Blair Airport Master Plan

B l a i r Mu n icipal Airp ort
Landside Facilities Master Plan

Blair, Nebraska
June 2006
Solutions Through Service
BLAIR MUNICIPAL AIRPORT LANDSIDE FACILITIES MASTER PLAN
TABLE
OF
C ONTENTS
Introduction ....................................................................................... i Study Objectives and Approach ........................................ ii Chapter One: Site Constraints 1-1
Existing Property .................................................................................. 1-1 Highway 133 Right-Of-Way (ROW) ............................................... 1-1 Part 77 Aviation Surface Height Restrictions ....................... 1-1 FIGURE 1 .................................................................................................... 1-2 Aerial Applicators ................................................................................. 1-3 Utilities ....................................................................................................... 1-3 WATER ....................................................................................................... 1-3 SANITARY SEWER ........................................................................................ 1-3 ELECTRICAL ................................................................................................. 1-5 COMMUNICATION (TELEPHONE / INTERNET / CABLE) ...................................... 1-5 NATURAL GAS ............................................................................................ 1-6 HIGH PRESSURE GAS TRANSMISSION LINE ..................................................... 1-6 FIRE PROTECTION ........................................................................................ 1-6 FAA / NDA ASSURANCES .......................................................................... 1-8 DRAINAGE .................................................................................................. 1-10 Environmental ........................................................................................ 1-10 SPILL PREVENTION CONTROL AND COUNTERMEASURE (SPCC) ...................... 1-10 STORMWATER POLLUTION PREVENTION PLAN (SWPPP) ............................... 1-11 WELLHEAD PROTECTION AREA ..................................................................... 1-11 Hangars (T, Corporate, Shop) .......................................................... 1-11 Fuel Facilities ........................................................................................... 1-12 Roadway / Drives .................................................................................. 1-13 Automobile Parking Lots ................................................................... 1-13
Chapter Two: Landside Facility Plan Chapter Three: Building Design Standards
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3-1 Aesthetics ................................................................................................. 3-1 Plan Review And Building Codes ................................................... 3-1 Building Type And Functionality ................................................... 3-2 STEEL ROOFING AND SIDING PANELS ........................................................... 3-2 STRUCTURAL DESIGN ................................................................................... 3-3 ROOFING SYSTEMS ...................................................................................... 3-3 INTERIOR PARTITIONS ................................................................................... 3-4 INSULATION ................................................................................................ 3-4 FLOORS ...................................................................................................... 3-4 HANGAR DOORS ......................................................................................... 3-4 LIGHTING .................................................................................................... 3-4 HANGAR RAMPS ......................................................................................... 3-5
HWS CONSULTING GROUP
TABLE OF CONTENTS
4-1 Minimum Standards ............................................................................ 4-1 TAXES ......................................................................................................... 4-2 FIRE FIGHTING SERVICES .............................................................................. 4-2 MAINTENANCE ............................................................................................ 4-2 STORAGE AND PERSONAL PROPERTY ............................................................ 4-2 INSPECTION ................................................................................................. 4-2 SECURITY .................................................................................................... 4-2 INSURANCE ................................................................................................. 4-3 ENVIRONMENTAL RESPONSIBILITY ................................................................. 4-3 AIRCRAFT REGISTRATION .............................................................................. 4-3 SNOW REMOVAL ......................................................................................... 4-3 HOLD HARMLESS AND INDEMNIFICATION ...................................................... 4-3 CONSTRUCTION GUIDELINES ......................................................................... 4-3 Leases And Agreements .................................................................... 4-4 Fixed Based Operators ....................................................................... 4-6
Chapter Four: Airport Minimum Standards and Airport Leases
Appendices
Appendix 1 A/C No.: 150/5190-5 Appendix 2 Standard Airport Lease/Agreement Provisions Appendix 3 Cost Estimates Appendix 4 Design Calculations Appendix 5 Minimum Building Design Standards
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INTRODUCTION
The Blair Municipal Airport has recently undergone major aireld side facility upgrades in the past two years. A 1.7 million dollar grading project for a new 4,200 x 100 runway and 350x450 apron was constructed and completed in late August of 2005. Directly following the completion of the grading project a 3.6 million dollar paving project was set underway. The paving project included the construction of the 4,200 x 100 Runway 13/31 and the paving of associated connecting taxiways, turnarounds and the new apron area. The construction was substantially complete in early November of 2005. The paving project received the Nebraska Department of Aeronautics (NDA) 2005 project of the year. The project was one that had no major disruptions to airport activities, was completed on-time, under budget, and was good quality work in other words a good smooth project (Quote from NDA PIREPS bi-monthly newsletter). The Airport Authority has recognized that the cost of maintaining a viable airport is an investment that can yield signicant benets to the community. After the completion of such major aireld side facility upgrades an increase in aviation activity is anticipated. The Blair Airport Authority has recognized the inherent challenges associated with meeting these anticipated demands. With the development of a Landside Facilities Master Plan the Authority has put into motion a strategic plan to best meet these upcoming needs. Interest has already been sparked for the construction of businesses/restaurants, construction of new hangar buildings and hangar spaces and various other needed facilities at the airport. Landside facilities are those dened as facilities necessary for the handling of aircraft, general aviation passengers, and cargo while on the ground. These facilities provide essential interface between the air and ground transportation modes (i.e. aircraft to automobile). The airport conducted an Environmental Assessment, completed in March of 2001, and updated their Airport Layout Plan (ALP) in February 2005. These planning tools help forecast future aviation demands and the facility requirements that will be necessary to meet the needs of the expanding airport. A good point to remember about forecasts though is that they serve only as guidelines, and planning must remain exible to respond to unforeseen facility needs. The Blair Airport Authority understands that by remaining exible in the future expansions of the airport, that they will be a better economic asset to the residents of Blair and the surrounding region by being able to get the most economical return for the investments. The aviation industry is aected by many external inuences, such as by the types of aircraft used and the nature of available facilities. The continuous planning process benets responsible ocials by giving advance notice of future airport funding needs so that appropriate steps can be taken to assure that adequate funds are budgeted or planned for.

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INTRODUCTION
STUDY OBJECTIVES AND APPROACH

The primary objective of the Landside Facility Master Plan is to provide the Airport Authority with proper guidance for future development of landside uses associated with hangars, other buildings, and infrastructure including transportation and utilities. The plan will assist in meeting the goal of a well-developed operation that is self-sustaining. The plan will consider the impact of various constraints on the landside uses and how these constraints impact the Airport development. The plan will include the development of design standards for the construction of the various buildings that could be constructed/needed on the airport. The plan will illustrate potential uses for the short term time period (1 to 5 years). Intermediate (5 to 10 years) and long term improvements (10 to 20 years) will be dictated by demand. To accomplish the objective of this study, the Landside Facilities Master Plan supplies the following information: Evaluating the current site constraints and how they relate to future expansions. Constraints such as existing property lines, Highway 133 Right-of-Way lines, Federal Aviation Regulation Part 77 requirements, utilities (such as water, sewer, electrical power, communication, gas, etc.), re protection needs and area regulations, existing/future drainage will be analyzed. Develop building design standards for key issues such as the types and uses of building that can be constructed, building architectural issues (such as material type/thickness, color, size, lighting, etc.), automobile parking associated with a specic building use, allowable building heights controlled by Part 77 surfaces. Develop a landside facility plan that includes layouts of various types and sizes of hangars, fuel facilities, terminal/administration building, roadways/driveways, parking facilities, utilities, etc. One of the most important elements of the planning process is the direct involvement of those parties that could potentially be most aected by the results of this study. To ensure aected parties are involved several meetings were held including with the Airport Authoritys Hangar committee, and other groups of interest.
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S ITE C ONSTRAINTS
The purpose of this section is to look at the anticipated future landside facilities and see how they are directly impacted by current existing site constraints. Several agencies, product distributors and utility companies in the area were contacted in the acquisition of much of the following information.
EXISTING PROPERTY
The existing airport property is illustrated on the as-built ALP (following the grading and paving projects) and the Landside Facility Plan (Attached at the back of this report). All landside facility upgrades mentioned herein are within existing airport property except the southern most 10-place hangar. Future property acquisition, in Fee, will have to be sought for the construction of the most southerly hangar.
HIGHWAY 133 RIGHT-OF-WAY (ROW)

The Nebraska Department Of Roads (NDOR) is currently working on plans to widen Highway 133 that runs along the easterly edge of the Blair Municipal Airport. The project is planned to be let/bid November 13, 2008 with construction starting in the 2009 construction season. The schedule according the NDOR is still somewhat tentative and is subject to change. If a change were to occur it would most likely push the schedule back. A future airport project includes grading of the area between the new apron and the existing highway ROW. The proposed design for the new Highway 133 shifts the roadway and the right of way towards to airport. The sift impacts the layout of the entire airports landside facilities. Various hangar layouts were coordination with NDORs proposed highway alignment. The current proposed right of way is shown on the Facility Plan. NDOR has proposed one single access to the airport o of Highway 133 that is near the existing driveway access. This is dierent that on the approved ALP. NDOR has illustrated mock semitruck turning designs to ensure that the proposed access will allow the airport to be served by large semi-trucks. It is anticipated that fuel and delivery trucks with be the most critical (longest) vehicles to frequent the airport.
PART 77 AVIATION SURFACES - HEIGHT RESTRICTIONS

The Federal Aviation Regulations Part 77 Objects Aecting Navigable Airspace establishes standards for determining obstructions to air navigation. Part 77 applies to existing and proposed man-made objects, objects of natural growth, and terrain. The standards set forth in Part 77 apply to the use of navigable airspace by aircraft and to existing air navigation facilities, such as an air navigation aids, airports, Federal airways, instrument approach or departure procedures, or approved o-airway routes. Additionally, it applies to a planned facility or use, or a change in existing facility or use.

