retained McClure Engineering to update the Airport Master Plan and the Airport Layout Plan (ALP) drawings. This Airport Master Plan Update is a comprehensive planning document outlining the short term and long term development plans to meet future aviation demand at the Winterset Municipal Airport. The ALP drawings are a graphical representation of the existing and ultimate facility needs anticipated. This document is intended for members of the aviation community including airport sponsors, airport staff, airport consultants, FAA representatives, and the Iowa DOT Office of Aviation. This publication will also be a useful reference for municipal officials, local planning and zoning commissions, economic development groups, and the general public. The most recent Master Plan for the Airport was last completed in 1995. Since the completion of the last Master Plan, a significant amount of changes have occurred at the Airport and surrounding areas including the City of Winterset and Madison County. 1.2 OBJECTIVES The purpose of this Airport Master Plan Update is to accomplish the following objectives:

Depict existing conditions Provide flexibility to adapt to the constantly changing aviation industry to support the

modernization and development of the Winterset Municipal Airport over the next 20 years.

Provide the framework needed to guide future airport development that will be logical and cost effective while considering environmental and socio-economic impacts.

Justify the proposed development through technical, economic, and environmental investigation of concepts and alternatives.

Provide drawings illustrating the development of the airport and the anticipated land uses in the vicinity of the airport.

Establish a realistic schedule for the implementation of the recommended capital improvements.

Provide a financial plan to support the recommended capital improvements. Ensure the Airport will be able to safely accommodate future demand. Protect existing infrastructure and the significant investments made over the years by

local, state, and federal entities.

Preserve land and resources for future aviation demand.


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In conjunction with the objectives stated above, an update to the Master Plan provides an opportunity to identify areas for non-aviation development on airport-owned property to promote compatible land uses and to leverage economic development opportunities to promote a self-sustaining facility. 1.3 AIRPORT LOCATION AND BACKGROUND The Winterset Municipal Airport is owned and operated by the Winterset Airport Authority established by the City of Winterset. The airport is part of the National Plan of Integrated Airport System (NPIAS) as a general aviation airport which makes it eligible for federal funding. Figure 1.1 depicts the location of the City of Winterset in its regional setting. Winterset is located approximately 130 miles east of Omaha, Nebraska and 35 miles southwest from Des Moines. Figure 1.2 illustrates the location of the Airport in relation to the City.

Figure 1.1: Winterset Regional Location

Source: Bing Maps


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Figure 1.2: Winterset Municipal Airport Location

Source: Google Maps The Winterset Municipal Airport is located approximately two miles north of the City of Winterset. Winterset is the county seat of Madison County and is just 35 miles from the State Capital in Des Moines. The topography of Madison County is characterized as rolling hills. The major physiographic features are the North River, Middle River, and Cedar Creek. The Airport is accessible via Highway 169 from the north and south and Highway 92 from the east and west. It is conveniently located off two major interstate highways, approximately 15 miles west of Interstate 35 along Highway 92 and approximately 13 miles south of Interstate 80 along Highway 169. The Airport is situated on approximately 33 acres of land surrounded principally by agricultural farmland. The elevation of the airport is 1110.0 feet above Mean Sea Level (MSL). The Winterset Municipal Airport dates back to approximately 1970 when four or five private individuals mortgaged their homes to start the first ever Airport Authority in Iowa. The original Airport was referred to as the Winterset-Madison County Airport and consisted of a turf runway up until 1976. The remainder of the Airports development history is summarized in Table 1.1.


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Table 1.1: Airport Milestone Events

Year Milestone 1976 Runway 14/32 paved; FBO Maintenance Facility constructed 1981 Runway 14/32 resurfaced with 2.5-inch asphalt surface course 1981 Taxiway & Apron overlaid with 2.5 inch asphalt surface course 1995 4,000 gallon underground fuel storage tank replaced 1998 Madison County Board of Supervisors voted to withdraw from Airport

Authority 1999 10-unit T-Hangar constructed 2005 Runway 14/32 rehabilitated with mill and bituminous overlay 2006 MIRL, rotating beacon, and vault building upgraded. 2007 2-Box PAPI systems installed on both runway ends 2008 Land Parcels 11 and 12 acquired 2009 Apron and taxiway rehabilitated with mill and bituminous overlay 2009 Winterset Madison County Airport officially changes name to Winterset

Municipal Airport 2010 Fuel farm facility and pump cabinet installed

1.4 AIRPORT ROLE An important part of this Master Plan update is to identify the current and future role of the Winterset Municipal Airport with respect to the FAAs National Plan of Integrated Airport Systems (NPIAS) and the Iowa Aviation System Plan (IASP). The functional role of an airport is defined by the NPIAS as one of four basic airport service levels which describe the type of service that the airport currently provides to the community and is anticipated to provide the community at the end of a 5-year planning period. The four airport roles used in the NPIAS are as follows: Commercial Service: Primary Commercial Service: Non-primary Reliever General Aviation

Per the NPIAS, the Winterset Municipal Airport functions as a General Aviation airport. It is interesting to note that General Aviation airports are the largest single group of airports in the NPIAS with over 2,560 airports. The General Aviation airports tend to be distributed on a one per-county basis in rural areas and are often located near the county seat. General Aviation airports in rural areas play a significant role in their community with regards to delivering business aviation, aerial applicator operations, and emergency medical services via air ambulance. On the state level, the 2010-2030 IASP classifies airports into one of five roles based upon their capability to support types of aircraft and meeting specific facility and services criteria.


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The five airport roles as defined by the IASP are classified as follows: Commercial Service Enhanced Service General Service Basic Service Local Service

The Winterset Municipal Airport has been classified as a Basic Service airport according to the 2010-2030 IASP. Basic Service airports have runways 3,000 feet or greater in length with facilities and services customized to meet local aviation demands such as availability of aircraft fuel and some on-call availability of airport or FBO personnel on a 24 hour basis. 1.5 NEIGHBORING AIRPORTS A review of airports within roughly 30 nautical miles (nm) of Winterset was conducted to identify and distinguish types of aviation services provided in the region. There are five public-use airports that exist within a 30 nm radius of Winterset. A summary of these facilities is provided in Table 1.2. 1.6 AIRSIDE FACILITIES Airside facilities include areas on the airport specifically dedicated for aircraft operations such as runways, taxiways, lighting, markings, and navigational aids. The existing airfield configuration at the Winterset Municipal Airport is comprised of Runway 14/32, a main aircraft parking apron, several aircraft hangars, and two connecting taxiways that provide access between the runway and the aircraft parking/hangar areas. These facilities are described in the following paragraphs and Figure 1.3 illustrates recent aerial imagery displaying the existing airport facilities. 1.6.1 Runways Runway 14/32 is oriented in the northwest/southeast direction and serves as the only runway at the Airport. Runway 14/32 was originally constructed to a length of 2,980 feet and a width of 50 feet using a sealcoat over a rolled stone base. In 1981, Runway 14/32 was resurfaced with a 2.5-inch inch asphalt cement concrete (ACC) surface course. It is believed the runway was extended to the current length of 3,000 feet by 50-feet wide with a non-standard turnaround on the Runway 32 end. Runway 14/32 last received a rehabilitation in 2005, which consisted of a bituminous surface mill and overlay. The last pavement evaluation was conducted on September 17, 2010 as part of the Iowa DOT statewide inspections. The results revealed the Pavement Condition Index (PCI) value for Runway 14/32 was evaluated at 93, or in good condition. As noted in the 2010 inspection, only longitudinal and transverse cracking are present on the runway.