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CHAPTER ONE - SITE CONSTRAINTS
New building construction on airport property should not be built so that it is an obstruction to air navigation or penetrates the airports Part 77 imaginary surfaces. Before construction of a building on airport property the building must rst be approved on an Airport Layout Plan (ALP). As part of the ALP approval process FAA requires the building be airspaced, checked to ensure it does not penetrate any of the PART 77 imaginary surfaces. On the terminal drawing as part of the ALP, building restriction lines (i.e. a 35 BRL) are drawn across the proposed building areas thus indicating the maximum height a building can be constructed to. A 35 BRL indicates that the building (if the ground at the building location and at the corresponding runway centerline elevation are the same) cannot exceed 35 in height. A table can usually be found on most approved ALPs indicating the maximum top height of all proposed buildings. The Blair Airport has an ultimate 1000 wide Non-Precision (as low as mile visibility minimum) primary surface. The primary surface is dened as the surface longitudinally centered on the runway that extends 200 beyond each end of specially prepared hard surface. The elevation of any point on the primary surface is the same as the elevation of the nearest point on the runway centerline. Transitioning up from the primary surface edge (or 500 from the runway centerline for ultimate Runway 13/31), a 7:1 (7 feet horizontally for every 1 foot increase vertically) transitional surface extends up (see Figure 1 below). The 7:1 transitional surface beyond the runway primary surface sets the 35 BRL for example. To obtain a 35 BRL the 7:1 transitional surface must rise 35 vertically or extend 245 (35x7=245) beyond the edge of the primary surface.
Figure 1
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AERIAL APPLICATORS
The application from the air of chemical products in a spray form to control pests in the agricultural industry is a common operation and use found on Nebraska airports. It is anticipated that due to the airports proximity to more of an urban setting that a spray operation would not desire to be located on the Blair airport. No specic location has been identied for this use on the Landside Facility Plan. However, if the Airport Authority is approached by such an operation the following items should be considered in nding an acceptable location on the airport. 1) The aerial applicator must follow the appropriate rules for spray application of chemicals including certication, loading, storage etc. established by DEQ, FAA, and EPA. 2) The aerial applicators operation should not be located within the well head protection zone shown on the Facility Master Plan. 3) The aerial applicators operation should be located away from the public areas on the airport. 4) The spray operator will likely be looking for good access to the runway but at the same time have access from the landside to deliver chemical product to the facility. 5) Portable facilities are available and one may be located on the southwest corner of the apron.
UTILITIES
Water There is an existing well on site located just west of the beacon. The yield of this well is insucient to serve the needs of the expanding airport. The anticipated ultimate future water needs have been identied to include water for operations of xed base operators (FBOs), terminal building facilities including a possible restaurant, oces located along with hangars, some irrigation around the buildings adjacent to the highway, supply for lling water supply reservoirs and some washing of aircraft. The proposed source for water supply to the airport is the Washington County Rural Water System No. 2 of the Papio-Missouri River Natural Resources District (NRD). Initial discussions have taken place with the NRD regarding this possibility. The NRD will need to extend the existing water system distribution pipe to reach the airport. The airport would need to provide an additional water line on their property to distribute the water to the potential users. It should be noted that the rural water supply does not provide re protection similar to that provided by an urban water system. Rural water distribution pipelines are not typically designed large enough to allow connection of pumper trucks to supply re demand. The withdrawal of water at the rate needed to meet re demand could result in unallowable minimum pressures or even pipe collapse. Sanitary Sewer Wastewater discharges are regulated by the Nebraska Department of Environmental Quality (NDEQ), who in compliance with the Federal Water Pollution Control Act and the Nebraska Environmental Protection Act, issue permits for wastewater discharges. On-site wastewater
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treatment facilities are systems typically not connected to a municipal wastewater system. Since the airport is not close enough to the City of Blairs municipal wastewater treatment facility, an onsite wastewater treatment facility must be utilized for the airport. The two primary types of on-site systems are septic tanks and complete retention lagoons. Lagoon type systems are not compatible with airports as they are prohibited by FAA regulations since they attract waterfowl. Waterfowl are dangerous to aircraft. The current state regulation for these on-site wastewater treatment facilities is Title 124 that became eective December 28, 2003. Currently wastewater at the airport is handled by a small septic tank and leach eld southeast of existing hangar No. 3. There currently is only one restroom facility on the airport. With the new runway, growth of the airport is anticipated and along with that growth there will be additional wastewater and sanitary sewer ows that must be properly treated and managed. It is estimated that current usage ows are approximately 150 to 200 gallons per day (gpd) with the usage ows anticipated to increase over the next 20 year period to approximately 2,000 to 2,200 gallons per day (gpd). In the immediate future, wastewater ows up to 2,000 gpd can be handled by installing a new septic tank (minimum 3,200 gallons of eective tank capacity) and leach eld in the location shown on the attached Master Plan. A proposed 8 inch sanitary sewer line in the proposed utility easement corridor will to pick up sewage ows from tenants of the airport and delivered to the new septic tank system. Tenants should be responsible for connecting their facilities to the airports proposed sanitary sewer line. The proposed location is away from the Eagle View wellhead protection area located at the north end of the airport and provides an adequate grade drop for favorable operation of the sanitary sewer line. As the wastewater usage ow increases over time, a non-surface water wetland absorption eld can be constructed to help in treating the increase in wastewater ows should the soils not allow adequate percolation of the leach eld. At a minimum, septic tanks and the associated absorption elds shall have minimum setback clearances and distances as detailed in Title 124, Chapter 5. Tanks and absorption elds must be a minimum of 50 feet away from surface waters and private water wells and setback a minimum of 5 feet from property lines. Water lines must be setback a minimum of 10 feet from the septic tanks and 25 feet from absorption elds. Foundations setback dimensions vary from 15 feet to 25 feet from tanks and 10 feet to 30 feet from absorption elds depending upon the type of foundation. The location shown meets all of Title 124 setback requirements. Soil percolation requirements must be met as well. HWS Consulting Groups geotechnical engineers have reviewed the existing soils in the area of the airport and have determined that they may be suitable for the installation of absorption elds. However, a eld soil percolation test must be completed before a permit will be granted by NDEQ.
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Once the septic system cannot handle the increase in ows, a small package wastewater treatment plant can be installed to handle the wastes. Authorization to release treated euent from the wastewater plant must be obtained from NDEQ via a National Pollutant Discharge Elimination (NPDES) permit and monitored on a regular basis. The NPDES permit for the new wastewater treatment plant will require a waiting period of 180 days before approval. Electrical The Omaha Public Power District (OPPD) furnishes electricity to the Airport. Prior to the construction of the new Runway 13/31 paving and lighting project the underground electrical service was from an overhead power line and a pole mounted transformer on old County Road P-38. With the grading for the new Runway this service was abandoned. OPPD has an underground transmission line on the northeast side of Highway 133. OPPD furnished a new transformer for the Airport between the existing hangars and Highway 133. The transformer was set at a location that ts with the terminal area layout and with Highway 133 improvements by the Nebraska Department of Roads. The transformer supplies a 120/240V, single phase, 3 wire, 600-amp service to the new electrical shelter constructed with the paving and lighting project. The electrical shelter was designed for the then current terminal area layout assuming electrical loads for the facilities shown. The aireld lighting is furnished from the shelter with a six-conduit electrical encased duct bank with access pull boxes and several future conduit stubs. Due to restraints at the time of construction, the existing hangars and the new electrical shelter are both serviced from the transformer and metered with one current transformer (CT) meter installed by OPPD. Because of the existing metering conguration at the transformer, additional meters cannot be added at the transformer location. All facilities from the electrical shelter will be metered from one location and will be charged to the Airport Authority. The Airport Authority can meter individual buildings and hangar bays in the future by furnishing a central location for the servicing and metering of individual requirements. This could be done on the existing electrical shelter, a separate designated area or on a future building. Additional conduits, wiring and equipment will be required for this type of metering. The Authority cannot sub meter to individual units from the electrical shelter and charge for the actual electric usage due to OPPD policy. The Airport Authority can charge a rate for utilities and monitor the amount of electricity used and base the rates upon the usage. Any large electricity user not anticipated in the initial design also has the option of working with OPPD to extend another service across Highway 133 and placing a new transformer. The cost for an additional service and transformer will vary depending upon the demand but may be expected to be about $12,000 at todays cost. Communication (Telephone/Internet/Cable) Telephone, cable and Internet service to the Airport is furnished by the Huntel Systems. The Airport now has service for DS3, T1, DSL and dial tone service with copper line service through Huntel.
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Huntel representatives indicate that capacity for the Airport future needs are in the area and can be extended to the Airport on short notice. Fiber optic cable is in the vicinity and can be extended to the Airport if the demand is anticipated. Costs for the improvements and cable extensions may be the born by Huntel if the anticipated revenue from the services can substantiate the cost of the improvements. Natural Gas The Blair Airport is in the Aquila service area. Aquila representatives indicated that natural gas lines are not in the vicinity and not anticipated in the future. Any future gas needs by the Airport would require the installation of propane storage tanks for service by propane. High Pressure Gas Transmission Line Enterprise Products Company administers a Mid-America Pipeline Co. high-pressure 6 diameter gas transmission line through the Airport property and through the future terminal area. This line was relocated for the grading of Runway 13/31. The conguration of the terminal area was revised to better accommodate the site since the relocation. The buildings in the terminal area layout are situated to avoid the gas line and the 75-foot wide easement (37.5 feet on each side of the line) but the grades of the nal design of the pavement and taxilanes may be in conict in the location closer to Highway 133. Final design of the facilities will have to correspond with the elevations of the gas line and special provisions may have to be made at the time of construction. Fire Protection The Blair Municipal Airport falls under the jurisdiction of the Fort Calhoun Rural Fire District for re ghting purposes. In discussions with Assistant Fire Chief Fitzgerald, they have two concerns that need to be addressed for their purposes. One concern was the fuel storage, where it is located and how much storage is on site. Their other concern is the availability of water supply for re ghting purposes. The fuel farm will tentatively consist of two 10,000 gallon underground tanks, one for 100LL and one for Jet A fuel. The fuel farm will be located as shown on the Terminal Master Plan Drawing. Upon completion of the fuel facility plans, HWS Consulting has agreed to sent the Fort Calhoun Fire District a copy of the fuel facility plan and layout so that they will have on hand a copy of the location of the fuel facility and the specics regarding the size and quantity of the fuel facility. In regard to water supply, it was explained to Assistant Fire Chief Fitzgerald that the Airport Authority will tentatively have water supply that will service the airport. The water pipe that will be installed will not be such that water can be directly pulled from a re hydrant to ght a re. The water line will not be able to handle the water pressures that result from pulling the water directly out of the hydrant for re ghting purposes. It was recommended by Assistant Fire Chief Fitzgerald that a hydrant be installed near the entrance road to the airport. The hydrant shall meet NFPA requirements such that the Fort Calhoun Fire District can ll their reservoirs on their re trucks, but not actually draw from the water line to ght the re. Specic specications for the hydrant need to be obtained from the District and incorporated into the design of the future water line service for the airport.
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Jurisdiction for approving plans and specications for construction for re protection falls under the Nebraska State Fire Marshals oce. Plans and specications for buildings and structures, as well as fuel facilities, to be built at the airport must be submitted to the Nebraska State Fire Marshal for review and approval prior to the start of construction. The plans and specications must be submitted with a Plan Submittal Application along with a fee for the review. A few of the applicable National Fire Protection standard codes that have been adopted by reference in their entirety by the Nebraska State Fire Marshals oce are as follows: Airport Terminal Buildings, Fueling Ramp Drainage, and Loading Walkways Aircraft Fuel Servicing Aircraft Hangars Aircraft Hand Portable Fire Extinguishers Life Safety Code (As Amended) NFPA 415, 2002 edition NFPA 407, 2001 edition NFPA 409, 2001 edition NFPA 408, 1999 edition NFPA 101, 2000 edition
Other adopted standard codes may be applicable depending upon the type of construction and activity that the construction may entail. All construction shall be reviewed by the Nebraska Fire Marshal to determine compliance with the applicable re codes adopted by the state. NFPA 409, Standard on Aircraft Hangars, species a minimum clear space distance around single hangar buildings. Precautions are to be taken to ensure ready access to hangars from all sides. Adequate separation shall be provided to reduce re exposure between buildings. The clear space distance requirement as specied in NFPA 409 states that a minimum separation of 50 feet shall be maintained on all sides of a single hangar. The Landside Master Plan has provided the minimum of 50 feet separation between the hangar buildings shown. In an attempt to add additional hangars to the site, a layout was prepared utilizing a minimum separation of 25 feet between buildings. NFPA 409 allows the minimum separation distance to be reduced to not less than 25 feet for single hangar buildings provided the exposing wall and any openings in the exposing wall have a minimum re resistance rating of at least 2 hours. A re rated wall of 2 hours would consist of a wall composed of 4 layers of 5/8 re rated drywall or something equivalent. The advantage of the overall space and additional stalls needs to be weighted against the additional construction costs associated with putting in the re rated walls on all exposed walls. It is estimated that the cost could run approximately $15,000 to $20,000 per hangar or more for the additional re rated material on all exposed walls. Upon review of the layout using the reduced minimum separation of 25 feet in lieu of 50 feet, it is recommended that the plan be developed using the 50 feet spacing. Other considerations regarding NFPA 409 requirements are the size of hangar buildings and the activity allowed in the hangars. Hangars over 12,000 square feet in size require sprinkler systems so most hangars should be kept to 12, 000 square feet in size or smaller. Some of the larger hangars can be subdivided into two sections by a re wall to meet the NFPA requirements. Another
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consideration is in regard to maintenance hangars. If maintenance activities within the hangar involves welding, painting, or other similar activities, then the hangar must have a re sprinkler system. The proposed water supply system cannot handle a re sprinkler system tied directly to it. For future maintenance hangars that will have such activities such as welding or painting, the shop hangar will need to have a water reservoir and pump house that can be connected to the required re sprinkler system. The water reservoir can then be lled slowly over a period of time and not tax the water supply system. FAA/NDA Assurances When airport sponsors accept funds from FAA-administered airport nancial assistance programs, they must agree to certain obligations or assurances. These obligations require the recipients to maintain and operate their facilities safely and eciently and in accordance with specied conditions. The assurances appear either in the application for Federal assistance or become part of the nal grant oer or in restrictive covenants to property deeds. A number of assurances and excerpts from the FAA Sponsor assurances that are of particular importance are as follows: Pavement Preventive Maintenance. The Airport Authority assures that it has implemented an eective airport pavement maintenance management program and it assures that it will use such program for the useful life of any pavement constructed or reconstructed or repaired with Federal nancial assistance a the airport. Operation and Maintenance. The airport shall be operated at all times in a safe and serviceable condition and in accordance will the minimum standards as may be required by applicable federal, State and local agencies for maintenance and operation. It will not cause or permit any activity thereon which would interfere with its use for airport purposes. Hazard Removal and Mitigation. The Airport Authority will take appropriate action to assure that terminal airspace as is required to protect instrument and visual operations to the airport will be adequately cleared and protected by lowering, relocating, marking, or lighting or otherwise mitigating existing airport hazards and by preventing the establishment of future airport hazards. Compatible Land Use. The Authority shall take appropriate action, to the extent reasonable, including the adoption of zoning laws, to restrict the land use adjacent to and in the immediate vicinity of the airport to activities and purposes compatible with normal airport operations, including landing and takeo of aircraft. Economic Non discrimination. The Authority must make the airport available as an airport for public use on reasonable terms and with unjust discrimination to all types, kinds and classes of aeronautical activities. In any agreement, contract, lease, or other arrangement under which a right or privilege at the airport is granted to any person, rm or corporation to conduct or engage in any aeronautical activity for furnishing services to the public at the airport, the sponsor will insert and enforce provisions requiring the contractor to
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(1) furnish said services on a reasonable, and not unjustly discriminatory, basis to users thereof, and (2) charge reasonable, and not unjustly discriminatory, prices for each unit or service, provided the contractor may be allowed to make a reasonable and nondiscriminatory discounts, rebates, or other similar types of price reductions to volume purchasers. Each xed-base operator at the airport shall be subject to the same rates, fees, rentals, and other charges as are uniformly applicable to all other xed-base operators making the same or similar uses of such airport and utilizing the same or similar facilities. The Authority will not exercise or grant any right or privilege which operates to prevent any person, form or corporation operating aircraft on the airport from performing any services on its own aircraft with its own employees that it may choose to perform. The Authority may establish such reasonable, and not unjustly discriminatory, conditions to be met by all users of the airport as may be necessary for the safe and ecient operation of the airport. The Authority may prohibit or limit any given type, kind, class of aeronautical use of the airport if such action is necessary for the safe operation of the airport or necessary to serve civil aviation needs of the public. Exclusive Rights. The Authority will permit no exclusive right for the use of the airport by any person providing, or intending to provide, aeronautical services to the public. For purposes of this paragraph, the providing of the services at an airport by a single xed-base operator shall not be construed as an exclusive right if both of the following apply: It would be unreasonably costly, burdensome, or impractical for more than one xed-base operator to provide such services, and If allowing more than one xed-base operator to provide such services would require the reduction of space leased pursuant to an existing agreement between such single xed-base operator and such airport. The Authority further agrees that it will not, either directly or indirectly, grant or permit any person, rm, or corporation, the exclusive right at the airport to conduct any aeronautical activities. Fee and Rental Structure. The Authority will maintain a fee and rental structure for the facilities and services at the airport which will make the airport as self-sustaining as possible under the circumstances at the airport, taking into account such factors as the volume of trac and the economy of collection. As discussed above, the airport must be open to all aviation activities. Air shows can be prohibited as can the operation of radio controlled aircraft as they can impact the safety of the airport and increase the airports liability.

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Drainage The drainage for the existing Runway was designed for a ve-year event as required by FAA design criteria. Areas northwest of the Center Connecting Taxiway and apron drain to the northwest and across the Taxiways and Runway to the southwest. Two 36-inch diameter concrete culverts were constructed under Runway 13/31 with the grading project. Existing concrete culverts collect runo from the easterly taxilane and the area to the northeast of the apron. Future terminal area development northwest of the center taxiway and apron would be collected and carried to the area between the Runway and Parallel Taxiway and across Runway 13/31 by the existing culverts. The entire area southeast of the Center Connecting Taxiway and the northwest edge of the apron drains southeast to an existing channel. The existing and proposed apron slopes at approximately 1.0 percent to the southwest. The entire apron will drain to the ditch between the future Parallel Taxiway and Runway 13/31. As the building area develops around the apron the storm drainage can be taken by surface and eventually picked up with an underground storm sewer under the future apron and on to the southeast.
ENVIRONMENTAL
Spill Prevention Control and Countermeasure (SPCC) The Spill Prevention Control and Countermeasure (SPCC) regulation originally enacted on January 10, 1974 under the Clean Water Act, 40 CFR, Part 112 and recently revised on July 17, 2002 sets regulations regarding the storage of bulk oil at a contiguous location/facility. All facilities that have bulk oil with an aggregate ABOVE ground storage capacity of 1,320 gallons of oil or more or completely UNDER ground storage with capacity of 42,000 or more must have a SPCC permit in place and be in compliance with all the SPCC regulations (40 CFR Part 112). This regulation applies to the capacity of a facility to store oil, or in other words all tanks that do or could possibly store oil products (excluded permanently closed tanks). For above ground storage, bulk storage is considered any container with a capacity of 55 gallons or more. Containers (including electrical transformers and often oil-lled equipment greater than or equal to 55 gallons) must be included in determining the volume threshold. The regulation applies to tanks whether a tank is full or empty. The denition of oil encompasses crude oil, rened petroleum products (diesel fuel and gasoline), waste oil, lube oils, oil emulsions, etc. As part of Landside Facility upgrades the airport has elected to install two 10,000 gallon underground storage tanks at the airport. The airport under the Clean Water Act, 40 CFR, Part 112 would not be required to prepare and implement a SPCC plan because their future 20,000 gallon underground capacity is less than the 42,000 underground threshold requirement in 40 CFR 112.
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Stormwater Pollution Prevention Plan (SWPPP) Nebraska Department of Environmental Quality (NDEQ) Title 119, Rules and Regulations Pertaining to the Issuance of General Permit under the National Pollutant Discharge Elimination System (NPDES) requires that facilities with storm water discharges associated with industrial activity are required to apply for an industrial storm water permit to discharge storm water associated with industrial activity to the surface waters of the state. The term storm water discharge associated with industrial activity is dened in Chapter 1.062 of the Title 119 as the discharge from any conveyance which is used for collecting and conveying storm water and which is directly related to manufacturing, processing or raw materials storage areas at an industrial plant. Blair Airport falls under the industrial classication of Transportation by Air (SIC Group 45) and thus is required to meet the standards of these regulations. Blair Airport, if it has not already done so, will need to le a Notice of Intent (NOI) with NDEQ to apply for an industrial storm water permit to discharge storm water to the surface waters of the state. The regulations in the NDEQ Title 119 also call for the preparation of a Storm Water Pollution Prevention Plan (SWPPP) to emphasize pollution prevention practices which will be performed by the Blair Airport with an emphasis on Best Management Practices (BMPs) to reduce pollutant loadings and to maintain overall water quality. The Plan will consist of a series of steps and activities to rst identify sources of potential pollution or contamination at the Blair Airport and, second, actions to be carried out to prevent and control the pollution of storm water discharges. The SWPPP will require semi-annual inspections and annual comprehensive evaluation of the overall facility compliance. Wellhead Protection Area The State Wellhead Protection Program is a voluntary program that assists communities and other public water suppliers in preventing contamination of their water supplies. As part of the State Wellhead Protection Program, one of the programs main activities includes delineating the zones of inuence that may impact public supply wells. Currently the Nebraska Department of Environmental Quality (NDEQ) has drawn or adopted a total of 257 wellhead protection areas in Nebraska. Currently the Eagle View (in Washington County, Nebraska) delineation zone runs across the north part of the airport property (See the Facility Plan for location of wellhead protection area). This wellhead protection area on airport property does not create any major constraint on the future Landside developments the airport is proposing. The airports proposed sanitary sewer and any associated leach elds are planned to be installed south of delineation zone and will not impact the wellhead protection area. The wellhead protection area could possibly limit the locations of where future agricultural spray operations, fuel storage, or other chemical storage operations are located on the airport property.

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HANGARS (T, CORPORATE, SHOP)

Hangars are the most critical element and take up the most space of the landside facility at general aviation airports. Typical hangars types are T-hangars used for smaller general aviation aircraft, corporate hangars used for larger general aviation aircraft, and shop hangars used by Fixed Base Operators (FBOs) or others for conducting such activities as aircraft maintenance and repair. The original Airport Master Plan identied the number of each type of hangar for planning purposes. The Facility Plan should provide these numbers at a minimum. Constraints considered for developing the layout plan for the hangars include the following: 1) Comply with height restrictions for FAA Part 77 surfaces. These are identied as building restriction lines (BRLs) on the Airport Layout Plan. 2) Consider the need for the various hangar sizes and door sizes to meet the airports needs. 3) Maintain separation between the ends of buildings that meets the NFPA 409 code related to Type III structures. 4) Provide the taxilane object free area (OFA) required by FAA design criteria for the airport ARC of C-II. The OFA establishes the distance required between the taxilane centerlines and the hangars and protects the wind tip clearance for taxing aircraft. 5) Provide separation from the existing gas line easement. 6) Provide separation from the existing storm drainage system. 7) Provide better access to the apron for the larger hangars.
FUEL FACILITIES
Currently the airport has 100 LL aviation fuel in underground storage tank near the existing fuel dispensing facility. The Airport Authority has recently obtained a fuel facility loan from the Nebraska Department of Aeronautics (NDA) for two each new 10,000 gallon tanks one for 100 LL aviation gas and one for Jet A fuel. The Nebraska State Fire Marshal is the state agency that has jurisdiction over plans and construction of fuel facilities. The plans and specications must meet NFPA 407 Standard for Aircraft Fuel Servicing, 2001 edition. In addition to the requirements of NFPA 407, the fuel storage, piping, and dispensing system shall comply with NFPA 30, Flammable and Combustible Liquids Code. NFPA 407 has specic requirements related to fuel servicing locations. All aircraft fuel servicing shall be performed outside. Aircraft being fueled shall be positioned such that aircraft fuel system vents or fuel tank openings are not closer than 25 feet to any terminal building, hangar, service building or enclosed passenger concourse. Pumps installed outside of buildings shall be not less than 5 feet from any building opening. They shall be substantially anchored and protected against physical damage from collision. Fuel tank vents must be located at a minimum at least 12 feet above the ground.
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Several locations were reviewed for possible locations for a new fuel farm. A location between the T-hangar taxiways and the parallel taxiway to Runway 13/31 for above ground fuel tanks was reviewed. That location is not feasible as the vents for the underground tanks are at a minimum 12 feet high and are obstructions to the FAA PART 77 surface. Another location was reviewed with above ground storage tanks located in an area between the access road and the future State Highway Right of Way and then have the gas pumped to a dispensing unit on the apron. After discussions with a fuel tank installer, it was concluded that the piping from the tanks to the dispenser and the larger pumps would require additional operational and maintenance costs. Therefore, it was concluded that underground tanks adjacent to the apron as shown on the Landside Master Plan would be the most ecient and economical location for the future fuel facility. The tanks should be double walled and have monitoring devises to identify leaks that may occur in the tanks.
ROADWAY / DRIVES
As discussed earlier the NDOR has proposed one single access to the airport o of Highway 133 as shown on the Facility Plan. For the forecasted timeframe of this Landside Facility Master Plan, approximately 0 to 20 year time frame, the airport can be served with one single access. As demands increase and the landside facilities expand along the highway frontage an additional access to the airport could be required. NDOR is creating access drives (i.e. median breaks) just north and south of the existing airport property. It might be feasible for the airport to use either of these alternate accesses in the future to gain access to several of the proposed hangars. The airport would have to acquire some additional land, in Fee, to gain control of the additional accesses. The Landside Facility Plan illustrates a new 24 wide access road paralleling the proposed Highway 133 Right-Of-Way. The access road is set back 20 from the Highway ROW to allow for a future utility corridor to run between the highway ROW and the proposed access drive. The 20 setback from the highway ROW gives the airport some added exible regarding being able to match grades of the future highway and future airport facilities. The new access road should be designed to accommodate large semi-trucks (i.e. fuel trucks) that could frequent the airport. The turning radii of various size semi-trucks should be accounted for in nal design of all access drives. The access drive will lead to parking lots that should have the capacity to allow for semi-trucks who are on the airport property to turn around and exit the airport.
AUTOMOBILE PARKING LOTS

Currently the Blair Municipal Airport does not have any paved automobile parking lots. The airport has a small gravel automobile parking lot adjacent to the gravel driveway o of Highway 133. With the anticipated increase in aviation activity, the Blair Municipal Airport can expect to see a directly correlated increase in automobile activity. With no existing paved parking facilities the airport will need to expand to and designate some areas for future automobile parking.

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The ultimate number of parking stalls needed can be calculated by looking at the size, type, and function of the building facilities proposed to be built. The functionality that each facility brings has assigned zoning requirements for the required number of parking stalls. The Landside Facility Master Plan Map attached shows an approximation of ultimate auto parking locations. The plan shows typical parking stalls that are 9 wide and 16 deep. The plan is exible and could easily be adjusted in the future if demands dramatically increase or decreased. The parking lots will be added in a phase approached. Parking lots directly associated with a particular building will mostly like be added at the time of the building construction to serve the new building. Other miscellaneous parking lots, as required by the demand, could be added as needed at any time.
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L ANDSIDE FACILITY P LAN

The last chapter identied and evaluated the various constraints and development issues related to landside facilities at the airport. This resulted in the identication and selection of the various landside facilities recommended for the airport. The purpose of this chapter is to describe in narrative and graphic form, the resulting landside development plan. A Landside Facility Plan has been prepared and overlaid on an aerial photo to depict the type and location of the recommended improvements (The Plan is attached at the back of this report). The facility improvements include: T- Hangars - The Facility Plan provides for 76 new nested T- hangar spaces. This total number is consistent with the Airports original Master Plan. It includes an estimated seven 10-place units and one 6-place units. Currently there are 40 existing hangars. The Plan provides a layout that allows these to be removed and replaced (two at a time) and at the same time maintaining the desired total number of spaces. Phasing of the removal and replacement will be necessary. New space will need to be provided for those spaces being lost in the removal process. The size of the doors proposed ranges between 42 and 48 nominal door sizes. Hangar widths would be in the approximate range of 54 to 60. There is a table on the Facility Plan that shows the assumed dimensions for each hangar. Examples of aircraft that could use the hangar size of a 42 door with a depth of 54 would be a Cessna 310 Q and a Beech Baron 58. Examples of aircrafts that could use the hangar size of 48 door with a depth of 60 would be C50 Twin Bonanza and a Cessna 421 A. Corporate Hangars The plan provides for 27 corporate hangars ranging in size for 50x50 to 60x60. This number exceeds the required as presented in the original Master Plan. The addition number of possible hangars allows for expanded growth of the airport in the long term. The larger corporate hangars were located on the apron for the best access. The sizes assumed for the plan are shown in a table on the Facility Plan. Examples of aircraft that could use these hangars are Beechcraft King Air and Queen Air depending on the specic model. Shop Hangars Shop hangars shown are intended for such uses as xed base operators that provide maintenance and other services at the airport. Two 100x100 shop hangars are shown on the plan with direct access to the apron. Terminal Facilities - The proposed terminal building is located on the north east corner of the apron for good access to the apron and the fueling facility. The plan anticipates the potential to be able to provide the terminal facility as a joint use building. Other Buildings There is the potential for a Corporation to locate at the airport. The plan shows a place for a hangar/oce building on the northeast corner of the apron. Fuel Facilities Plan provides for two 10,000 gallon underground storage tanks one for Jet A and one for 100 LL. The facility is located on the apron in close proximity to the terminal building and shop hangars.
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CHAPTER TWO - LANDSIDE FACILITY PLAN
Access Road The plan provides for access to the building area via a drive that parallels the future highway right of way. Utilities The plan shows a general location for a utility corridor for installation of water and sewer lines. Parking Potential parking lots are shown on the plans to evaluate space available. The details of the parking layout may change as the specic building uses and designs are identied. Fences - A fence to control vehicles from entering the airport operations area of apron/ taxiways/runway is proposed on the plan. The fence should be coordinated with the upcoming highway project. Drainage Existing and future storm sewers are shown on the plan as needed to provide drainage for the building area. Plan elements that are eligible for federal funding and are changed from the currently approved Airport Layout Plan (ALP) dated March 29, 2005 will need to be submitted to the Federal Aviation Administration and the Nebraska Department of Aeronautics for approval. The ALP will need to be revised and submitted for review. Short Term Time Period The Landside Facility Plan presented herein is a long term (ultimate) plan for the development of the airport. It is important to consider the priority in which the improvements are made. The following elements are recommended for the short term time period (1 to 5 years). Cost estimates and exhibits for the short term time period improvements can be found in Appendix 3 of this report. Longer term improvements will be dictated by the demand. 1) Hangar/Apron Area Grading 2) 10 Place T-hangar 3) 4 Place Corporate Hangar 4) Fuel Facility 5) Entrance/Access Road 6) Water/Sewer service 7) Fencing
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The purpose of this section is to establish a covenant-like set of standards for the Blair Airport Authority to follow for all new building construction that could take place at the airport. Three main issues were studied with regards to the creation of the covenant-like building design aspects: aesthetics (making the airport as attractive as possible), functionality (how can the building best serve the airports needs), regulations (does the building meet all FAA, FAR, and local governing agencys regulations).
B UILDING D ESIGN S TANDARDS
AESTHETICS
The airport can be the rst impression of a community that the ying public, whether individuals, rms or corporations, has of that community. Therefore, it is important that the airport be aesthetically pleasing and well maintained to the ying public. To best maintain the appearance of the airport, it is recommended that the Authority establish a committee that reviews and approves plans and specications of the buildings that potential airport tenants wish to construct on the airport. Color scheme is important to the overall appearance of the airport. It would be undesirable to allow a multitude of various color schemes to be constructed on the airport. It is recommended that an overall color scheme of colors that have an earth tone color scheme be required. The colors could be similar or equal to the following: ivory, light stone or sand tan as manufactured by Midland Metals Inc. of Oskaloosa, IA or light stone, Sahara tan, desert beige as manufactured by Behlen Building Systems, Columbus, NE. Landscaping is another important aspect of creating an esthetically pleasing appearance to the airport. Tenants leasing property along the access road should be encouraged to, or as part of their lease, incorporate landscaping into their building projects. The Authority should, at a minimum, develop and maintain some landscaping at the entrance to and along the access road into the airport.
PLAN REVIEW AND BUILDING CODES

The Airport Authority should require all new construction to meet all applicable building codes and have construction permits in place prior to the start of construction. These permits and plan reviews along with the plans and specications should be required to be submitted to the Authority for their review and approval as well prior to the start of construction. The Airport is located in Washington County and therefore, the Countys building codes are the applicable codes. The current building codes for the County of Washington are as follows: International Building Code, 2003 edition International Mechanical Code, 2003 edition International Plumbing Code, 2003 edition International Residential Code, 2003 edition National Electrical Code, 2005 edition Codes should be checked in the design phase to ensure that current codes are utilized.
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CHAPTER THREE - BUILDING DESIGN STANDARDS
The Nebraska State Fire Marshal is the applicable agency having jurisdiction over re code requirements. The current applicable codes for building construction for the State Fire Marshal are as follows: NFPA 409, Standard on Aircraft Hangars, 2001 edition NFPA 415, Standard on Airport Terminal Buildings, Fueling Ramp Drainage, and Loading Walkways, 2002 edition NFPA 101, Life Safety Code (As Amended), 2000 edition Codes should be checked in the design phase to ensure that current codes are utilized.
BUILDING TYPE AND FUNCTIONALITY

Most airport buildings and hangars are typically pre-engineered metal buildings. Hangar and building types will typically consist of standard T-hangars, nested T-hangars and shop or storage hangars. At a minimum, the metal building shall be designed by a manufacturer who is regularly engaged in the design and fabrication of prefabricated metal buildings conforming to the Metal Building Manufacturer Association (MBMA) Standards. The design of the building and the foundation shall be done by a registered structural engineer licensed in the State of Nebraska. All structural steel, milled and built-up sections shall be designed in accordance with Specications for the Design, Fabrication and Erection of Structural Steel for Buildings, by the American Institute of Steel Construction. All formed light gauge steel members shall be designed in accordance with Specications for the Design of Light Gauge Steel Members by the American Iron and Steel Institute. All structural steel shall be of standard, new billet carbon steel shapes. Minimum metal building standards can vary between the various manufacturers and type of building construction. A discussion is provided below to discuss a number of design decisions that have been involved in previous hangar designs and construction projects. Steel Roong and Siding Panels NDAs minimum hangar standards require that the steel panels for both the roong and siding be a minimum of 26 gauge steel ribbed or corrugated metal. HWS would recommend that the roong panels be specied with a minimum 24 gauge panel. The heavier panels provide for a longer lasting roof that holds up better under the inclement weather, i.e., hail and snow, that the Midwest often encounters. The cost dierence between the 24 gauge versus 26 gauge is approximately $0.50 per square foot. Some panel suppliers provide 80,000 psi yield steel material for their panels while others provide 50,000 psi yield steel material. A minimum of 50,000 psi yield steel should be adequate assuming 24 gauge roong panels are specied. Metal panels can have dierent coatings to provide a corrosion resistant substrate. There are two basic types Galvalume that is patented sheet steel having a hot-dipped coating of corrosionresistant, aluminum zinc alloy that can be used unpainted or pre-painted from the manufacturer and G-90 and G-60 galvanized sheet steel that can be pre-painted from the manufacturer. Galvalume substrates are coated in an aluminum zinc alloy while galvanized substrates are coated in zinc. G90
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contains 0.9 ounces per square foot of panel while G-60 substrates contain 0.6 ounces per square foot. Both are good substrates for metal panels, however, the Galvalume has demonstrated equal or better performance than pre-painted G90 galvanized in corrosion protection. The coating system for metal panels is just as important as the substrate. For the life of the panel the surface will be exposed to environmental elements that over time will break down the coating resulting in panel fade and chalk. The most popular coatings for metal panels are Kynar 500, Siliconized Polyester and Polyester. Of the three, Kynar 500 coatings provide the best protection against fade and chalk while Polyester coatings provide the least protection. The best substrate and coating for metal panels would be the pre-painted Galvalume with the Kynar 500 coating or equal. At a minimum, a limited 25 year warranty should be provided with all siding and roong panels. Structural Design It is recommended that the building be designed to allow a maximum lateral deection be not more than one inch based on volume change. Building bracing shall be located to minimize lateral movement due to volume change. Building expansion may be required to minimize lateral volume change deections. The building shall be considered unheated and non-insulated for volume change considerations. The temperature change for calculations shall be based on climate conditions during construction of the building. The minimum temperature dierential shall no be less than 80 degrees Fahrenheit. Roong Systems It is recommended that the roong system require the Underwriters Laboratory (UL) Construction Uplift classication of not less than Class 90. This requirement will not only provide for a better quality roof but will assist in decreasing insurance costs of the building. There are several types of roong systems. The standard systems are standing seam roof, batten seam roof and thru fastening ribbed system. The best system according to contractors and industry information is the standing seam roof, while the least preferred appears to be the batten seam roof system. The standing seam roof system can provide an excellent product that is capable of lasting 40 years without problems. The standing seam roof system, however, is more expensive than the other systems and can cost approximately $1.00 per square foot more plus labor costs or roughly $15,000 per hangar or more. Hangars can be specied with gutters for drainage purposes. If gutters are specied, however, the building eave must be constructed at least 1 feet to 2 feet higher to accommodate the gutter system. Typically, a concrete splash pad or full concrete approach can eliminate the need for gutters. A roof over hang can provide assistance during winter months by preventing drainage from o of the roof from falling near the hangar doors and then freezing the door astragals to the pavement.