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Table 1.2: Area Public Airports

Winterset Municipal

Airport

Des Moines International

Airport

Greenfield Municipal

Airport

Osceola Municipal

Airport

Creston Municipal

Airport

Guthrie County

Regional FAA ID 3Y3 DSM GFZ I75 CSQ GCT Distance from 3Y3

N/A 19 nm NE 19 nm W

24 nm SE

26 nm SW

27 nm NW

County Madison Polk Adair Clarke Union Guthrie NPIAS Role

GA Commercial: Primary

GA GA GA GA

IASP Role Basic Commercial Basic General General Local Based Aircraft

20 107 12 20 16 9

Annual Ops

4,750 83,744 4,998 5,750 4,500 2,750

Runway Lengths

3,000 9,003 9,002

3,400 2,500

4,001 4,901

3,407

Fuel 100LL, JetA

100LL, JetA

100LL 100LL, JetA

100LL, JetA

100LL

Airframe Repairs

Major Major None Minor Minor None

Pwr Plant Repairs

Major Major None Minor Minor None

Bottle Oxygen

None High/Low None None None None

Bulk Oxygen

None High/Low None None None None

Hangars Yes Yes Yes Yes Yes No Tie-downs Yes Yes Yes Yes Yes Yes Other Services

INSTR AFRT, AMB, AVNCS,CARGO,

CHTR, INSTR, RNTL, SALES

- CHTR, INSTR

- -

Source: FAA Airport Master Records (5010 Forms)


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Figure 1.3: Existing Airfield Facilities


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The runway is currently marked as a visual runway and the markings are in fair condition and should be planned to be replaced in the next five years. Runway strength is rated at 12,500 pounds single wheel loading and 16,000 pounds dual wheel loading. The effective gradient is 0.6%. There are no guidance signs on the airfield. The Runway 14 threshold is displaced 175 feet due to 195th Street only 140 feet from the runway end. On the Runway 32 end, the turnaround currently does not provide adequate clearance for aircraft holding. In addition, Runway 32 contains a sub-standard Runway Safety Area (RSA). The Runway 32 end of RSA length extends only 58 from the edge of threshold followed by a steep slope beyond that point. The minimum length required by FAA standards is 240 feet. According to FAA AC 150/5300-13, RSA standards cannot be modified or waived. Improvements to this sub-standard RSA are required until it meets all standards for grade, compaction, and object frangibility. A summary of the pertinent Runway 14/32 information has been outlined in Table 1.3.

Table 1.3: Runway 14/32 Features

Feature Runway 14/32 Airport Reference Code B-I Length 3,000 Width 50 Pavement Asphalt Strength (lbs) 12,500 SWG

16,000 DWG Gradient 0.6% Lighting MIRL Instrument Approaches Non-Precision: RNAV GPS (14)

RNAV GPS (32) VOR/DME-A

Approach Lighting - Approach Slope Aids PAPI-2L (14)

PAPI-2L (32) Runway Marking Visual

1.6.2 Taxiways The Airport has two connecting taxiways both 25 feet in width which provide access from the runway to the fuel area and apron tie-down area. Both taxiway connectors are in good condition with PCI values of 100 as reported in the 2010 Iowa DOT inspection. In 2009, the taxiway pavements were rehabilitated which consisted of a bituminous surface mill and overlay. The taxiway connectors are marked with a centerline stripe and holding position markings, but have no lights or delineators.


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1.6.3 Apron The Airport currently maintains one terminal apron of approximately 2,750 square yards with the majority of the apron being dedicated for taxiing aircraft. The results from the 2010 Iowa DOT PCI inspection indicated the apron had a PCI value of 100 as the apron was recently rehabilitated along with the taxiway connectors in 2009 with a mill and bituminous surface overlay. The apron does not have standard in-pavement tie-down anchors. Two (2) turf tie-downs are provided east of the apron in the grass adjacent to the runway safety area. The existing tie-down are anchored by tires and are depicted in Figure 1.4.

Figure 1.4: Turf Tie-Downs

1.6.4 Aircraft Fueling The Airport is equipped with 100 octane low-lead (100LL) AVGAS and Jet-A fuel. The existing fuel storage facility consists of a 4,000 gallon underground fuel storage which was replaced in 1995. The underground storage tank stores 100LL and consists of a double-wall fiber glass partition tank with partitions at 2,000 gallon each. Jet-A fuel is stored in a 2,500 gallon mobile truck which is parked under the hangar as illustrated in Figure 1.5.

Figure 1.5: Jet-A Fuel Truck


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In 2010, the fueling farm was upgraded with new fueling cabinets and a FuelMaster self-service fueling system equipped with a credit card reader system to allow pilots 24-hour fueling convenience. The fueling cabinets are depicted in Figure 1.6.

Figure 1.6: Aircraft Fueling

1.6.5 Snow Removal Equipment The Airport utilizes a Ford F-250 pickup truck mounted with an 8 wide displacement blade for snow removal operations. The pickup truck is currently not stored in a building and is in poor condition as documented in Figure 1.7.

Figure 1.7: Snow Removal Equipment

1.6.6 Hangars As presented in Table 1.4, the existing hangars and buildings at the airport vary in size, age, and condition. The north, middle, and south 3-unit T-Hangars have served well beyond their intended life. From discussions with airport personnel, these and other existing hangars are not energy efficient and are planned for replacement. Meanwhile, the FBO Maintenance Facility Hangar, which was constructed in 1976, remains in fair condition. Two private conventional hangars provide storage space for four (4) aircraft. One conventional hangar owned by Dick Cooper has storage space for two (2) aircraft; another owned by the Des Moines Skydiving Club has space for two (2) aircraft.


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The airport received an Airport Improvement Program (AIP) grant from the FAA in 2011 to design and construct a 10-unit nested T-Hangar approximately 50 by 250. The project is currently scheduled to be completed by the fall of 2012. The capital improvements plan presented later as part of the Master Plan update will include plans to replace a majority of the publicly owned hangars over the next 20 years.

Table 1.4: Aircraft Hangar Information

Hangar No.

Description Ownership Size

Aircraft Capacity

Condition

1 North 3-unit T-Hangar Airport 35x100 3 Poor 2 Middle 3-unit T-Hangar Airport 35x90 3 Poor 3 South 3-unit T-Hangar Airport 35x100 3 Poor 4 FBO Maintenance

Facility Hangar Airport 50x75 5 Fair

5 Conventional Hangar Private 50x50 2 Good 6 Conventional Hangar Private 60x60 2 Good 7 10-unit T-Hangar Airport 50x250 10 Good

Figure 1.8: North 3-unit T-Hangar

Figure 1.9: Middle 3-Unit T-Hangar


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Figure 1.12: Conventional Hangar #5

Figure 1.14: 10-unit T-Hangar

Figure 1.13: Conventional Hangar #6

Figure 1.11: FBO Maintenance Hangar Figure 1.10: South 3-Unit T-Hangar


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1.7 LANDSIDE FACILITIES 1.7.1 Terminal Area Facilities The Airports terminal facility is attached to the FBO conventional hangar and is approximately 20 feet by 30 feet. The terminal facility currently houses a small lounge area, computer terminal workstation, men and womens restroom, and the office of the Airport Manager. The interior and exterior of the terminal facility is in poor condition and is in need of immediate repair as the roof leaks causing potential damage to the interior. In 2011, the airport received a General Aviation Vertical Infrastructure (GAVI) grant from the Iowa DOT to renovate the terminal facility. However, the Airport did not have the local matching funds required to move forward with the renovation of the terminal facility in 2012. Once the airport has the local matching funds required, future grants should be pursued.

Figure 1.15: Terminal Facility (Exterior View)

Figure 1.16: Terminal Facility (Interior View)


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At a general aviation airport, aviation services are typically provided by a fixed base operator (FBO), which is an aircraft service center. An FBO can be a department of the municipality that owns the airport but is typically a private enterprise. The Winterset Municipal Airport is equipped with a FBO, Winterset Aviation. Services offered include the following:

Aviation fuel sales (100LL and Jet-A) Aircraft tie-down positions Aircraft hangar storage Flight instruction Aircraft maintenance, repair, restorations, and major airframe and power plant

repairs

1.7.2 Public Vehicle Parking One public vehicle parking area is available at the airport located west of the Terminal and FBO Maintenance Facility. In total, approximately 15 public parking spaces are provided. The public vehicle parking area is constructed with bituminous pavement and is in fair condition based upon visual inspection. The public vehicle parking area is shown in Figure 1.17.

Figure 1.17: Public Vehicle Parking Area

1.7.3 Airport Entrance Road Automobile access to the Airport is attained via Highway 169. The roads leading to the airport, 195th Street and North 8th Avenue, are unpaved. From North 8th Avenue, the airport entrance is 15 feet wide and extends approximately 200 feet to the public vehicle parking area. The entrance road is constructed with bituminous pavement and is in fair condition as illustrated in Figure 1.18.


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Figure 1.18: Airport Entrance Road

1.8 NAVIGATIONAL AIDS The FAA has three published instrument approach procedures (IAPs) to aid based and transient aircraft in landing at Winterset in weather when visibility conditions worsen to 1 statute mile. The IAPs are as follows:

RNAV (GPS) RWY 14 RNAV (GPS) RWY 32 VOR/DME-A

The two RNAV approach procedures listed have been developed by the FAA using the Wide Area Augmentation System (WAAS) method of navigation based on Global Positioning System (GPS). The WAAS ground correction stations transmit position corrections and provide horizontal guidance such as would be provided by a VORTAC or NDB that would assist pilots in specifically identifying the airports location. The ground correction stations add vertical navigation features that enhance the accuracy of the GPS satellites. These RNAV approach procedures provide localizer performance with vertical guidance (LPV) minimums which provide horizontal accuracy equivalent to a localizer antenna. Pilots can use the LPV approaches given their aircraft is equipped with WAAS-capable avionics. The VOR/DME approach refers to a combined radio navigation station for aircraft, which consists of two beacons placed together consisting of a VHF omnidirectional range (the VOR) and distance measuring equipment (the DME). The VORTAC facility, which consists of two components: a VOR and a Tactical Air Navigation (TACAN) system, hence VORTAC, provides three individual services all at one site: VOR azimuth, TACAN azimuth, and TACAN distance measuring equipment (DME). The DME is used to measure, in nautical miles, the slant range distance of an aircraft from the DME itself. Although no VORs or VORTACs are located on airport property, the airport is serviced by one VORTAC in the area. The Des Moines (DSM) VORTAC is located 17.3 nautical miles NE from Winterset on the 248 radial.


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1.9 VISUAL AIDS The following visual aids are used by pilots to visually locate the Winterset Municipal Airport and safely land on Runway 14/32:

The rotating beacon is mounted on a tower above the FBO Maintenance Facility as shown in Figure 1.19. The rotating beacon displays alternating flashes of white and green light indicating to pilots the location of the public airport. The rotating beacon was installed in 2006 and remains in good working condition.

Figure 1.19: Airport Rotating Beacon

Runway 14/32 is equipped with Medium Intensity Runway Lights (MIRL) and Threshold Lights. However the MIRLs are non-standard as there are only six threshold lights on the Runway 14 and 32 end, as opposed to the standard eight threshold configuration for a non-precision instrument approach. Edge lights are used to define the lateral limits of the runway during periods of darkness and restricted visibility conditions. Threshold lights are used to identify the runway threshold. All runway lights are in good condition.

Runway 14/32 is not equipped with Runway End Identifier Light (REIL) systems. REILs consist of two synchronized flashing lights or strobes, one on each side of the runway threshold, that provide rapid and positive identification of the approach end of a particular runway. Installation of REILs should be considered as they will increase the safety of aircraft operating the airport and assist pilots discern between the runway and conflicting city lights.

Runway 14/32 is equipped with Precision Approach Path Indicators (PAPI) on each end. PAPIs consist of lights installed in a single row of either two or four light units referred to as PAPI-2 and PAPI-4, respectively. The PAPI has an effective visual range of about five miles during the day and up to 20 miles at night in good weather conditions. PAPIs are used to give indications of the glide slope for a


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runway approach. These lights are designed to shine either red or white, depending upon the pilots view. For the two light system, pilots will see one white light and one red light when on the correct glide slope. An indication of two white lights warns the pilot that the airplane is too high on approach while the indication of two red lights signifies that the aircraft is too low on approach. Runways 14 and 32 are equipped with PAPI-2 systems. The two PAPI systems were installed in 2007, owned by the airport, and appear to be in good condition as depicted in Figure 1.20.

Figure 1.20: Runway 32 PAPI-2 System

1.10 COMMUNICATION AND WEATHER AIDS Since there is not an Air Traffic Control Tower (ATCT) located on the airport, a unicom radio frequency of 122.7 MHz is used for air traffic in the Winterset area. Advisory information from both pilots and personnel at the airport is broadcast on this frequency. The FAA has established a number of Air Route Traffic Control Centers (ARTCC) to control enroute aircraft operating under Instrument Flight Rules (IFR) and aircraft operating under Visual Flight Rules (VFR) who have requested flight following services. The Minneapolis ARTCC facility is responsible of all aircraft operating under IFR and participating VFR aircraft arriving and departing the Winterset Municipal Airport. The Winterset Municipal Airport does not have an Automated Weather Observation Station (AWOS) or the more sophisticated Automated Surface Observing System (ASOS) located onsite. The airport relies on the ASOS located at the Des Moines International Airport (DSM) which is 19 nautical miles to the northeast. An Automated Surface Observing System (ASOS) is designed to support weather forecast activities and aviation operations. With the largest and most modern complement of weather sensors, ASOS has significantly expanded the information available to the aviation community. ASOS works non-stop, updating observations every minute, 24 hours a day, every day of the year. ASOS routinely and automatically provides computer-generated voice observations


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directly to aircraft in the vicinity of airports, using FAA ground-to-air radio. The ASOS reports basic weather elements such as sky condition, cloud height, visibility, precipitation information, obstructions to vision (fog and/or haze), pressure, temperature, dew point, and wind direction and speed. The airport has a primary lighted wind cone located on the private Conventional Hangar (Hangar 5). The wind cone provides a visual indication of wind direction and strength. The primary wind cone and sock appear to be in good condition based on visual inspection.

Figure 1.21: Lighted Windcone

1.11 OBSTRUCTIONS TO AIR NAVIGATION There are several obstructions noted on the FAA 5010 Form which are a concern to the airport and the airport users. In 2011, the airport completed tree trimming to lower the tree levels on the Runway 32 end. According to the Airport Layout Plan, there are several natural and man-made obstructions to the FAR Part 77 Airspace Surfaces. Given the number of objects and obstructions identified, a discussion of them and their ultimate disposition is relegated to the Airport Layout Plan chapter where they will be reviewed to determine their full impact to the airports ultimate airspace and aircraft operational safety. 1.12 PLANNING AND ZONING Land use adjacent to the airport primarily consists of agricultural use. Runway 14/32 is constrained to the north due to the presence of 195th Street. There are some presences of residential farm acreages in the vicinity. The closest acreage exists approximately 700 feet south of the Runway 32 end and another acreage exists approximately 1,000 feet north of the Runway 14 end.