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CHAPTER THREE - BUILDING DESIGN STANDARDS
Interior Partitions With nested T-hangars and standard T-hangars, there is a need to provide partitions between hangar stalls for privacy and security. Typically the interior partition is specied with 28 gauge metal panels. The partition can be full height from oor to ceiling or it can be partial height, say approximately 6 above the nished oor. The sheet metal panels can be installed on both side of the partition or just on one side of the partition. Obviously, the partial height partition with the panels on just one side of the partition wall is the most economical design and is recommended for the minimum design standard. Insulation At a minimum, insulation should be specied in the roof to prevent condensation inside the hangar. If the hangar is to be heated, then consideration needs to be given to insulating both the roof and the walls. Floors The hangar oor in the shop hangars should be a full oor, but in the nested and standard Thangars, the oor can be either full or partial. The placing of a partial oor should, as a minimum, extend from the hangar door to the center of the unit and for a width to match the full tail section of the aircraft that will utilize the hangar. If partial oors are specied, crushed gravel shall be placed in the areas not covered by the partial oor slab. At a minimum, the oor shall be a ve (5) inch unreinforced concrete slab on prepared subgrade. Design of the oor should be based upon the type and size of the aircraft that will be housed in the hangar. In T-hangars, each stall shall be separated by a integral concrete curb to meet re code requirements so that spilled fuel cannot ow from one stall to the other. Also, each stall must also provide adequate grounding as well to meet re code requirements. Hangar Doors Hangar doors are typically bi-fold doors, but can be sliding, hydraulic lift or roll up doors. The typical T-hangar door should provide an opening with a minimum clear horizontal door width of 396 and a minimum clear vertical height of 110 above the nished oor elevation in the open position. The minimum size of a shop hangar should be a 40 by 60 building with at least one hangar door with a clear opening of 396 and a clear vertical height of 120 and one walkindoor for pedestrian access to the building. Doors should have a manual backup for the electric door opener. Door operators can be mounted on the top of the door or the bottom of the door. Obviously doors on the bottom of the door do not require a lift or ladder to provide maintenance on the door operator when maintenance is required. Lighting The hangars should at a minimum have lighting within the hangar stalls and area lights on the outside for access and security during evening hours.
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Hangar Ramps Hangar ramps may be constructed as partial approaches to serve each individual stall or may be full approaches providing a full paved approach for the entire length of the building between the building door opening and the taxilane. At a minimum, the hangar ramps should be a ve (5) inch unreinforced concrete slab on prepared subgrade.

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A IRPOR T M INIMUM S TANDARDS

MINIMUM STANDARDS
AND
A IRPOR T L EASES
The Airport Authority has received Federal airport development assistance for the development of the airport; and therefore, must comply with the statutory prohibition on exclusive rights. The Airport Authority is required to operate the airport for the use and benet of the public and to make it available to all types, kinds, and classes of aeronautical activity. The most important grant obligation is that the airport and its facilities must be available for public use on reasonable conditions and without unjust discrimination. The establishment of minimum standards by an airport sponsor is optional, but highly recommended by FAA. The sponsor of a Federally obligated airport agrees to make the opportunity to engage in commercial aeronautical activities available to any person, rm, or corporation that meets reasonable minimum standards developed by the airport sponsor. In exchange for this opportunity, a business operator agrees to comply with the minimum standards developed by the airport sponsor. The minimum standards then become mandatory by virtue of the business operators agreement with the airport sponsor. The FAA suggests that airport sponsors establish reasonable minimum standards that are relevant to the proposed aeronautical activity with the goal of protecting the level and quality of services oered to the public. Once the airport sponsor has established minimum standards, it should be applied them objectively and uniformly to all on-airport activities and services. The FAAs primary minimum standards guidance material is the Advisory Circular AC 150/51905, Exclusive Rights and Minimum Standards for Commercial Activities (Change 1), published June 10, 2002. A copy of the circular is attached as Appendix 1. Further guidance for developing minimum standards can be found in Aircraft Owners and Pilots Associations (AOPA) publication Minimum Standards for Commercial Aeronautical Activities which can be downloaded from the website http://www.aopa.org/asn/minimum_standards.pdf. Another source for use in developing minimum standards can be found in the Wisconsin Department of Transportations publication, Minimum Standards for Commercial Aeronautical Activities which can be downloaded from the website http://www.dot.wisconsin.gov/travel/air/docs/minimum-standards.pdf. Minimum Standards should be airport specic and address the needs of the airport and the public. It is a good idea that the Airport Authority submits a copy of the proposed Minimum Standards to FAA Central Regions Airports Division and the Nebraska Department of Aeronautics for their review. The minimum standards should address through the fence operators. The airport sponsor may enter into an agreement that permits access to the public landing area by independent operators oering an aeronautical activity or by aircraft based on land adjacent to, but not part of, the airport property. The obligation to make the airport available for the use and benet of the public does not impose any requirement to permit access by aircraft from adjacent property. As a general rule, the FAA will recommend that airport sponsors refrain from entering into agreements that grants access to the public landing area by aircraft normally stored on adjacent property. Exceptions,

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CHAPTER FOUR - AIRPORT MINIMUM STANDARDS AND AIRPORT LEASES
however, can be granted on a case-by-case basis where operating restrictions can ensure safety and equitable compensations for use of the airport. In fact, as long as the adjacent uses are not oering aeronautical services to the public only aircraft used for a residence or as incidental to the business the FAA appears to have no formal objection to through-the-fence, and would only expect that the through-the-fence operator participate in the costs of providing the public landing area. The FAA regulations which govern airports that receive federal funds include specic discussion of through-the-fence operations. These are found in FAA Order 5190.6A, the Airports Compliance Handbook. Section 6-6 is intended to provide guidance in the granting of airport access to adjacent property. Other subjects that are recommended under minimum standards are as follows. These subjects are written below so that, if the Authority should decide to accept them as is, they can be adopted. Taxes Airport tenants shall pay all applicable taxes, assessments, license fees or other charges that may be levied or assessed during the term of the tenants lease upon or against any improvements or equipment on the leases premises or on account of the transacting of business thereon by the tenant. Fire Fighting Services Any fees charged to the tenant by entities other than the Airport Authority for re ghting services upon the leased premises shall be paid by the tenant. Maintenance Tenants shall utilize and maintain their leased premises and the buildings and improvements located on the premises. The leased premises, buildings and improvements shall be maintained in good order and repair, and in a clean, neat and safe condition, and in compliance will all laws, rules, regulations, statues, codes applicable to the leased premises. Tenant shall not allow any waste or nuisance on the premise. Storage of Personal Property The tenant shall not permit any personal property or any other items which may be considered by the Authority sta to be a nuisance, environmental hazard, or obstruction to airport maintenance to be stored or otherwise located outside the hangar. Policies on the handling of waste and parking of personal vehicles will need to be addressed by the Airport Authority. Inspection The Authority has the right to inspect the leased premises, and improvements located thereon, and the tenants property located thereon. Security It shall be the responsibility of the tenant to provide adequate security, such as door locks and security lighting for all property owned and leased by the tenant. The tenant shall be required to address and adhere to all recommendations and requirements identied by the TSA.
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Insurance Tenants shall be required to procure, maintain and pay premiums for property and liability during the term of an agreement or lease. The standard limit on property insurance is 100% of replacement value. The tenant shall also be required to name the Airport Authority as an additional insured under the tenants general liability insurance to protect against third party claims arising from an accident or incident in the tenants leased area. The insurance company underwriting the policy shall be licensed in the State of Nebraska or authorized to write such insurance in the state. Environmental Responsibility Tenants shall be required to comply with all applicable local, state and federal environmental laws. Tenants shall be responsible for all environmental matters arising from activities occurring within their leasehold, including physical and nancial compliance. Aircraft Registration Any aircraft which is stored at, based at, or utilizes the Blair Municipal Airports tenants facilities shall be in compliance with the aircraft registration requirements set forth in the Nebraska State Statutes and Federal regulations. Tenants shall be required to provide verication of such compliance to the Authority upon request. Snow Removal The Airport Authority must establish a policy that denes the responsibility of the Authoritys maintenance crew and the tenant for clearing snow from the leased premises. Hold Harmless and Indemnication The tenant shall defend, indemnify, save, protect, and hold harmless the Airport Authority, the City of Blair, the County of Washington, individually and collectively, and their representatives, ocers, employees, agents, and volunteers from any claims, demands, damages, nes, obligations, suits, judgments, penalties, causes of action, losses, liabilities, administrative proceedings, arbitration, or costs at any time received, incurred or accrued as a result of, or arising out of the tenants actions or inactions. Construction Guidelines Construction guidelines shall be established to provide guidance for leasehold improvements and building construction on airport property. A draft Building Design Standard is attached in Appendix 5. The above standards are not all inclusive. The Airport Authority must review and discuss all pertinent policies that the Authority would like the minimum standards cover. Once drafted and reviewed by the Authoritys attorney, NDA and FAA, it should be adopted. Once adopted, it should be reviewed on a periodic basis established by the Authority to make pertinent changes and updates.

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LEASES AND AGREEMENTS

Leases and minimum standards are inseparable. One cannot be eective without the other. Minimum standards set forth the basic entry-level requirements for conducting commercial operations at your airport. Leases provide more details and specics of what the individual operator will provide. Airport leases for commercial operators should contain the requirement to comply with the airports minimum standards, and as part of the lease the standards become mandatory and enforceable. As stated above, airport sponsors/owners who have received Federal funds for development of the airport have a continuing obligation to make public airport facilities available to the public on a fair and reasonable and nondiscriminatory basis. To assure that, the Nebraska Department of Aeronautics has published standard airport lease/agreement provisions that reinforce compliance with Governmental obligations. These provisions must be included in every lease, agreement or contract between the airport sponsor and a lessee who deals with the public, regardless of the type of service or nature of service provided by that lessee. Several non-mandatory standard provisions are also provided for use with leases or agreements between the airport sponsor and the lessee. The Standard Airport Lease/Agreement Provisions are attached as Appendix 2 to this report for your use. Lease term and fee structure for leases must be carefully considered when preparing a lease. A lease terms in excess of 30 years will create more problems that it will solve. The lease term should be of a length consistent with the requirements of potential lenders and long enough to permit amortization of loans made for improvements. Long term leases are contrary to FAAs sponsor grant assurances in that they encumber a portion of the airport. Options to renew are a consideration that allows exibility for both parties. In reviewing term leases on airports around the country, the most common lease term is 20 years with optional extension periods. Some airports do not allow optional extension periods, but may use a 25-year term lease. In most cases, all leasehold improvements revert to the airport at the end of the lease plus all extensions. T-hangars bays and multi-tenant leases typically are month-to-month leases. Typically both parties, lessee and airport sponsor, have the right to terminate the lease by giving the other party a 30 day written notice in advance of the lease termination date. Some T-hangar leases have a term lease of one year. Fee structure for leases must also be carefully considered. Rental fees and lease fees that are locked into long-term leases are bad for airport sponsors. Any lease with a term in excess of 5 years should provide for a review and adjustment of rents based on the Consumer Price Index (CPI) or other prior agreed upon indices. Airport sponsors can provide for a yearly adjustment based upon the Consumer Price Index (CPI). An annual CPI adjustment helps to make the ve-year adjustment less radical. Some airport sponsors upfront provide for a set adjustment every year as part of the lease agreement.
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The development of lease rates varies considerably from airport to airport. There are three basic methods or approaches of establishing and developing a fair market annual rental/lease value. They are as follows: Cost Approach. This approach evaluates the replacement value of the property by analyzing the cost component of the specic land and building. Comparable Sales Approach. This method determines the approximate value based upon sales of rental rates of similar properties within a reasonable recent period of time. Income Approach. This approach determines an estimate of total real estate value based upon the rate of return from potential net operating income from the property. Typically, land leases and T-hangar stall lease rates are based on a combination of the cost approach and the comparable sales approach. Utilizing the cost approach, the lease rate required to recover the cost to provide the improvements are developed and then tempered against the competitive market lease rates for other comparable properties or hangar stalls of a similar nature. Land leases typically require signicant tenant capital investment with the tenant required to develop a proposed improvement on site within a specied timeframe. A target annual fair market value of between 8% to 12% of the appraised value sets the fair market annual rent/lease rate. Current local target values have been running around 10%, but have been as high as 12%. Monthly rent is calculated by determining the fair market value of the land, multiplying by 10% and then dividing by 12 months. Often times, the fair market value of the land is established by an independent appraisal performed by a qualied appraiser. Lease rates can range from $0.10 per square foot annually for undeveloped property to over $0.40 per square foot annually for developed property with access to taxiways and runways. Land lease rates in the range of $0.25 to $0.35 per square foot are typical for airports similar to the Blair Municipal Airport. In lieu of leasing property to tenants and having the tenant construct leasehold improvements, the airport sponsor can build the building and land improvements. In this scenario, the airport sponsor can use the cost approach to establish the rental/lease rates needed to recover the capital costs required to develop the improvements for both the land and the building. Market value based on rental/lease costs of similar properties and the demand for those properties can also be utilized, but it is often very dicult to nd suitable properties to compare to in the aviation eld. The airport sponsor generally owns the land and building for T-hangar or multi-tenant leases. Typically in the case of T-hangar lease rates, the market value is used based upon the availability of similar hangar space in the immediate area. It can be dicult at times to set a lease rate based on the cost approach for T-hangar stall rates. In many cases, the rates obtained form existing hangar rentals of buildings that are fully depreciated can be used to oset the high rates needed to recover all of the capital costs invested in new T-hangars. Typical monthly hangar rates for the Omaha area of airports similar to the Blair Municipal Airport range from $115 per hangar stall to $140 per hangar stall for small single engine aircraft. Twin-engine aircraft rental rates can range from $200 to $250 per stall per month.