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Airport compatible land use has not been included in city/county comprehensive plans. It is recommended to develop a compatible land use plan in accordance with the Iowa Airport Land Use Guidebook published by the Iowa Department of Transporation, Office of Aviation. Any future city or county planning should strongly discourage residential and non-compatible development. The City of Winterset does have a tall structure ordinance in their Municipal Code. This ordinance establishes airport height zones in accordance with FAA Part 77 imaginary surfaces. Efforts should be made to update height zoning ordinances as needed and monitor its enforcement. 1.13 TRAFFIC PATTERNS Standard aircraft traffic patterns have been developed to allow safe use of a runway during takeoff and landing operations. The standard traffic pattern requires aircraft to make left turns when approaching or departing a runway. By default, right traffic patterns are non-standard. The traffic pattern at the Winterset Municipal Airport consists of standard left hand turns at an altitude of 800 feet AGL or 1910 feet MSL. 1.14 UTILITIES A major constraint to developing the land is the limited availability of utilities in the area. Having access to essential utilities is critical to attracting prospective businesses seeking to expand or locate on airport property. The following paragraphs detail the availability of utilities:

Water. Southern Iowa Rural Water Association (SIRWA) is the primary source of water for the Winterset Municipal Airport. SIRWA maintains the water distribution system and is available to supply sufficient pressure and quantity of water to meet the needs of the potential development as well as an extensive fire hydrant system.

Sanitation. The Airport currently utilizes a septic tank system to treat its wastewater. Septic tanks are common in rural areas where buildings are spaced so far apart that extending a sewer system is not feasible. If the Airport wishes to develop its property to attract prospective businesses, additional septic tanks, sewer lagoons, or extension of the sewer system would need to be installed to support the development.

Electric Service Provider. Electric power service is provided by Rural Electric Cooperative (REC). Service capacity is sufficient to meet all anticipated future demands for the airport and the potential development.

Telephone/Internet Service Provider. CenturyLink provides telephone service to the airport. If the Airport property is to become more attractive to prospective businesses, it is recommended a high speed T1 internet line be installed.

Gas Provider. Propane is stored on-site in an above ground storage tank. If the Airport wishes to develop its property to attract prospective businesses, additional storage tanks would need to be installed to support the development.

TV Cable Service. There is no TV cable service available near the Airport. It is recommended to provide such a service in order to attract potential development.


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Chapter 2: DEMAND FORECASTS

2.1 INTRODUCTION Aviation activity forecasts are the basis for determining facility requirements needed to accommodate future aviation demand over the next 20 years. For airports such as the Winterset Municipal Airport, with a majority of operations by aircraft weighing less than 12,500 pounds at an uncontrolled or non-towered airfield, the forecast process is not extensive. The three primary forecast purposes are:

To develop a plan that accommodates demand, To ensure that facilities will be built only when they are needed, and To ensure that facilities will not be built that will later have to be abandoned or

moved.

The basis for developing general aviation forecasts is the socio-economic characteristics of a community. In general, there is a strong correlation between employment activity and population growth with airport activity. For the purposes of the Winterset Municipal Airport forecasts, the main focus will be on the local and regional economies and to a much lesser extent the State and national economies. 2.2 SOCIO-ECONOMIC PROFILE A study of the socio-economic factors relating to population and economic trends was analyzed for Madison County and the City of Winterset. Demographic profiles such as population, employment, and income contribute to aviation demand and therefore require examination as part of this Master Plan. 2.2.1 Historical Population A communitys population plays a key role in determining the demand for aviation services and an examination of population change can provide a valuable estimate for determining future aviation demand. According to the U.S. Census Bureau, the City of Winterset and Madison County along with Guthrie County, Dallas County, Polk County, and Warren County comprise the Des MoinesWest Des Moines Metropolitan Statistical Area (MSA). While the City of Winterset and Madison County are part of the Des MoinesWest Des Moines MSA, for the purposes of this Master Plan, the City of Winterset and Madison County will be examined independently from the Des Moines-West Des Moines MSA. The inclusion of the cities of Des Moines and West Des Moines would not present representative projections and therefore have been excluded as part of this analysis.


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From 1910-1970, Madison Countys population decreased due to demographic shifts from rural to urban areas. The demographic shift caused population increases in more urbanized counties such as Dallas and Polk counties, at the expense of more rural counties like Madison County. However, the 2000 and 2010 U.S. Census revealed the population trends for Madison County and the City of Winterset began to surge. As illustrated in Tables 2.1 and 2.2, Madison County and Winterset have experienced double digit growth. From 2000 to 2010, Wintersets growth percentage was 8.9% and Madison County experienced a growth rate of 11.8%. As shown in Figure 2.1, Madison Countys growth percentage far outpaced the State of Iowa average of 4.1% and the national average of 9.7% for 2010. These growth percentages make Madison County the second-fastest growing non-metropolitan county in the State of Iowa.

Table 2.1: Madison County Historical Population

Year Population % Change 1900 17,710 -1910 15,621 -11.8%1920 15,020 -3.8%1930 14,331 -4.6%1940 14,525 1.4%1950 13,131 -9.6%1960 12,295 -6.4%1970 11,558 -6.0%1980 12,597 9.0%1990 12,483 -0.9%2000 14,019 12.3%2010 15,679 11.8%

Source: U.S. Census Bureau

Table 2.2: Winterset Historical Population

Year Population % Change 1900 3,039 -1910 2,818 -7.3%1920 2,906 3.1%1930 2,921 0.5%1940 3,631 24.3%1950 3,570 -1.7%1960 3,639 1.9%1970 3,654 0.4%1980 4,021 10.0%1990 4,196 4.4%2000 4,768 13.6%2010 5,190 8.9%



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Figure 2.1: Population Growth Rates, 1960-2010

20.0%

15.0%

10.0%

5.0%

0.0%

5.0%

10.0%

15.0%

20.0%

25.0%

30.0%

1960 1970 1980 1990 2000 2010

MadisonCountyWinterset

StateofIowaUnitedStates


2.2.2 Population Trends According to Woods & Poole Economics Inc., an independent firm specializing in long-term county economic and demographic projections, the population of Madison County is estimated to increase approximately 7.5% from 2010 to 2020, 7.6% from 2020 to 2030 and 7.2% from 2030 to 2040, resulting in an average annual growth rate of approximately 0.72-0.82%.

Table 2.3: Madison County Projected Population

Year Population % Change 2010 15,679 -2020 16,964 8.2%2030 18,255 7.6%2040 19,567 7.2%

Source: State Data Center of Iowa, Woods & Poole Economics, 2010


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2.2.3 Employment Employment data is important for determining forecasts as it directly affects how a community uses its income. With regard to the labor force, 7,400 persons were employed in Madison County in 2000 and it grew slightly to 7,600 in 2010 according to U.S. Census data. This change represents an annual 0.27% employment growth rate. According to the Bureau of Labor Statistics, the unemployment rate in Madison County was 5.2% in November 2011, up from 4.8% in October 2011, and down from 6.0% one year ago in November 2010. Madison Countys unemployment rate of 5.2% is below the State of Iowa average at 5.7% and well below the national average of 8.7%. The top employment industries in Madison County consisted of finance, insurance & real estate at 13.5 percent; health care & social services represented 12.0 percent; retail trade comprised 11.7 percent; and manufacturing consisted of 10.9%. Table 2.4 depicts the major private employers in Madison County.

Table 2.4: Major Private Employers

Major Employer Industry Agriland FS Professional Services Earlham Savings Bank Finance Genesis Development Health Services LPB Inc Manufacturing Madison Square Assisted Living Corp Health Services Montross Pharmacy Inc Retail Trade Pamida Retail Trade R&D Engineering of Earlham Inc Manufacturing Rose Acre Farm Agriculture Union State Bank Finance Grip-Tite/Anchored Walls Manufacturing

Source: Iowa Workforce Development. 2011 Annual County Profile Report, Madison County

2.2.4 Income An important indicator to evaluating the regions economic condition is the assessment of personal income levels. Higher levels of income provide greater disposable and discretionary spending on items such as vacations, recreational activities, and potential aircraft ownership. Examinations of per capita income and median household incomes were completed and are presented in the following tables. Income indicators for the City of Winterset, Madison County, and the State of Iowa show positive trends. As shown in Table 2.5, the City of Winterset per capita personal income for 2000 was $17,274 and in 2010 was $20,147, resulting in an average annual growth rate of 1.66%. This was well below Madison County and the State of Iowa with growth rates of 3.31% and 2.87% respectively.


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Table 2.5: Income Per Capita

City of Winterset Madison County State of Iowa

Year Income Avg. Annual% Change Income

Avg. Annual % Change Income

Avg. Annual % Change

2000 $17,274 - $19,357 - $19,674 -2010 $20,147 1.66% $25,771 3.31% $25,335 2.87%


As detailed in Table 2.6, the median household income for the City of Winterset was $33,142 in 2000 and $40,313 in 2010, equating to an annualized growth rate of 2.16%. This was just below the average annual growth rates for Madison County and the State of Iowa with annual growth rates of 2.71% and 2.38% respectively.

Table 2.6: Median Household Income

City of Winterset Madison County State of Iowa

Year Income Avg. Annual% Change Income

Avg. Annual% Change Income

Avg. Annual% Change

2000 $33,142 $41,845 $39,469 2010 $40,313 2.16% $53,183 2.71% $48,872 2.38%



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2.3 GENERAL AVIATION TRENDS ANALYSIS This section assesses the trends of all general aviation activity associated with the Winterset Municipal Airport. General aviation activity includes all segments of civil aviation except for commercial (passenger and cargo) and military operations. 2.3.1 National Aviation Trends

Since the events of September 11, 2001, the general aviation industry saw periods of robust growth up until 2008 when the global financial crisis shocked the world. The financial crisis changed the aviation landscape and presented new challenges to the industry. The industry was expected to recover in 2011, however the demand for business aircraft and services have remained weak. While a full resurgence hasnt taken place, there were a few encouraging indicators of recovery which will be discussed throughout this section. Two primary sources where utilized to identify trends in the general aviation industry. The first source was the 2011 General Aviation Statistical Databook published by the General Aviation Manufacturers Association (GAMA). The second source is the FAA Aerospace Forecast (2011-2031). General Aviation Manufactures Association (GAMA) GAMA represents over 70 of the worlds leading manufacturers of fixed-wing general aviation airplanes, engines, and avionics. The General Aviation Statistical Databook is published annually and identifies key trends within the general aviation community. The 2011 review cites the following statistics regarding aircraft manufacturers in the United States. It is important to note that the figures do not include Hawker Beechcraft corporation shipment and billing numbers.

Industry billings increased by 17.1% from $7.2B to $8.4B in 2009 to 2011. Total U.S. shipments for new aircraft dropped from 1,246 units in 2009 to 1,215,

a 2.5% drop.

Shipments of business jets increased to 354 units, an increase of 7.9 percent. Shipments of turboprops increased from 188 units in 2009 to 193 units in 2011, a

2.7% increase.

Piston aircraft shipments fell by 8.5% percent to 668 units. The used airplane market was 1 percentage point lower than in 2010, but well

above the historical average. A higher percentage of used inventories will suppress demand for new units.

The number of total pilots decreased slightly by 1.6%. IFR flights handled at FAA ARTCC were slightly lower in 2010 than 2009 by 3.4%. The number of individuals and companies that owned a fractional share of an

airplane decreased by 3.8 percent (4,862 to 4,677) from 2010 to 2011 as the number of aircraft used in those programs declined by 10.4 percent from 1,027 to 920.


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FAA Aerospace Forecast (2011-2031) Federal Aviation Administration (FAA) Forecasts for Fiscal Years 2011-2031 suggests that a modest economic recovery will occur in 2012, continuing with a steady growth forecast until 2031. Typically, improvements in the economy are observed in the aviation industry six to nine months after economic rebound. The FAA forecasts growth in the next two decades in turbo jets use with lesser growth in the piston engine aircraft. This can be attributed to business use of general aviation aircraft which are benefiting from an emerging market of smaller jet aircraft. Specifically, the FAA forecasts:

An annual 0.9% increase in the entire general aviation fleet. An annual 4.2% increase in the turbo jet fleet. An annual 1.4% increase in the turbo prop fleet. An annual growth of 0.3% increase in single engine piston powered aircraft and a

0.9 percent annual decrease in the multi-engine piston fleet.

An annual growth of 2.9% for piston rotorcraft fleet and 2.4% for turbine rotorcraft fleet.

An annual growth of 1.4% in the experimental fleet and a 3.3% annual growth in the light sport aircraft fleet.

An increase in general aviation hours flown of 2.2% from 2011 to 2031. Certainly the story in general aviation for the last decade has been in the business and corporate segment with the advent of the growth in fractional ownership companies. Fractional ownership is a business proposition where companies or individuals own a share of an aircraft and receive management and pilot services associated with the aircrafts operation. Executive Jet Aviation (NetJets), which began its fractional program in 1986, and was followed several years later by Bombardiers Business Jet Solutions (FlexJet), has promoted the concept of fractional ownership. Others, including Raytheon Travel Air, Flight Options and Citation Shares, have since entered the marketplace. In 1986, there were three owners for fractionally held aircraft. By 1993, there were 110. As cited by GAMA, there were 4,677 shares in 2011. 2.3.2 State Aviation Trends According to Chapter 5 of the Iowa Aviation System Plan (2010-2030), the number of based aircraft in the State of Iowa is projected to increase from 2,809 in 2010 to 3,603 by 2030. This equates to a compound annual growth rate (CAGR) rate of approximately 1.25% from 2010 to 2030. Based aircraft and operation projections for the Winterset Municipal Airport were developed by multiplying the CAGR of 1.25% to Wintersets based aircraft amount of 23 as reported in 2010. Aircraft operations were then projected by multiplying the forecasted number of based aircraft by an adopted Office of Aviation estimation guideline outlined in FAA Order 5090.3C, Field Formulation of the National Plan of


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Integrated Airport Systems (NPIAS). In a statewide study, permitting a single methodology to be applied to all Iowa airports is an acceptable procedure to forecast operations where limited or no historical data may be available. Airports with 1 to 30 based aircraft were assigned 250 operations per aircraft, while airports with 31 to 99 based aircraft were assigned 350 operations per aircraft. Airports forecasted with 100 or more aircraft were assigned 450 operations per aircraft. In Wintersets case, the based aircraft were assigned 250 operations per aircraft to project operations out to 2030. The based aircraft and operations projections are presented in Table 2.7.

Table 2.7: Winterset Municipal Airport Projections from IASP

2015 2020 2025 2030 Based Aircraft 25 26 28 30 Operations 6,250 6,500 7,000 7,500

Source: Iowa Aviation System Plan (2010-2030)

2.3.3 Local Aviation Trends Based Aircraft Since 1985, the Winterset Municipal Airport has seen slight growth in the number of based aircraft with 13 based aircraft in 1985, a low level of 12 from 1989-1992, to a current peak level of 25. The increase in based aircraft represents a historical compound annual growth rate of 2.55% from 1985-2011. Historical based aircraft were projected out to 2032 using a linear regression analysis. The analysis concluded the airport can expect 35 based aircraft in 2032 equating to a compound annual growth rate of 1.70% from 2012-2032.