4-5
Tie-down fees can be another source of income for the airport. The use of tie-down fees must be weighted against the existing market demand. Tie-down fees can vary from no tie-down fee at all to $5 to $10 per day. Locally, fees range from no tie-down fees to $5 per day or $40 per month.
FIXED BASE OPERATORS

A Fixed Base Operator (FBO) is an entity engaged in the business of providing the primary service of fueling or self-fueling of aircraft and at least one secondary service. FBOs have the option to also provide any other secondary services including ight training, airframe and power plant maintenance, aircraft rental, and aircraft storage/hangars. Fuel inventory reporting criteria should be established to insure accurate fuel owage fee payment. Several questions need to be addressed by the Airport Authority prior to obtaining the services of an FBO. Some of these questions are as follows: Will you allow FBOs to sublease services to others? What minimum size building, auto parking and ramp will you require an FBO to lease? What minimum hours and days will you require your FBO to be available? What minimum sta and sta training will you demand? What minimum insurance requirements will you have for each FBO? What minimums will you develop regarding the primary and secondary FBO services? A discussion on and a model of minimum standards for Fixed Base Operators as prepared by the Texas Department of Transportation can be found on the website http://www.txdo.state.tx.us/avn/ avninfo/Model_Rules_and_Regulations.doc. This can be used as a sample but must be modied and adjusted for local and state regulations as applicable.
2006
4-6
U.S. Department of Transportation Federal Aviation Administration
Advisory Circular
Date: June 10, 2002 Initiated by: AAS-400 AC No: 150/5190-5 Change: 1 public and to make it available for all types, kinds, and classes of aeronautical activity. The Surplus Property Act of l944 (as amended by 49 U.S.C., 47151-47153) contains a parallel obligation under its terms for the conveyance of Federal property for airport purposes. Grant obligations involve several distinct requirements. Most important is that the airport and its facilities must be available for public use. The terms imposed on those who use the airport and its services must be reasonable and applied without unjust discrimination, whether by the owner or by a licensee or tenant who has been granted airport management rights to offer services or commodities normally required at the airport. The legislative background for the provisions discussed in this AC began as early as l938 and evolved under the Federal-Aid Airport Program (FAAP), Airport Development Aid Program (ADAP), and Airport Improvement Program (AIP). Federal law requires that recipients of Federal grants (administered by the FAA) sign a grant agreement or covenant in a conveyance of property that sets out the obligations that an airport sponsor assumes in exchange for assistance and that establishes the FAAs enforcement authority. The FAAs policy on exclusive rights and its recommendation for the development of minimum standards stem from the airport sponsors general assurances to make the airport available for public use on reasonable conditions and without unjust discrimination. (See 49 U.S.C. 47101, et seq.) 6. USE OF THIS AC. This AC contains a general discussion of the FAAs exclusive rights and minimum standards policies, as well as a brief discussion of their impetus and background. Sec-
Subject: EXCLUSIVE RIGHTS AND MINIMUM STANDARDS FOR COMMERCIAL AERONAUTICAL ACTIVITIES
1. PURPOSE. This advisory circular (AC) provides basic information pertaining to the Federal Aviation Administrations (FAAs) exclusive rights and minimum standards policies, which, in part, describe the contractual grant obligations assumed by the operators of public airports. Airports that have accepted Federal assistance must comply with the statutory prohibition on exclusive rights. Advice provided with respect to minimum standards is optional but highly recommended. 2. CANCELLATION. AC 150/5190-2, Exclusive Rights at Airports, dated April 4, l972, and AC 150/5190-1A, Minimum Standards for Commercial Aeronautical Activities on Public Airports, dated December 16, l985, are cancelled. 3. DEFINITIONS. Definitions for terms used in this AC are found in Appendix 1. 4. FOCUS. Airport owners/operators who receive Federal airport development assistance administered by the FAA will benefit from studying the concepts in this AC. A thorough understanding of the assurances to which the sponsors have obligated themselves and their airports will foster better compliance with the assurances discussed here. Airport users will also benefit from a clear understanding of the responsibilities and obligations incurred by the airport owners/operator's acceptance of Federal airport development assistance. 5. BACKGROUND. In accordance with the Airport and Airway Improvement Act of l982, 49 U.S.C. 47101, et seq., and the Airport Improvement Program Sponsor Assurances, the owner or operator of any airport that has been developed or improved with Federal grant assistance is required to operate the airport for the use and benefit of the
AC 150/5190-5 tion 1 explains the FAAs policy on exclusive rights in more detail and discusses the general rule and some of its exceptions. Section 2 provides an in-depth discussion of minimum standards. Along with addressing FAA policy, the AC discusses the objective behind minimum standards. Section 3 presents hypothetical questions to guide airport owners/operators in the development of standards for their airports. Finally, Section 4 presents a brief description of the FAAs enforcement process, how it works, and where additional information can be obtained. 7. RELATED READING MATERIALS. as published in the Federal Register (30 FR 13661), October 27, l965. b. Rules of Practice for Federally Assisted Airport Proceedings, as published in the Federal Register (61 FR 53998), October 16, l996. c. FAA Airport Compliance Requirements, Order 5190.6A, dated October 16, l989. d. Further information can be obtained at the Airports District Office (ADO) in your area. A listing of ADOs can be found at http://www.faa.gov/arp/arphome.htm/.
a. Federal Aviation Agency Policy Statement, Exclusive Rights at Airports, Order 5190.1A,
DAVID L. BENNETT Director, Office of Airport Safety and Standards
AC 150/5190-5
SECTION 1. EXCLUSIVE RIGHTS

1-1. ASSURANCE AGAINST EXCLUSIVE RIGHTS. The FAA has determined that most exclusive rights agreements violate the assurances contained in grant agreements. With few exceptions, an airport sponsor is prohibited from granting an exclusive right to a single operator for the provision of an aeronautical activity to the exclusion of others (see definition of exclusive right). Accordingly, FAA policy prohibits the creation or continuance of exclusive rights agreements at obligated airports where the airport sponsor has received Federal airport development assistance for the airports improvement or development. This prohibition applies regardless of how the exclusive right was created, whether by express agreement or the imposition of unreasonable minimum standards and/or requirements (inadvertent or otherwise). 1-2. AGENCY POLICY. The FAA has concluded that the existence of an exclusive right to conduct any aeronautical activity at an airport limits the usefulness of the airport and deprives the using public of the benefits that flow from a competitive enterprise. In effect, the FAA considers it inappropriate to grant Federal funds for improvements to airports where the benefits of such improvements will not be fully realized due to the inherent restrictions of a local monopoly on aeronautical activities at the airport. An exclusive rights violation occurs when the airport sponsor excludes others, either intentionally or unintentionally, from participating in an on-airport aeronautical activity. The effect of a prohibited exclusive rights agreement can be manifested by an express agreement, unreasonable minimum standards, or by any other means. Significant to an understanding of the exclusive rights policy is the recognition that it is the impact of the activity, and not the sponsors intent to create such an impact, that constitutes an exclusive rights violation. 1-3. EXCEPTIONS TO THE GENERAL RULE. The following paragraph addresses those situations where an arrangement tantamount to an exclusive rights situation exists but does not violate agency policy due to the surrounding circumstances that make such an arrangement necessary. a. Aeronautical Activities Conducted by the Airport Sponsor (Proprietary Exclusive Right). The owner of a public-use airport (public or private owner) may elect to provide any or all of the aeronautical activities needed by the public at the airport. As a practical matter, most public agencies recognize that these activities are best provided by profit-motivated private enterprise. The exceptions are usually those instances in which a municipality or other public agency elects to provide fuel service or aircraft parking. If it does so, whether on an exclusive or nonexclusive basis, it may not refuse to permit any person, firm, or corporation operating aircraft from fueling its own aircraft. b. Single Activity. The fact that a single business or enterprise is conducting most or all of the on-airport aeronautical activities is not, in itself, evidence of an exclusive rights violation. The absence of competition alone is not a violation of the exclusive rights policy. When an exclusive rights violation is alleged, whether the opportunity to engage in an on-airport aeronautical activity was available to everyone who met the relevant and reasonable minimum standards determines whether enforcement action will be necessary. The fact that only one party pursued the opportunity to do so would not subject the airport sponsor to an exclusive rights violation. (1) Statutory Requirement Relating to Single Activities. Since 1938, there has been a statutory prohibition on exclusive rights, 49 U.S.C. 40103(e), independent of the parallel grant assurance requirement at 49 U.S.C. 47107(a)(4). This statutory prohibition currently states, A person does not have an exclusive right to use an air navigation facility on which Government money has been expended. (An air navigation facility includes, among other things, an airport. See Definitions at 49 U.S.C. 40102.) The statutory prohibition, however, contains an exception relating to single activities. Specifically, providing services at an airport by only one fixed base operator (FBO) is not an exclusive right if it is unreasonably costly, burdensome, or impractical for more than one FBO to provide the services, and (emphasis added) allowing more than one FBO to provide the services requires a reduction in space leased under an agreement existing on September 3, 1982, between the operator and the airport. (2) The grant assurance relating to exclusive rights contains similar language. c. Space Limitation. A single enterprise may expand as needed, even if its growth ultimately results in the complete occupancy of all space available. However, an exclusive rights violation occurs when an airport sponsor unreasonably 3
AC 150/5190-5 excludes a qualified applicant from engaging in an on-airport aeronautical activity without just cause. An exclusive rights violation can be effected through the use of leases where, for example, all the available airport land or facilities suitable for aeronautical activities are leased to a single user. A sponsors refusal to permit a single FBO to expand based on the sponsors desire to open the airport to competition is not violative of the exclusive rights prohibition. Additionally, a sponsor can exclude an FBO from responding to a request for proposals, based on the sponsors desire to create competition at the airport. A lease that confers an exclusive rights agreement will be construed as having the intent to do so and, therefore, be in violation of FAA policy. Airport sponsors may be better served by requiring that leases to a single user be limited to the amount of land the user can demonstrate is actually needed and can be put to immediate use. In the event that additional space is required later, the incumbent should be required to compete along with all other qualified bidders for the available land. The grant of options or preferences on future sites to a single incumbent may be construed as intent to grant an exclusive right. d. Restrictions Based on Safety. An airport sponsor can deny a prospective business operator the right to engage in an on-airport aeronautical activity for reasons of safety and efficiency under some circumstances. A denial based on safety must be based on sound reasoning. The airport sponsor should have firm evidence demonstrating that safety will be compromised if the applicant is allowed to engage in the proposed aeronautical activity. However, airport sponsors should carefully scrutinize the safety reasons for denying an applicant the opportunity to engage in an aeronautical activity if the denial has the appearance of shielding an established enterprise from competition. The FAA is the final authority in determining what, in fact, constitutes a compromise of safety. As such, an airport sponsor that is contemplating the denial of a proposed on-airport aeronautical activity is encouraged to contact the local Airports District Office (ADO) or the Regional Airports Office for assistance in determining whether safety would be compromised. e. Restrictions on Self-Service. An aircraft owner, who is entitled to use the landing area of an airport, may tie down, adjust, repair, refuel, clean, and otherwise service his/her own aircraft, provided the service is performed by the aircraft owner 4 or his/her employees with resources supplied by the aircraft owner. Moreover, the service must be conducted in accordance with reasonable rules or standards established by the sponsor. Any unreasonable restriction imposed on the owners or operators of aircraft regarding the servicing of their own aircraft may violate the exclusive rights prohibition. (1) In accordance with FAA policy, airport sponsors may not exercise a grant, right, or privilege that would have the effect of preventing the operator of an aircraft from performing services on his/her own aircraft with his/her own employees and equipment. Restrictions imposed by a sponsor that have the effect of channeling self-service activities to a commercial operator may violate the exclusive rights prohibition. (2) All grant agreements contain an assurance that establishes a privilege (to service ones own aircraft) but does not, by itself, compel the sponsor to lease such facilities that may be necessary to exercise that right. However, a sponsor must provide or make available an area for self-servicing activities. (3) An airport owner is under no obligation to permit aircraft owners to introduce on the airport any equipment, personnel, or practices that would be unsafe, unsightly, or detrimental to the public welfare or that would affect the efficient use of airport facilities by others. Reasonable rules and regulations should be adopted to confine aircraft maintenance and fueling operations to appropriate locations with equipment commensurate to the job being done. NOTE: Commercial self-service fueling, as defined in Appendix 1, is not considered self-fueling as granted under the sponsor assurances. Rather, commercial self-service fueling is an aeronautical service concept in which an FBO and/or sponsor/operator exercising its right to sell fuel makes aircraft fuel available commercially to the general public by a fuel pump and a credit card reader. (a) Safety concerns are not limited to aeronautical issues alone but may also include Occupational Safety and Health Administration (OSHA) standards, fire safety standards, building codes, or sanitation concerns. The objective for sponsors who are about to impose restrictions is to be reasonable. Examples of reasonable restrictions include restrictions placed on the handling practices for aviation fuel and other flammable products, including aircraft paint and thinners; requirements
AC 150/5190-5 to keep fire lanes open; and weight limitations placed on vehicles and aircraft to protect pavement from overstress; and other similar restrictions. f. Monopolies Beyond the Airport Sponsors Control. Certain exclusive franchises exist on public airports that are sanctioned by local or Federal law and do not contravene the FAAs policy against exclusive rights agreements. One such franchise that exists at most public airports is UNICOM, which provides frequencies for air-toground communications at airports. The Federal Communications Commission (FCC), which regulates and authorizes the use of UNICOM frequencies, will not issue more than one ground station license at the same airport. Thus, an exclusive franchise is created. A legally supported franchise, such as UNICOM, grants the recipient licensee an advantage over competitors, but does not result in a violation of the agency's prohibition against exclusive rights agreements. In cases such as this, the FAA recommends that the airport sponsor obtain the subject license in its own name. Using droplines, the airport sponsor can then make the facility available to all fixed base operations on an as needed basis. Regardless of which method the airport sponsor uses, control over the facility must be held by the individual or entity that holds the license. 1-4. THROUGH 1-5. RESERVED.
SECTION 2. MINIMUM STANDARDS

2-1. POLICY. The sponsor of a Federally obligated airport agrees to make the opportunity to engage in commercial aeronautical activities available to any person, firm, or corporation that meets reasonable minimum standards established by the airport sponsor. In exchange for this opportunity, a business operator agrees to comply with minimum standards developed by the airport sponsor. The minimum standards then, by virtue of the business operators agreement, become mandatory. The FAA suggests that airport sponsors establish reasonable minimum standards that are relevant to the proposed aeronautical activity with the goal of protecting the level and quality of services offered to the public. Once the airport sponsor has established minimum standards, it should apply them objectively and uniformly to all similarly situated on-airport aeronautical activities and services. The failure to do so may result in a violation of the prohibition against exclusive rights agreements and/or a finding of unjust economic discrimination. 2-2. DEVELOPING MINIMUM STANDARDS. operators and relevant to the activity that the minimum standards concern. NOTE: The use of minimum standards as a vehicle to effect an exclusive business operation is prohibited. The FAA recognizes that some sponsors might attempt to design their minimum standards to protect only the interests of one business operator, which can be interpreted as the grant of an exclusive right and a potential violation of the FAAs policy. b. Authority Vested in Airport Sponsors. Federal law and policy requiring airport sponsors to allow airport use by all types, kinds, and classes of aeronautical activity as well as by the general public (passengers, visitors, etc.) include certain exceptions. Exceptions to the general rule apply whenever airport safety or efficiency is compromised by the existence of any type of activity. Under these circumstances, the sponsor may deny the business operators application to operate on the airport or limit or restrict the business operators manner of operation. (1) A sponsor may also impose restrictions on the manner in which an activity is conducted on the airport. This type of restriction should be based on safety concerns and may affect the runways or taxiways on which certain aircraft types are allowed to operate, based on specified maximum gross weight or wheel loading or operating efficiency. The sponsor may also impose restrictions that apply to the general public. For example, the use of airport facilities by the general 5
a. Objective. The FAA policy for recommending the development of minimum standards serves the objective of promoting safety in all airport activities, maintaining a higher quality of service for airport users, protecting airport users from unlicensed and unauthorized products and services, enhancing the availability of adequate services for all airport users, and promoting the orderly development of airport land. Therefore, airport sponsors should strive to develop minimum standards that are fair and reasonable to all on-airport business
AC 150/5190-5 public is subject to restrictions in areas concerning vehicular access, security, and crowd control regulations. (2) Assistance can be obtained from FAA personnel in either the local ADO or the Regional Airports Office in determining the reasonableness of restrictions such as or similar to those described above. Ultimately, the FAA will make the final determination of the reasonableness of an airport owners restrictions, which deny or restrict use of the airport. c. Developing Minimum Standards. When developing minimum standards, the most critical consideration is the particular nature of the activity and operating environment at the airport. Minimum standards should be tailored to the airport to which they will apply. For example, consider the requirements for an FBO located at a small, rural airport that serves only small general aviation aircraft. An unreasonable minimum standard would be to require the FBO to make jet fuel available if jet aircraft were not going to land there. The imposition of unreasonable requirements illustrates why fill-in-the-blank minimum standards and the blanket adoption of another airports standards are not effective. The FAA will not endorse fill-inthe-blank minimum standards because of the high probability that many airport sponsors would adopt the document without modifying it to the needs of their particular airport. This could result in the imposition of irrelevant and unreasonable standards. Instead, the FAA has provided guidance in the form of questions and examples to illustrate an approach to the development and implementation of its minimum standards. It is critical for the reader to understand that what follows does not constitute a complete model for minimum standards, but rather a source of ideas to which the airport sponsor can turn when developing minimum standards. d. Factors to Consider. Numerous factors can and should be considered when developing minimum standards. It is impossible for the FAA to present every possible factor necessary for such a task, mostly because of the vast differences that exist between individual airports. Suggestions on the more obvious points one should consider are (1) What type of airport is at issue? Is it a large airport or a small rural airport? Will the airport provide service to only small general aviation aircraft or will it serve air taxi operators as well? 6 (2) What types of aeronautical activities will be conducted on the airport? Is there a demand for the business? (3) How much space will be required for each type of aeronautical activity that may prospectively operate at the airport? (4) What type of documentation will business applicants be required to present as evidence of financial stability and good credit? (5) To what extent will each different type of aeronautical activity be required to demonstrate to the sponsor compliance with sanitation, health, and safety codes? (6) What requirements will be imposed regarding minimum insurance coverage and indemnity provisions? (7) Is each minimum standard relevant to the aeronautical activity for which it was designed to apply? For example, the minimum space required for a repair station might not be relevant to an air taxi operation. Avoid unreasonable standards by selecting elements that accurately reflect the nature of the aeronautical activity in question. e. New Versus Existing Business Operators. Airport sponsors are encouraged to develop generic minimum standards in advance of receiving a request to conduct business at the airport and to review them regularly, revising where necessary to maintain meaningful standards that are applicable to current airport operations. Once the sponsor receives an application for a proposed aeronautical business, the sponsor must ascertain whether the existing minimum standards can be used for the new business. Some points of concern are as follows: (1) Was the standard designed to address the needs of pre-existing businesses already on the airport or is it generic in nature? (2) Is the minimum standard relevant to the activity the new applicant proposes to conduct? (3) Was the minimum standard created as a contractual agreement between the existing operator and the airport sponsor so the performance of the subject standard would result in conduct or expenses that exceed minimum standard requirements?
AC 150/5190-5 (4) Was the minimum standard developed in reaction to a business operators voluntary agreement to make the improvement? If so, it may be unreasonable to impose the same minimum standard on the new business applicant. (5) Has the airport either improved or declined in its revenue generating prospects since the time the minimum standards were developed? NOTE: Minimum standards can be modified to reflect the airports desire to learn from experience and to be watchful for improvements in the way it does business in order to protect the public interest. Caveat: while minimum standards can be flexible, an airport sponsor may elect to forgo frequent changes in order to avoid the appearance of engaging in preferential treatment. f. Specialized Aviation Service Operations. When specialized aviation service operations (SASOs), sometimes known as single-service operators or special FBOs, apply to do business on an airport, difficulties can arise if the airport sponsor requires that all businesses on the airport comply with all provisions of the published minimum standards. This is not to say that all SASOs providing the same or similar services should not equally comply with all applicable minimum standards. However, an airport should not, without adequate justification, require that an operator desiring to provide a single service also meet the criteria for a full-service FBO. An airport sponsor should develop reasonable, relevant, and applicable standards for each type and class of service. Examples of these specialized services may include aircraft flying clubs, flight training, aircraft airframe and powerplant repair/maintenance, aircraft charter, air taxi or air ambulance, aircraft sales, avionics, instrument or propeller services, or other specialized commercial flight support businesses. 2-3. THROUGH THE FENCE OPERATOR. The owner of an airport may, at times, enter into an agreement that permits access to the public landing area by independent operators offering an aeronautical activity or by aircraft based on land adjacent to, but not a part of, the airport property. a. The obligation to make an airport available for the use and benefit of the public does not impose any requirement to permit access by aircraft from adjacent property. The existence of such an arrangement could place an encumbrance upon the airport property unless the airport owner retains the legal right to, and in fact does, require the off-site property owner or operator to conform in all respects to the requirements of any existing or proposed grant agreement. As a general principal, the FAA will recommend that airport owners refrain from entering into any agreement that grants access to the public landing area by aircraft normally stored and serviced on adjacent property. Exceptions can be granted on a case-by-case basis where operating restrictions ensure safety and equitable compensation for use of the airport. The existence of arrangements granting access to a public landing area from off-site locations complicates the control of vehicular and aircraft traffic. Special safety operational requirements may need to be incorporated into any agreement. The existence of arrangements granting access to a public landing area from off-site locations contrary to FAAs guidance shall be reported to Regional Airports Offices with a full statement of the circumstances. If the Regional Airports Office determines that the existence of such an agreement circumvents the attainment of the public benefit for which the airport was developed, the owner of the airport will be notified that the airport may be in violation of its grant agreements with the Government. b. Independent Operators. If individual operators are to be allowed to perform a singleservice aeronautical activity on the airport (aircraft washing, maintenance, etc.), the airport should have a licensing or permitting process in place that provides a level of regulation and compensation satisfactory to the airport. Frequently, a yearly fee or percentage of the gross profits is a satisfactory way of allowing this type of operation. 2-4. THROUGH 2-5. RESERVED.
AC 150/5190-5
SECTION 3. GUIDANCE ON DEVELOPING MINIMUM STANDARDS

3-1. SAMPLE QUESTIONS. As a guide for the airport sponsor, the following series of questions are provided to address some of the various types of specific services or activities frequently offered to the public: a. Fuel and Oil Sales. The on-airport sale of fuel and oil requires numerous considerations that include, but are not limited to, the physical requirements for a safe and environmentally sound operation. Recommended considerations are listed below: (1) Where on the airport will the fuel/oil receptacle be constructed? (2) Will the receptacle be installed above or below ground? (3) Has the decision to use this location factored in the type of aircraft that will be using the airport? (4) Will the fuel container have sufficient holding capacity to refuel the largest aircraft likely to be serviced by this airport? (5) Can the selected fueling equipment pump fuel with sufficient force to service the largest aircraft likely to be serviced within a specified maximum time frame? b. Personnel Requirements. A business operators need for personnel is dictated by the size of the airport and the public demand for its service. In all instances, an airport sponsor will be well advised to ensure that business operators provide sufficient personnel to run their operation safely and efficiently, as this factor can greatly affect the level and quality of service provided by the business operator. (1) How many full-time employees should be scheduled for each day of the week? (2) What requirements, if any, will be imposed upon on-airport businesses to have employees participate, for a minimum number of hours, in fire, rescue, or other emergency training when the sponsor makes the training available to tenants? c. Airport and Passenger Services. This is a necessary consideration in those instances where the airport has business operators engaged in air transportation or air cargo activities: (1) Which of the following equipment or services will be provided by the business operator? (a) Energizers, parking areas, towing equipment, starters, tie-down areas, jacks, office space, oxygen, compressed air, and tire repair are among such equipment and services. (b) Provide a list of other equipment and supplies that may be required to serve the aircraft using the airport. (2) What considerations have been made regarding passenger conveniences and services? (a) Passenger loading steps, sanitary rest rooms, heated waiting rooms, and public telephones are among such considerations. (b) Have the needs of the crews of itinerant aircraft been considered? (c) Have the utilities or services that are provided for the benefit of passengers or itinerant crew members been conveniently located? d. Airport Upkeep and Maintenance. The question of what constitutes special airport upkeep and maintenance provisions is best answered by considering the location of the airport and the amount of usage it receives. Airports, by their nature, will be affected strongly by the seasonal changes at their locations. An airport located in Denver or Utah will have significant concerns with snow removal, unlike an airport located in Florida. A need for a minimum standard in this area will most likely relate to the safety of airport patrons and the operation of aircraft. (1) In the event of snowfall, what provisions have been made for snow removalbusiness operator or independent contractor? (2) If snow removal is provided by an independent contractor, what training will be provided and what type of equipment will be used?
AC 150/5190-5 (3) Does the contract between the sponsor and the contractor clearly provide which areas of the airport are required to be cleared of snow and deiced? What provisions are made to address heavily traveled areas or emergency parking areas? (4) What provisions, if any, have been made for fire detection and firefighting equipment? e. Flight Training Activities. On-airport flight training can be provided by the airport sponsor/owner or by a business operator. The minimum standards imposed on flight instruction operations should take the following information into consideration: (1) What arrangements have been made for the office space the school is required to maintain under 14 C.F.R 141.25? For example, what is the minimum amount of classroom space that the business operator must obtain? (2) Will flight training be provided on a full-time or part-time basis? (3) What type of aircraft and how many will be available for training at the on-airport location? (4) What provisions have been made for the storage and maintenance of the aircraft? (5) Is the aircraft proposed by the business operator compatible with the type of training provided? (6) What type of training will the business operator provide? (7) What provisions will be made for rest rooms, briefing rooms, and food service? f. Aircraft Charter and Taxi. As a general rule, the publics need or demand for air charter or taxi service dictates the nature of service that should be provided. In deciding what the appropriate minimum standards should be for air-charter and air-taxi services, the FAA recommends the following considerations: (1) What is the demand for the proposed service? (2) What type of aircraft will be used by the business operator? (3) What arrangements have been made to ensure that the business operator will provide for the continued availability of suitable aircraft located at the airport? (4) Does the business operator have sufficient capital to start the business? Has the business operator obtained the necessary insurance? (5) Has the business operator complied with all applicable laws, regulations, and rules, whether Federal, state, or local? (6) What arrangements have been made for passenger shelter, rest rooms, public telephone, etc.? Are these services already provided by another on-airport business? If so, is there a good reason to duplicate the service? (7) What arrangements have been made for passenger check-in, ticketing, and luggage handling? (8) Will provisions need to be made for ground transportation? g. Aircraft Engine/Accessory Repair and Maintenance. The business applicant for an onairport repair station is subject to several regulatory requirements under 14 C.F.R. 145. Depending on the type and size of repair station the business applicant is proposing, the following questions may provide helpful guidelines: (1) What qualifications will be required of the repair station employees? Typically, the holder of a domestic repair station certificate must provide adequate personnel who can perform, supervise, and inspect the work for which the station is rated. (2) What repair station ratings does the business applicant hold? (3) What types of services will the repair station offer to the public? These services can vary from repair to maintenance of aircraft and include painting, upholstery, etc. (4) Can the business applicant afford to secure sufficient airport space to provide facilities so work being done is protected from weather elements, dust, and heat? The amount of space required will be directly related to the largest item or aircraft to be serviced under the operators rating.
AC 150/5190-5 (5) Will the workers be protected so the work will not impair their physical efficiency? (6) Will maintenance operations have efficient and proper facilities to carry out the repair, inspection, alteration, or assembly intended for that area? (7) Will suitable shop space exist to provide a place for machine tools and equipment in sufficient proximity to where the bench work is done so as to facilitate the safe and efficient performance of the maintenance in question? (8) How will the business applicant control the temperature and humidity in the workspace area? (9) What amount of space will be necessary for the storage of standard parts, spare parts, raw materials, etc.? (10) What type of lighting and ventilation will the work areas have? Will the ventilation be adequate to protect the health and efficiency of the workers? (11) If the business applicant is the holder of an airframe rating, what is proposed with regard to housing at least one of the heaviest aircraft within the weight class of the rating the applicant holds? (12) If spray painting, cleaning, or machining is performed, has sufficient distance between the operations performed and the testing operations been provided so as to prevent adverse affects on testing equipment? h. Skydiving. Skydiving is an aeronautical activity. Any restriction, limitation, or ban on skydiving on the airport must be based on the grant assurance that provides that the sponsor may prohibit or limit aeronautical use for the safe operation of the airport or when necessary to serve the civil aviation needs of the public. The following questions present reasonable factors the sponsor might contemplate when developing minimum standards that apply to skydiving: (1) Will this activity present or create a safety hazard to the normal operations of aircraft arriving or departing from the airport? (2) Can a drop zone be safely established within the boundaries of the airport? 10 (3) What reasonable time periods can be designated for jumping? (4) What is a reasonable fee that the jumpers and/or their organizations can pay for the privilege of using airport property? (5) Will an FAA airspace study be necessary to determine the efficiency and utility of the airport when considering the proposed activity? (6) Has a reasonable amount of liability insurance, naming the airport as an additional insured party, been obtained by the jumpers and/or their organizations that is reasonably related to the airports liability exposure and will not be unjustly discriminatory? i. Ultralight Vehicles. The operation of ultralights is an aeronautical activity and must, therefore, be generally accommodated on airports that have been developed with Federal airport development assistance. However, an airport sponsor is not required to allow such operation on the designated runways if they cannot be operated safely in the designated area. Airport sponsors are encouraged to consider some of the following questions: (1) Can ultralight aircraft be operated safely on the airport? (2) Will this activity present or create a safety hazard to the normal operations of aircraft arriving or departing from the airport? (3) Will an FAA airspace study be necessary to determine the efficiency and utility of the airport when considering the proposed activity. j. Practical Considerations. Many communities choose to state their standards only in actual use agreements at the time of execution. While standards implemented in this manner can be effective, they also render the airport sponsor vulnerable to the challenges of prospective business operators on the grounds that they are not objective. The FAA encourages sponsors to periodically publish their minimum standards. Arguably, a certain amount of flexibility exists in the timing of the implementation of minimum standards. The standards can be raised or lowered as new tenants arrive or existing tenants leave, but the constant juggling of standards will create the appearance that certain operators may be receiving preferential treatment. As such, it is recommended that the
AC 150/5190-5 airport sponsor exercise some reticence before changing already- published standards. Changes to the standards can be most easily facilitated by demonstrating to the business operators that the sole purpose for the change is to improve the quality of service to the public. An airport sponsor can provide for periodic reviews of the business operators minimum standards that would ensure that the established minimum standards continue to be reasonable through the passage of time and as businesses and business operators change. 3-2. THROUGH 3-5. RESERVED.
SECTION 4. THE ENFORCEMENT PROCESS