Table 2.8: Historical Based Aircraft

Year Total Year Total 1985 13 1999 19 1986 14 2000 19 1987 14 2001 23 1988 13 2002 23 1989 12 2003 23 1990 12 2004 23 1991 12 2005 23 1992 12 2006 23 1993 15 2007 22 1994 20 2008 20 1995 25 2009 20 1996 24 2010 23 1997 21 2011 25 1998 19

Source: Iowa DOT and APO/TAF, FBO Records


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Current aircraft registration numbers or N numbers were obtained from the Airport and were researched according to the FAA Aircraft Registry. The current based aircraft (25 total) include a variety of single-engine piston aircraft such as the very common Cessna172 and multi-engine aircraft including a Beechcraft D95. A complete listing of the current based aircraft is summarized in Table 2.9.

Table 2.9: Based Aircraft

N-number Make/Model Aircraft Type ARC 1 N100EB Mooney M22 Single Engine Piston A-I 2 N220BD Mooney M20C Single Engine Piston A-I 3 N2896R Piper PA-28R Single Engine Piston A-I 4 N32631 Beechcraft V35B Single Engine Piston A-I 5 N33EE Cessna 182M Single Engine Piston B-I 6 N36118 Piper PA-28 Single Engine Piston A-I 7 N36GG Beechcraft A36 Single Engine Piston A-I 8 N37DC Teratorn Tierra II Single Engine Piston A-I 9 N3830G Cessna U206B Single Engine Piston B-I 10 N4584V Beechcraft 35 Single Engine Piston A-I 11 N4587J Piper PA-28 Single Engine Piston A-I 12 N5741R Cessna 172G Single Engine Piston A-I 13 N6033F Beechcraft D95A Multi-Engine Piston B-I 14 N619JG Golden Circle Air T-Bird II Single Engine Piston A-I 15 N6675T Cessna 150A Single Engine Piston A-I 16 N6900W Piper PA-28 Single Engine Piston A-I 17 N7091Y Piper PA-23 Multi-Engine Piston B-I 18 N7363E Cessna 172N Single Engine Piston A-I 19 N822K 2T-1 Menasco Special Single Engine Piston A-I 20 N8311J Cessna 150G Single Engine Piston A-I 21 N8419N Beechcraft V35B Single Engine Piston A-I 22 N8780U Cessna 150M Single Engine Piston A-I 23 N93MS Beechcraft D-50 Multi-Engine Piston B-I 24 N9868U Grumman American AA-5A Single Engine Piston A-I 25 N995DB Quad City Ultralight Challenger II Single Engine Piston A-I Source: National Based Aircraft Inventory Program, 2012

As depicted in Table 2.9, an Airport Reference Code (ARC) was also assigned to each based aircraft. The ARC is comprised of two components, the first of which is a letter that denotes the Aircraft Approach Category (the aircrafts approach or landing speed). The second component, depicted by a Roman numeral, is the Airplane Design Group (ADG) and relates to the aircrafts wingspan. Table 2.10 summarizes the FAA ARC categories.


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Table 2.10: FAA Airport Reference Codes (ARC)

Aircraft Approach Category

Aircraft Approach

Speed (knots)

Airplane Design Group

Aircraft Wingspan

(feet) A


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Table 2.12: Historical Aircraft Operations

Year Itinerant Local Total Year Itinerant Local Total 1998 2,748 2,568 5,316 2005 2,748 2,568 5,316 1999 2,748 2,568 5,316 2006 2,748 2,568 5,316 2000 2,748 2,568 5,316 2007 2,748 2,568 5,316 2001 2,748 2,568 5,316 2008 2,456 2,294 4,750 2002 2,748 2,568 5,316 2009 2,456 2,294 4,750 2003 2,748 2,568 5,316 2010 2,456 2,294 4,750 2004 2,748 2,568 5,316

Source: FAA TAF, FBO Records The operations presented in Table 2.12 are slightly lower than the methodology used in the IASP. For example, with a based aircraft count of 25 and assigning 250 operations per aircraft, the IASP forecasts 6,250 total operations compared to 4,750 operations presented in Table 2.12. Local and Itinerant Operations Total airport operations are comprised of local and itinerant operations. According to FAA Advisory Circular 150/5070-6B, Airport Master Plans, local operations are operations performed by aircraft that are either:

based at the airport and that operate in the local traffic pattern or within sight of the airport,

known to be departing for or arriving from flights in local practice areas within a prescribed distance from the airport, or

executing simulated instrument approaches to the airport. Itinerant operations are those conducted by aircraft that leave the local airspace. Because the Winterset Municipal Airport does not have a traffic control tower, it is difficult to estimate the breakdown between local and itinerant operations. According to the IASP, the state average is 40 percent local and 60 percent itinerant. Reviewing the operations as presented in Table 2.12, historical data is comparable to the statewide average with a range of approximately 48% allocated to local operations. Applying a breakdown of 48% local and 52% itinerant to the total 6,250 operations, an estimated 3,000 local and 3,250 itinerant operations are conducted on an annual basis. 2.4 BASELINE ACTIVITY As discussed in the previous section, baseline activity indicates approximately 6,250 annual operations occur at the Winterset Municipal Airport. Itinerant activity is estimated at 52% or 3,250 operations which are an average of about 9 operations per day. Discussions with airport officials confirm this level of activity is consistent with normal itinerant activity.


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Local activity is estimated at 48% or 3,000 annual operations which are largely associated with agricultural spraying and recreational activity that occurs in a more concentrated period during the growing season. 2.5 FORECAST METHODOLOGY The forecast of aviation demand provides a basis by which to establish an estimate of potential aviation activity at the Winterset Municipal Airport. In estimating potential demand, consideration must be given to a number of variables which influence demand within the airport service area. Based aircraft Pilots Population Employment Major industrial and business users

Forecasts for an airport in a growing community like Winterset, especially with an emphasis on manufacturing/industrial growth, are subject to considerable error. Any new activity will result in a significant percentage deviation from the forecast. These activities may be altered by global changes in the aviation industry, employment and population shifts, or businesses locating in or out of the community. The expansion, downsizing, or complete removal of a business can have a significant impact on aviation demand. As a result, deviations in the demand forecasts should be expected and the airport should have flexibility in their plans to accommodate the variations in actual demand. The first step in developing aviation demand forecasts is analyzing past trends involving based aircraft, operations, and socio-economic patterns regarding population and employment. The second step of demand forecasting is to project the trends into the future using various methodologies such as regression analysis and share analysis. The forecasts models used in this analysis include regression analysis and share analysis. Regression analysis focuses on the correlation between the dependent variable, in this case aircraft demand, and one or more independent variables such as changes in population, employment, and income levels. A regression analysis will illustrate how aviation demand changes when an independent variable is varied. When the correlation between the dependent variable and the independent variables is weak, local aviation forecasts can be compared to state and national trends. This method is referred to as share analysis which assumes forecasts developed for larger regions apply to forecasts at the local level. 2.6 ACTIVITY FORECASTS The following sections present the activity forecasts. Aviation activity forecasts for the Winterset Municipal Airport were prepared for 5-year (2017), 10-year (2022), 15-year (2027), and 20-year (2032) planning horizons.


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2.6.1 Projected Based Aircraft A series of forecast scenarios were developed consistent with the method established by the FAA for updating national forecasts. Three scenarios were developed with each assuming different growth levels.

Low Growth Scenario: assumes the growth rate will be comparable to local socioeconomic trends. The projected population annual growth rates for Madison County was 0.72% to 0.82%. The employment annual growth rate in Madison County was 0.27%. The average annual growth rate for these trends equates to approximately 0.50%. This scenario will utilize a CAGR of 0.50%.