4-1. AIRPORT COMPLIANCE PROGRAM. The FAA discharges its duty for ensuring airport sponsor compliance with Federal grant obligations through its contractually based Airport Compliance Program. The contractual nature of the program arises from requirements in the Airport and Airway Improvement Act of l982, as amended, 49 U.S.C. 47101, et seq., and the airport sponsors agreement to comply with the assurances contained in the grant agreement in exchange for Federal airport development assistance. Assurances are designed to achieve a system of safe and properly maintained airports that are operated in a manner that protects the publics interest and investment in aviation. a. Under the Airport Compliance Program, any person who believes that an airport sponsor may be in noncompliance with an assurance may register their concerns with the local FAA ADO. ADO personnel are then charged with investigating the allegations of noncompliance on an informal basis and, in the event that the allegations are confirmed, attempting to persuade the airport sponsor to come back into compliance. Should this measure fail, the concerned party may then file a formal complaint under 14 C.F.R. part 16, assuming certain requirements are met (e.g., attempts to resolve informally). b. Complaints filed with the FAA under 14 C.F.R. part 16 are subject to an administrative review, which entails consideration of the complainants allegations, the airport sponsors response to the allegations, and any unique circumstances at the airport in question. A decision will be issued by the FAA to inform the parties of its determination. A determination against the airport sponsor or owner can result in action by the FAA, such as the withholding of current grant fund payments or the denial of future applications for grant assistance. A dissatisfied party can appeal the FAAs final determination to the U.S. Court of Appeals. 4-2. THROUGH 4-5. RESERVED.
11
AC 150/5190-5 Appendix 1
APPENDIX 1. DEFINITIONS
1-1. The following are definitions for the specific purpose of this AC. a. Aeronautical Activity. Any activity that involves, makes possible, or is required for the operation of aircraft or that contributes to or is required for the safety of such operations. NOTE: Activities within this definition, commonly conducted on airports, include, but are not limited to, the following: air taxi and charter operations, scheduled and nonscheduled air carrier services, pilot training, aircraft rental and sightseeing, aerial photography, crop dusting, aerial advertising and surveying, aircraft sales and services, aircraft storage, sale of aviation petroleum products, repair and maintenance of aircraft, sale of aircraft parts, parachute or ultralight activities, and any other activities that, because of their direct relationship to the operation of aircraft, can appropriately be regarded as aeronautical activities. b. Airport District Office (ADO). These offices are outlying units or extensions of regional airport divisions. They advise and assist public agencies and their agents with the submission of project requests for establishing, improving, equipping, and financing airports. They also provide advisory services to the owners and operators of both public and private airport regarding the operation and maintenance of their airports. See the FAA Web site for a complete listing of all ADO offices at http://www.faa.gov/arp/arphome.htm/. c. Assurance. An assurance is a provision contained in a Federal grant agreement to which the recipient of Federal airport development assistance has voluntarily agreed to comply in consideration of the assistance provided. d. Commercial Self-Service Fueling. Fueling of an aircraft by the pilot using commercial fuel pumps installed by for that purpose. The fueling facility may or may not be attended by the vendor, which may be a fixed base operator or an airport sponsor/operator that is exercising its right to sell fuel. e. Exclusive Right. A power, privilege, or other right excluding or debarring another from enjoying or exercising a like power, privilege, or right. An exclusive right can be conferred either by express agreement, by the imposition of unreasonA-1 able standards or requirements, or by any other means. Such a right conferred on one or more parties, but excluding others from enjoying or exercising a similar right or rights, would be an exclusive right. f. Federal Airport Obligations. All references to a Federal grant program, Federal airport development assistance, or Federal aid contained in this AC are intended to address obligations arising from the conveyance of land or from grant agreements entered under one of the following acts: (1) Surplus Property Act of l944 (SPA), as amended, 49 U.S.C. 47151-47153. Surplus property instruments of transfer were issued by the War Assets Administration (WAA) and are now issued by its successor, the General Services Administration (GSA). However, Public Law 81-311 specifically imposes upon the FAA the sole responsibility for determining and enforcing compliance with the terms and conditions of all instruments of transfer by which surplus airport property is or has been conveyed to non-Federal public agencies pursuant to the SPA. Under 50 U.S.C 4715, et seq., property can be conferred for airport purposes if the FAA determines that the property is essential, suitable, or desirable for the development, improvement, operation, or maintenance of a public airport. Recipients of surplus property grants are subject to the FAA prohibition against exclusive rights; 14 C.F.R. part 155 contains procedures that must be followed to release airport property from surplus property disposal restrictions contained in the conveyance instrument. Owners of surplus airport property are advised to consult this regulation whenever changes in property use are being contemplated. (2) Federal-Aid Airport Program (FAAP). This grant-in-aid program administered by the agency under the authority of the Federal Airport Act of 1946, as amended, assisted public agencies in the development of a nationwide system of public airports. The Federal Airport Act of 1946 was repealed and superseded by the Airport and Airway Development Act of 1970. (3) Airport Development Aid Program (ADAP). This grant-in-aid program administered by the FAA under the authority of the Airport and Airway Development Act of 1970, as amended, assisted public agencies in the expansion and substantial improvement of the Nations airport sys-
AC 150/5190-5 Appendix 1 tem. The l970 act was repealed and superceded by the Airport and Airway Improvement Act of l982 (AAIA). (4) Airport Improvement Program (AIP). This grant-in-aid program administered by the FAA under the authority of the Airport and Airway Improvement Act of l982, 49 U.S.C. 47101, et seq., assists in maintaining a safe and efficient nationwide system of public-use airports that meet the present and future needs of civil aeronautics. g. Fixed Base Operator. An individual or firm operating at an airport and providing general aircraft services such as maintenance, storage, and ground and flight instruction. h. Grant Agreement. As used in this AC, a grant agreement represents any agreement made between the FAA (on behalf of the United States) and an airport sponsor, whether it be for the grant of Federal funding or a conveyance of land, each of which the airport sponsor agrees to use for airport or aeronautical purposes. i. Independent Operators. A commercial operator offering a single aeronautical service but without an established place of business on the airport. An airport sponsor may or may not allow this type of servicing to exist on the airport. j. Minimum Standards. The qualifications or criteria that may be established by an airport owner as the minimum requirements that must be met by businesses engaged in on-airport aeronautical activities for the right to conduct those activities. k. Private-Use Airport. A publicly owned or privately owned airport not open to the public or operated for the public benefit. l. Proprietary Exclusive. The owner of a public-use airport (public or private owner) may elect to provide any or all of the aeronautical services needed by the public at the airport. In fact, the statutory prohibition against exclusive rights does not apply to these owners, and they may exercise but not grant the exclusive right to conduct any aeronautical activity. However, the sponsor that elects to engage in a proprietary exclusive must use its own employees and resources to carry out its venture. An independent commercial enterprise that has been designated as agent of the owner may not exercise nor be granted an exclusive right. m. Public Airport. Means an airport used or intended to be used for public purposes (A) that is under the control of a public agency and (B) of which the area used or intended to be used for the landing, taking off, or surface maneuvering of aircraft is publicly owned. n. Public-Use Airport. Means (A) a public airport or (B) a privately owned airport used or intended to be used for public a purpose that is (i) a reliever airport or (ii) determined by the Secretary of Transportation to have at least 2,500 passenger enplanements each year and to receive scheduled passenger aircraft service. o. Self-Fueling and Self-Service means the fueling or servicing of an aircraft by the owner of the aircraft or the owners employee. Selffueling means using fuel obtained by the aircraft owner from the source of his/her preference. Selfservice includes activities such as adjusting, repairing, cleaning, and otherwise providing service to an aircraft, provided the service is performed by the aircraft owner or his/her employees with resources supplied by the aircraft owner. Part 43 of the Federal Aviation Regulations permits the holder of a pilot certificate to perform specific types of preventative maintenance on any aircraft owned or operated by the pilot. Some examples of work considered as preventative maintenance are as follows: (1) Removal, installation, and repair of landing gear tires. (2) Replacing elastic shock absorber cords on landing gear. (3) Servicing landing-gear shock struts by adding oil, air, or both. (4) Servicing landing-gear wheel bearings, such as cleaning and greasing. (5) Replacing defective safety wiring or cotter keys. (6) Lubrication not requiring disassembly other than removal of nonstructural items, such as cover plates, cowlings, and fairings. (7) Making simple fabric patches not requiring rib stitching or the removal of structural parts or control services. In the case of balloons, the making of small fabric repairs to envelopes (as A-2
AC 150.5190-5 Appendix 1 defined in, and in accordance with, the balloon manufacturers instructions) not requiring load tape repair or replacement. (8) Replenishing hydraulic fluid in the hydraulic reservoir. (9) Refinishing decorative coating of fuselage, balloon baskets, wings, tail group surfaces (excluding balanced control surfaces), fairings, cowlings, landing gear, or cabin or cockpit interior when removal or disassembly of any primary structure or operating system is not required. (10) Applying preservative or protective material to components where no disassembly of any primary structure or operating systems is involved and where such coating is not prohibited or is not contrary to good practices. (11) Repairing upholstery and decorative furnishings of the cabin, cockpit, or balloon basket interior when the repairing does not require disassembly of any primary structure or operating system, interfere with an operating system, or affect the primary structure of the aircraft. (12) Making small, simple repairs to fairings, nonstructural cover plates, cowlings, and small patches and reinforcements, but not changing the contour so as to interfere with proper airflow. (13) Replacing side windows where that work does not interfere with the structure or any operating system such as controls, electrical equipment, etc. (14) Replacing safety belts. (16) Troubleshooting and repairing broken circuits in landing-light wiring circuits. NOTE: See also 14 C.F.R. part 43, Maintenance, Preventive Maintenance, Rebuilding, and Alteration. p. Specialized Aviation Service Operation (SASO). An aeronautical business that offers a single or limited service. Examples of these specialized services may include aircraft flying clubs, flight training, aircraft, airframe and powerplant repair/maintenance, aircraft charter, air taxi or air ambulance, aircraft sales, avionics, instrument or propeller services, or other specialized commercial flight support business. q. Sponsor. A local government body (municipal or state) or a private entity obligated to the Federal Government to comply with the assurances contained in grant agreements or property conveyance instruments. A sponsor may be an entity that exists only to operate the airport, such as an airport authority established by state or local law. For the purposes of this AC, the terms airport sponsor and airport owner are used interchangeably when discussing grant-obligated airports. r. Through-the-Fence Operation. An arrangement that the airport sponsor may at times enter into to permit access to the public landing area by independent operators offering an aeronautical activity or access to aircraft based on land adjacent to, but not part of, the airport. 1-2. THROUGH 1-5. RESERVED.
(15) Replacing seats or seat parts with replacement parts approved for the aircraft, not involving disassembly of any primary structure or operating system.
A-3
APPENDIX 2 - STANDARD AIRPORT LEASE / AGREEMENT PROVISIONS
2006
Blair Municipal Airport, Blair, Nebraska LANDSIDE FACILITIES MASTER PLAN WATER DEMAND (FORECASTED TO YEAR 2025) Domestic
Estimated Sewage Rate: Convert To Water Rate (x1.5): Convert To Gals/Min (1,440min/day): Add Peaking Factor Of 5: 2159 gpd 3238.5 gpd 2.2 gpm 11.2 gpm
Wash Down Aircraft

Estimate: 5 gpm
Irrigation
2/Week Over Grassed Areas Over 12 Hour Period: 42 gpm
Estimated Volume to Rell Fire Tank in 24 Hour Period

56,250 Gallon Tank/(1,440 min/day): TOTAL ESTIMATED WATER DEMAND: CALL IT: 39 gpm 97.2 gpm 100 gpm
APPENDIX 4 - DESIGN CALCULATIONS
Blair Municipal Airport, Blair, Nebraska LANDSIDE FACILITIES MASTER PLAN FORECASTED USAGE ESTIMATED WASTEWATER FLOW TO THE SANITARY WASTEWATER TREATMENT FACILITY
Facility (Year 2025) Terminal Bldg Pilots Lounge FBOs Restaurant Average Daily Restaurant Meals Corporate Oce Number Of Personnel 10 20 30 15 125 25 Flow gal/unit-day 13 13 13 13 3 13 Total Flow gal/unit-day 3 3 Total Flow gpd 130 260 390 195 375 325 1675 Flow gpd 258 226 484 2159
Flights (Year 2025)
Total Stops Per Year 15667 13767
General Aviation, Local General Aviation, Itinerant
Facility Use Per Stop 2 2
Facility Use Per Day 86 75
GRAND TOTAL
2006
Blair Municipal Airport, Blair, Nebraska MINIMUM BUILDING DESIGN STANDARDS