Medium Growth Scenario: assumes the growth rate will be equal to the compounded annual growth rate projected by the IASP. This scenario will utilize a CAGR of 1.25%.

High Growth Scenario: assumes the growth rate will be equal to the based aircraft projections discussed in Section 2.3.3. This scenario will utilize a CAGR of 1.70%.

Table 2.13: Projected Based Aircraft

Low Scenario Medium Scenario High Scenario Year CAGR= 0.50% CAGR= 1.25% CAGR= 1.70%

2012 25 25 25 2017 26 27 27 2022 26 28 30 2027 27 30 32 2032 28 32 35

2.6.2 Projected Based Aircraft Fleet Mix Based aircraft fleet mix projections are critical so that future facilities can be properly sized to accommodate the expected demand. The fleet mix projections derived in this section will be used in the next chapter to identify facility requirements based on the type and number of aircraft planned to use the airport. Aircraft fleet mix projections were derived from the projected based aircraft and historical fleet mix trends. As illustrated in Table 2.11, there are currently 20 A-I aircraft, 5 B-I aircraft, and no B-II aircraft based at the Winterset Municipal Airport. As discussed in previous sections, single engine piston powered aircraft are expected to witness a flat growth rate of 0.3%. The multi-engine piston fleet is expected to decrease at an annual rate of 0.9%. Whereas, the turbo prop fleet is expected to see a 1.4 percent annual growth rate. Aircraft in the A-I category primarily consist of single engine piston aircraft. Therefore the operations in the A-I category were escalated using a 0.3% annual growth rate. B-I and B-II consist of a mixture of multi-engine piston and a turbo prop fleet. These categories were projected using a weighted growth rate since the multi-engine fleet is experiencing an annual decline of 0.9% but the turbo prop fleet is witnessing a 1.4% annual growth rate. Table 2.14 illustrates the summary of these projections using these assumptions.


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The low growth scenario assumes one B-II aircraft will be based at the airport by 2027. The medium growth scenario assumes one B-II aircraft will be added in 2017, an additional one in 2022, and a third by 2032. The high growth scenario assumes one B-II aircraft will be added every five years, totaling 4, by 2032. With the amount of itinerant B-II aircraft currently using the airport, these scenarios are reasonable for planning purposes.

Table 2.14: Projected Based Aircraft Fleet Mix

A-I B-I B-II Total Year Low Med High Low Med High Low Med High Low Med High2012 20 20 20 5 5 5 0 0 0 25 25 25 2017 20 20 20 6 6 6 0 1 1 26 27 27 2022 20 20 21 6 6 7 0 2 2 26 28 30 2027 20 21 21 6 7 8 1 2 3 27 30 32 2032 21 22 22 6 7 9 1 3 4 28 32 35

2.6.3 Projected Aircraft Operations As detailed in Section 2.4, the baseline activity estimated 6,250 total operations were conducted at the Winterset Municipal Airport in 2011.

Table 2.15: Projected Aircraft Operations Using Growth Rates

Low Med High Year CAGR= 0.50% CAGR= 1.25% CAGR= 1.70% 2012 6,250 6,250 6,250 2017 6,408 6,651 6,800 2022 6,570 7,077 7,398 2027 6,736 7,530 8,048 2032 6,906 8,013 8,756

Using the based aircraft projections and assigning 250 operations per aircraft, total aircraft operations were also projected using this methodology as presented in Table 2.16.

Table 2.16: Projected Aircraft Operations Using Based Aircraft Methodology

Based Aircraft

Operations Per Based Aircraft

Total Operations

Year Low Med High Low Med High 2012 25 25 25 250 6,250 6,250 6,250 2017 26 27 27 250 6,500 6,750 6,750 2022 26 28 30 250 6,500 7,000 7,500 2027 27 30 32 250 6,750 7,500 8,000 2032 28 32 35 250 7,000 8,000 8,750


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As discussed in Section 2.4, approximately 52% or 3,250 operations were estimated as itinerant operations and 48% or 3,000 operations were estimated as local operations. Table 2.17 illustrates the projected operational breakdown of itinerant and local operations over the planning period.

Table 2.17: Projected Operational Breakdown

Itinerant Operations 52%

Local Operations 48%

Total

Year Low Med High Low Med High Low Med High 2012 3,250 3,250 3,250 3,000 3,000 3,000 6,250 6,250 6,250 2017 3,332 3,459 3,536 3,076 3,192 3,264 6,408 6,651 6,800 2022 3,416 3,680 3,847 3,154 3,397 3,551 6,570 7,077 7,398 2027 3,503 3,916 4,185 3,233 3,614 3,863 6,736 7,530 8,048 2032 3,591 4,167 4,553 3,315 3,846 4,203 6,906 8,013 8,756

2.6.4 Projected Fleet Mix Operations The types of aircraft and the number of operations per aircraft need to be forecasted to appropriately size future facilities. Identifying the types of aircraft and the frequency of operations will provide the information required for facility planning. Itinerant Operations Total itinerant operations can be estimated with relative ease, however determining the type of itinerant aircraft and the frequency of operations can be less straightforward. Discussions with knowledgeable airport staff and retrieval of historical data were completed to estimate the type of itinerant aircraft and the frequency of operations. Historical data was retrieved from GCR & Associates from March 2011 to March 2012 to determine the typical itinerant aircraft. The data illustrates 78 itinerant operations occurred at the Winterset Municipal Airport during the sampling period. From the sampling period, the data concludes that of the itinerant operations, 20.5% was allocated for turbo aircraft and 79.5% was for piston traffic. Table 2.18 illustrates the sample of the itinerant traffic. The itinerant operations sampling data concludes the following:

69.2% was from ARC A-I aircraft 20.5% was from ARC B-I aircraft 10.3% was from ARC B-II aircraft

The largest itinerant aircraft using the airport on a regular basis is the Beechcraft 200 Super King Air. The Beechcraft 200 Super King Air has a wingspan of 54 6 and has a maximum takeoff weight of 12,500 pounds.


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Table 2.18: Itinerant Aircraft Sample Make/Model Aircraft Type ARC Operations Piper PA-46-500TP Piston B-I 1 Pilatus PC-12 Turbo B-II 2 Pacific Aerospace 750XL Turbo B-I 6 Mooney M22 Piston A-I 2 Beech 95-B55 Piston A-I 2 Piper PA-32-300 Piston A-I 4 Beech A36 Piston A-I 4 Mooney M20J Piston A-I 2 Piper PA-46-500TP Piston B-I 5 Moravan Z143L Piston A-I 2 Beech V35B Bonanza Piston A-I 2 Piper PA-24-250 Piston A-I 2 Cessna T206H Super Skywagon Piston B-I 2 Grumman AA-5A Piston A-I 6 Beech D95A Piston A-I 14 Piper PA-46-310P Piston A-I 4 Beech V35B Bonanza Piston A-I 2 Piper PA-31T Turbo B-I 2 Mooney M20L Piston A-I 4 Piper PA-28R-201 Piston A-I 2 Piper PA-28-161 Piston A-I 2 Beechcraft 200 Super King Air Turbo B-II 6

Local Operations The Winterset Municipal Airport has 20 based aircraft in the A-I category and 5 based aircraft in the B-I category. The largest aircraft based at the airport is a Beechcraft Twin Bonanza (D-50) which is a multi-engine piston aircraft. The Beechcraft Twin Bonanza has a wingspan of 45 feet 3 inches and a maximum takeoff weight of 7,300 pounds. As discussed in Section 2.4, it is estimated there are 3,000 local operations per year. For estimating the breakdown between A-I and B-I annual operations, the operational levels were proportioned based on the allocation of the based aircraft. For example, 20 of the 25 based aircraft (80%) are allocated in the A-I category and 5 of the 25 based aircraft (20%) allocated in the B-I category.

Table 2.19: Local Operational Fleet Mix Breakdown

Local Operations ARC % OperationsA-I 80.0% 2,400B-I 20.0% 600

Total 3,000


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Table 2.20 summarizes the current fleet mix operational breakdown for itinerant and local operations.

Table 2.20: Current Fleet Mix Operational Breakdown

Itinerant Local Total

ARC % Operations % OperationsA-I 69.2% 2,249 80.0% 2,400 4,649 B-I 20.5% 666 20.0% 600 1,266 B-II 10.3% 335 0 335

Total 3,250 3,000 6,250 2.7 RECOMMENDED FORECAST After evaluating the various forecasts developed in Section 2.6, it is recommended to utilize the high growth scenario. Over the 20-year planning period, the number of based aircraft and total airport operations at the Winterset Municipal Airport is expected to grow at a steady rate comparable to that of the state average. The high growth scenario growth assumed a compound annual growth rate of 1.70% which was based on the projected based aircraft discussed in Section 2.3.3 using a linear regression analysis. Sound justification exists for the high growth scenario as Madison County is the second-fastest growing non-metropolitan county in the State of Iowa. The Winterset area is only 35 miles from the influence of the Des Moines Metropolitan area and within 20 minutes from Dallas County which is the 7th fastest growing county in the United States according to the U.S. Census Bureau. Additionally, there is currently inadequate hangar space to accommodate the demands in the Des Moines Metro area. In summary, the high growth scenario was selected as it was deemed the most realistic scenario and will provide the airport with the most flexibility with planning activities over the next 20 years. Table 2.21 summarizes the recommended forecast of based aircraft and operations; whereas Table 2.22 summarizes the recommended fleet mix operational breakdown forecast.

Table 2.21: Recommended Forecast Summary

Year Based Aircraft

Total Operations

Itinerant Operations (52%)

Local Operations (48%)

2012 25 6,250 3,250 3,000 2017 27 6,800 3,536 3,264 2022 30 7,398 3,847 3,551 2027 32 8,048 4,185 3,863 2032 35 8,756 4,553 4,203


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Table 2.22 summarizes the projected fleet mix operational breakdown per airport reference code category. As discussed in previous sections, single engine piston powered aircraft are expected to witness a flat growth rate of 0.3%. The multi-engine piston fleet is expected to decrease at an annual rate of 0.9%. Whereas, the turbo prop fleet is expected to see a 1.4 percent annual growth rate. Aircraft in the A-I category primarily consist of single engine piston aircraft. Therefore the operations in the A-I category were escalated using a 0.3% annual growth rate. B-I and B-II consist of a mixture of multi-engine piston and a turbo prop fleet. These categories were projected using a weighted growth rate since the multi-engine fleet is experiencing an annual decline of 0.9% but the turbo prop fleet is witnessing a 1.4% annual growth rate. The projections for local operations were proportioned using Table 2.14. For example, in 2017, the Winterset Municipal Airport is projected to have 27 based aircraft of which 20 are projected as A-I aircraft (74.1%), 6 as B-I aircraft (22.2%), and 1 as B-II aircraft (3.7%). These assumptions were repeated for all planning horizons.

Table 2.22: Recommended Fleet Mix Operational Breakdown Forecast

Year ARC Itinerant Local Total

% Operations % Operations % Operations 2012 A-I 69.2% 2,249 80.0% 2,400 74.4% 4,649

B-I 20.5% 666 20.0% 600 20.3% 1,266 B-II 10.3% 335 0.0% - 5.4% 335 Total 3,250 3,000 6,250

2017 A-I 66.7% 2,358 74.1% 2,418 70.2% 4,776 B-I 21.5% 759 22.2% 725 21.8% 1,484 B-II 11.8% 419 3.7% 121 7.9% 540 Total 3,536 3,264 6,800 -

2022 A-I 64.3% 2,475 70.0% 2,486 67.1% 4,961 B-I 22.4% 860 23.3% 829 22.8% 1,689 B-II 13.3% 512 6.7% 237 10.1% 749 Total 3,847 3,551 7,398

2027 A-I 62.1% 2,600 65.6% 2,535 63.8% 5,135 B-I 23.2% 971 25.0% 966 24.1% 1,937 B-II 14.7% 614 9.4% 362 12.1% 976 Total 4,185 3,863 8,048

2032 A-I 60.1% 2,735 62.86% 2,642 61.4% 5,377 B-I 24.0% 1,092 25.71% 1,081 24.8% 2,173 B-II 15.9% 726 11.43% 480 13.8% 1,206 Total 4,553 4,203 8,756


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2.8 DESIGN AIRCRAFT The frame of reference for airport planning criteria is established by the largest aircraft or design aircraft that uses the airport on a regular basis, i.e., at least 500 itinerant operations per year. The single aircraft or category of aircraft meeting this requirement is commonly referred to as the airports design aircraft. 2.8.1 Recommended Design Aircraft According to Table 2.22, the current design aircraft category with greater than 500 itinerant operations is the B-I category. Typical aircraft in the B-I category include the Piper Cheyenne (PA-31T), Piper Malibu (PA-46), and the Cessna T206 Skywagon. There is sound justification for assigning the future design aircraft as the B-II category given that there are more than 500 itinerant operations projected annually by such aircraft. In addition, the last approved ALP drawings in 2000 justified the design aircraft as the B-II category. As shown on the approved 2000 Airport Layout Plan, the existing Runway 14-32 is currently classified as a B-I runway and the ultimate Runway 14-32 is currently classified as a B-II runway. It is recommended that these classifications remain unchanged for the future. Based on the above points, it is recommended that the B-II category be assigned as the future critical design airport reference code for the Winterset Municipal Airport. Typical aircraft in the B-II category are depicted in the figures and include turboprops and smaller sized business jets greater than 12,500 pounds such as the following:

Super King Air 300, 350 Citation II, Bravo, XLS+ Falcon 20, 50, 200, 900

Figure 2.2: Super King Air 300

Figure 2.3: Citation II


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2.9 ANNUAL INSTRUMENT OPERATIONS Estimating the number of instrument operations is important for justifying infrastructure improvements such as landing and approach aids. An instrument operation is defined by the FAA as an arrival or departure operating in accordance with an Instrument Flight Rule (IFR) flight plan or an operation where IFR separation between aircraft is provided by a terminal approach control facility. IFR operations take place under the following conditions

When visibility is less than 3 miles or ceiling is at below the minimum initial approach altitude.

Where no weather reporting service is available at non-towered airports, the following criteria, in descending order, is used to determine valid instrument approaches:

- A pilot report - If the flight has not canceled its IFR flight plan prior to reaching the initial

approach fix The official weather as reported for any airport located within 30 miles of the

airport to which the approach is made. For non-towered airports, annual instrument operations fluctuate depending upon the weather from 7.5 to 12.5 percent of annual activity. An average of 10.0 percent will be used for these forecasts.

Table 2.23: Projected Annual Instrument Operations

Year Annual Instrument Operations

2012 625 2017 680 2022 739 2027 804 2032 875


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Chapter 3: FACILITY REQUIREMENTS

3.1 INTRODUCTION This chapter identifies the airside, terminal, and landside facilities that are necessary to accommodate the current demand, current FAA standards, and forecasted levels of demand. The facility requirements evaluation is used to identify the adequacy or inadequacy of existing airport facilities and to identify what new facilities may be needed during the planning period to accommodate forecast demand or to meet FAA

Winterset Airport Master Layout Plan

Documents

Transcript of Winterset Airport Master Layout Plan