SECTION 1.00 - GENERAL 1.10 Airport Authority Responsibilities. The Airport Authority will provide the leased premises to the tenant in a ne graded condition and ready for the initiation of construction, if the construction of certain facilities is part of the tenants lease and/or agreement with the Authority. Fine graded condition means that the site is within 1.0 feet plus or minus of the stated grade and has 4-12 of topsoil. The Authority will also provide access roads and taxiways in close proximity of the leased premises. Building Code and Permit Requirements. As a condition of all Authority leases, tenants shall comply with all current local codes, ordinances, and regulations enacted by the State of Nebraska, the County of Washington, Nebraska and the City of Blair, as applicable. Specic codes and regulations are as follows: A. International Building Code, 2003 edition B. International Mechanical Code, 2003 edition C. International Plumbing Code, 2003 edition D. International Residential Code, 2003 edition E. National Electrical Code, 2005 edition Codes should be checked in the design phase to ensure that current codes are utilized. 1.22 Nebraska State Fire Marshal Fire Code Requirements A. Aircraft Fuel Servicing, NFPA 407, 2002 edition B. Aircraft Hand Portable Fire Extinguishers, NFPA 408, 1999 edition C. Aircraft Hangars, NFPA 409, 2001 edition D. Standard on Airport Terminal Buildings, Fueling Ramp Drainage, and Loading Walk ways, NFPA 415, 2002 edition E. Life Safety Code (As Amended), NFPA 101, 2000 edition Codes should be checked in the design phase to ensure that current codes are utilized. 1.23 1.30 1.31 1.32 Tenant shall also comply with the conditions of all applicable ordinances, rules, and regulations that the Authority shall enact from time to time. Work Requiring Review. In general, the Airport Authoritys review and approval is required for any of the following: New hangar construction or building/facility construction; Additions, remodeling, or structural alterations in the amount of $1,000 or more for aircraft storage leases and $3,000 or more for commercial leases;
1.20
1.21 Washington County Building Codes
APPENDIX 5 - MINIMUM BUILDING DESIGN STANDARDS
1.33 1.34 1.35 1.36 1.37 1.38 1.39 1.40
Demolition of hangars or buildings; Boring under or open-cutting of leasehold driveways, taxilanes or access roads; New or replacement water and sanitary sewer services; Outdoor signs, permanent or temporary, and replacement signs; Fencing; Re-roong, when a crane is needed for work; Installation or replacement of HVAC systems, when a crane is needed for work; Filling, grading, or excavation of leasehold property.
If any of the above work is necessary to protect, minimize further damage to, the improvements or building contents, the work may be done and notication provided to the Airport Authority as soon as possible after the emergency. Upon notication, the tenant must provide the Airport Authority a description of the work done or a set of plans of the work that was conducted. However, in all circumstances, prior approval is required when a crane is involved in any of the above work.
2006
SECTION 2.00 PLAN REVIEW PROCESS 2.10 Review Process. The following review process shall be followed for all of the above construction. All submittals shall be sent to the Airport Authoritys designated representative. Plan Submittal. Upon receipt of a fully executed lease agreement, tenant shall submit at least two (2) copies of a nal plan for construction. The plan shall include a written description of the proposed development, a plan layout of the construction, and an estimated timeframe for completion. Two (2) copies of a nal plan package consisting of the nal detailed construction plans and specications shall be submitted. FAA Form 7460 Submittal. Prior to the start of construction, a determination from FAA must be obtained that the hangar or building, including the construction thereof, will not create a hazard to air navigation. For any construction or alteration of buildings on airport property outside the standard considered by the Authority, the tenant must submit an FAA Form 7460 to the FAA for review of potential airspace penetrations. A copy of the original FAA Form 7460 submittal and all correspondence from the FAA regarding the 7460 must be submitted to the Airport Authority. Construction will not be allowed to start until the FAA has approved the airspace review. A minimum of 90 days is required for FAA to review the Form 7460. Copies of the 7460 form are available online at the following website: http://www.faa.gov/aso/aso500/7460-1n.doc Plan Revisions. If the Airport Authority requests plan revisions after review of the construction plan package, the tenant must complete the plan revisions and forward at least two (2) copies of the revised package to the Airport Authority for review and approval. Airport Authority Approval. Upon complete approval of the nal plan package by the Airport Authority, the Airport Authority will send an approval letter to the tenant. The approval letter must be received prior to the start of construction. Permits. A building permit is not required for Airport Authority approval of a tenants plans. However, a tenant is required to obtain a building permit prior to beginning construction. Copies of all permits obtained from the Washington County Planning and Zoning Department, the State Fire Marshal, and/or any other appropriate jurisdictions must be submitted to the Airport Authority prior to starting construction.
2.11
2.12
2.13
2.14
2.15
SECTION 3.00 SUBMITTAL REQUIREMENTS 3.10 3.11 General Submittal Requirements. General submittal requirements are discussed below. Design Standards. Final plans and specications must be prepared and sealed/signed by a professional engineer registered in the State of Nebraska. Structural design for the building, footings and foundation shall be performed under the seal of a professional structural engineer in the State of Nebraska. Drawings shall be 22 x 34 in size unless otherwise approved. Height Restrictions. Structures and objects (such as construction cranes) are height restricted to prevent them from interfering with air navigation and FAA FAR Part 77 surfaces. As discussed earlier, the tenant shall submit a completed FAA Form 7460 to the Airport Authority for review and subsequent submittal to the FAA for nal approval of the proposed building heights. Some hangar locations may be subject to height restrictions enforced by the Airport Authority. Therefore, the Airport Authority must approve all proposed heights prior to construction. Grading Requirements. Grading must be designed with consideration given to the existing drainage of the building area. No site will be developed and no use permitted that results in water runo causing ponding, ooding, erosion, or deposit of minerals on adjacent property. The tenant is responsible for determining the suitability of the subgrade soils for construction. All hangar sites are specically designed for certain hangar oor elevations. Hangars must be built to the prescribed hangar oor elevations to ensure proper drainage for all adjacent buildings shown on the Airport Layout Plan. Failure to comply with this requirement will require that the noncompliance be corrected at the expense of the tenant who created such noncompliance. Maximum graded slopes shall be 4:1 (horizontal:vertical). Graded slopes are preferred to be 5:1 for mowing purposes. Each tenant must provide the necessary grading to meet the adjacent site elevations within the tenants own site. Once the Airport Authority approves a drainage plan, no modications in grade or other such actions are permitted unless the change is reviewed and approved by the Airport Authority. 3.14 Sanitary Sewer and Water Connections. Commercial tenants must connect to the Airport Authoritys sanitary sewer and water system if they are required by minimum standards or local building codes to have a restroom facility. All other tenants have the option of connecting to the Airport Authoritys sanitary sewer and water system.
3.12
3.13
2006
Tenants who connect to the Airport Authoritys sanitary sewer and water system are responsible for all costs associated with the installation and maintenance of their connection from the utility lateral line to their hangar. No newly installed privately owned well or holding tank/septic systems are allowed without prior approval from the Airport Authority. 3.15 Gas, Electrical, TV, Fiber Optic, and Telephone Utilities. All proposed utility locations must be shown on the nal building plans submitted to the Airport Authority. The proposed connections for each utility must also be coordinated with the Airport Authority prior to contacting the utility company. Gas, electrical, TV, ber optics and telephone service can be arranged by the tenant at the sole cost of the tenant. The tenant is responsible for arranging for connection and service with the local utility companies, and paying for all charges associated with such utilities. All utility distribution lines must be buried. The Airport Authority will not be liable for the absence of utilities. In addition, there will be no abatement of rent for the absence of utilities. 3.16 Security. Tenant will ensure all personnel working at the airport as part of a tenants construction project are aware of the specic airport security requirements. Specically, all contractors and/or consultants are prohibited from entering Air Operation Areas (AOA) at all times. All Contractors, consultants, and other unauthorized persons and vehicles are prohibited from entering runway and taxiway areas, and must keep within the access road and other non-restricted areas at all times. Contractors and/or consultants shall not interfere with airport operations or access to any areas of the airport except with prior approval of the Airport Authority of the Airport Authoritys designated representative. Drainage Calculations. Tenant development will occasionally require the tenant to prepare a drainage design. If required, submittal requirements will be reviewed by the Airport Authoritys Engineer. Site drainage design should be based on FAA Advisory Circular 150/5320-5 Airport Drainage. Drainage of leased areas shall be based upon a ten-year design. Calculations shall also show that existing storm drainage systems on the airport can handle excess runo from the leasehold from a 100-year storm, and that such runo shall not be directed to adjacent leased areas. Any modication to existing storm drainage systems that are required for runo capacity shall be approved by the Airport Authority and shall be completed at the expense of the tenant.
3.17
3.18
Exterior Lighting. Lighting shall be shielded to prevent discharge of illumination, light scatter, or source glare above a horizontal plane, and to eliminate glare for aircraft pilots. Lighting shall also be mounted to minimize glare to pilots of aircraft and personnel on surrounding taxiways, taxi lanes, and aprons. Landscaping Plans. The Airport Authority will require that turf be established upon completion of hangar construction. The Airport Authority also requires some amount of landscaping be completed as part of hangar construction. A landscaping plan is required as part of the nal plan submittal. This plan and/or details may be combined with the site plan(s) or may be included on a separate plan sheet. Fencing. All proposed fencing, including heights and gate locations, must be coordinated with and approved by the Airport Authority. Fencing locations may be shown on the site plan(s) or on a separate sheet. Tenant Signing. Commercial facilities are allowed a limited amount of outdoor signing on their leasehold property. The size, height, and square footage of allowable outdoor signage are determined by local municipal ordinances and are subject to the approval of the Airport Authority. A copy of each signage request must be forwarded to the Airport Authority for review and approval. Once the Airport Authority approves the signage request, the tenant must submit their request to Washington County Planning and Zoning Department and/or any other appropriate jurisdiction for a signage permit. A copy of a signage permit received must be submitted to the Airport Authority prior to the installation of any signage.
3.19
3.20
3.21
3.22
Record Drawings. Airport Authority sta will review submittal requirements on a caseby-case basis. Once construction is fully complete, all punch list items are complete, a Certicate of Occupancy is granted, and all changes and modications are recorded on the plan drawings, the tenant shall submit one set of reproducible record drawings to Airport Authority sta.
2006
SECTION 4.00 MINIMUM SPECIFICATIONS FOR HANGARS 4.10 GENERAL These specications are prepared to establish the minimum dimensions, material, design and erection criteria of hangars for approval by the Blair Airport Authority. All proposed site plans and building footprints shall be in accordance with the approved Airport Layout Plan for the airport, unless an exception is granted by the Airport Authority. 4.11 The hangar shall be the design of a manufacturer who is regularly engaged in the fabrication of prefabricated metal buildings conforming as hereinafter specied to the Metal Building Manufacturers Associations (MBMA) Standards. The various types of hangars covered by these general specications shall be designated as Standard T-Hangars, Nested T-Hangars or Shop/Storage Hangars. The Airport Authority shall approve the area where the hangar is to be built, in accordance with the approved Airport Layout Plan, and establish or designate the nished oor elevations. The building supplier shall include in his design computations and plans, for the proposed construction, the size and shape of the necessary foundation and footings to support the building, according to the minimum standards included herein; however, the local codes or the requirements of the specic building, depending upon local soil conditions, whichever is the most stringent requirement shall be met. The hangar(s) shall be designed and fabricated as a permanent structure, but shall be capable of being dismantled, moved and re-erected with no loss of material except possibly a few bolts, screws, clips, or minor hardware parts which may be embedded in concrete. It shall be designed to allow a future extension of additional units of similar design at either end without modication or change of the basic structural design and bracing of the units of the original building. References: A. The following specications and standards shall govern where applicable with, modications as shown on the drawings or specied herein: 1. American Institute of Steel Construction - Specication for the Design, Fabrication, and Erection of Structural Steel for Buildings. 2. American Iron and Steel Institute - Specication for the Design of Cold-Formed Steel Structural Members. 3. Aluminum Association - Aluminum Construction Manual. 4. American Welding Society - Code for Welding in Business Construction. 5. Metal Building Manufacturers Association - Recommended Design Practices Manual. 6. Building Code - City of Blair, Nebraska, and/or Washington County, if applicable. 7. International Building Code 2003 edition
4.12 4.13
4.14
4.15
4.20
MATERIAL AND DESIGN
4.21 GENERAL 4.21.1 The basic size of each T unit for the Standard T-hangar shall be sucient to provide an opening with a minimum clear horizontal width of 396 through the door and for wing span, and a minimum clear vertical height of 110 above the nished oor elevation with the door in the open position. The depth of each unit bay shall be sucient to provide a minimum of 297 inside clear dimension from the rear wall of each bay unit to the inside of the closed hangar door. Each T shaped unit stall shall be partitioned so as to form individual units with a minimum clear dimension of 186 between walls or columns (center bay clearance through which the aircraft tail section must pass). In each unit the minimum clear depth of 396shall extend from the hangar doors back to the center of each bay unit and the minimum clear width of 186 shall extend from the center of each bay unit to the rear wall of the unit. Each unit shall have the clear vertical height above the nished oor for the door height being furnished for the full depth of the unit. The door openings shall center on the center of the tail section bay on each unit. 4.21.2 The basic size of each T unit for the Nested T-Hangar shall be the same as for the Standard T-Hangar. 4.21.3 The minimum size of a shop or storage hangar shall be a 40 x 60 building with at least one large hangar door with a clear horizontal opening of 396 and a clear vertical height of 120, and one walk-in door for pedestrian access to the building. 4.22 STRUCTURAL DESIGN 4.22.1 All materials supplied for any building to be erected under these specications shall meet the requirements noted below, as a minimum; however, in no case shall the limits of any material be exceeded. Local codes, ordinances or statutes shall also be met. If there are variances between codes and the requirements below, the more stringent requirement shall be met. 4.22.2 All structural steel, milled and built-up sections shall be designed in accordance with Specications for the Design, Fabrication and Erection of Structural Steel for Buildings, by the American Institute of Steel Construction. All formed light gauge steel members shall be designed in accordance with Specication for the Design of Light Gauge Steel Structural Members by the American Iron and Steel Institute. All structural steel shall be of standard, new billet carbon steel shapes. 4.22.3 The complete building shall be designed in accordance with the design loads as referenced in Section 1.20. 4.22.4 The structure may be designed using inclined chord umbrella type shop fabricated trusses cantilevering over and supporting the large hangar doors through the T unit section of the Standard Hangar (STH). The structure shall be supported in such a manner to provide the necessary clear opening space and provide sucient support that deection
2006
will be held to an absolute minimum. Structures utilizing trusses spanning the full hangar door width shall have absolute minimum deection. 4.22.5 Adequate wind bracing shall be provided in the walls and roof of the structure to safely withstand the design loads and to provide proper rigidity. Such bracing may be utilized for attachment of the wall and roof covering provided that members are designed to carry the combination of stresses incurred. In the event any member is built up to a composite section, adequate lacing shall be designed so that the combination of stresses will not exceed the maximum allowable stresses nor result in excessive deection and will be in with the design specications. 4.22.6 Structural steel shall conform to the Standard Specications for Structural Steel for Bridges and Buildings, Serial Designation A 7 of the American Society of Testing Materials, as amended to date. 4.22.7 It is recommended that the building be designed to allow a maximum lateral deection be not more than one inch based on volume change. Building bracing shall be located to minimize lateral movement due to volume change. Building expansion may be required to minimize lateral volume change deections. The building shall be considered unheated and non-insulated for volume change considerations. The temperature change for calculations shall be based on climate conditions during construction of the building. The minimum temperature dierential shall no be less than 80 degrees Fahrenheit. 4.23 WALL COVERING 4.23.1 Exterior covering for the walls and the gable ends of the building frame shall be a minimum of 26 gauge painted zinc-aluminum coated ribbed metal panel. Panels shall have a Kynar 500 or Hylar 500 polyvinylidine resin nish or equal. Sheets shall be sucient length to eliminate end lapping or eld cutting on the end wall section to eave height and shall be placed on the building with the ribbed channels or corrugations running vertically. Gable ends shall be furnished with sheets requiring no end lapping except at the eave height lap. End laps for gable end sheets over the wall sheets shall provide a minimum lap of four (4) inches. Wall sections and gable end sheets shall be furnished and installed with sucient approved type fasteners to provide a rigid connection, each fastener being equipped with a lead seal or neoprene washer to provide a weather tight seal. As a minimum, wall sheets shall be fastened to the building framework at each end of the sheet and at intermediate girts with fasteners at a minimum of eight (8) inches on centers. One sheet-metal screw or equal with lead or neoprene washer shall be installed on all sides laps between girts at a maximum spacing of 24 inches on centers. Gable ends shall be installed with sucient fasteners to rmly secure the sheets to all end roof truss members on eight (8) centers.
4.23.2 In lieu of wall and partition bracing and covering as called for in Section 4.22.5, the builder may furnish approved galvanized interlocking self-supporting panels and sucient hardware for erection; provided, that these section provide sucient strength in accordance with the design requirement of the building. 4.23.3 No windows or doors, except the large hangar doors, are to be furnished, unless approved by the Airport Authority, except for the shop or storage hangar which shall have a walk-in door. 4.23.4 The bottom framing member to which all wall sheets (or partition sheets) are fastened shall be of sucient strength and rigidity to support its portion of the sheet and provide adequate wind and load bracing between the wall column supports (10 to 20 span as the case may be) without requiring a continuous foundation and footing, in order that the building column supports may be erected on concrete piers only. These bottom framing members shall be readily adaptable to either types of foundation support and shall be designed to mount securely to the piers, columns or column supports and to carry all loads imposed with minimum deection. In case a continuous foundation or oor is placed under the wall sections, this bottom framing member shall be a steel section, capable of being fastened to the concrete and to the bottoms of the sheets as well as to the column supports. 4.24 ROOF COVERING 4.24.1 The roof pitch for a gable type roof shall normally be a minimum of four inches per foot. A lesser pitch, from four inches per foot to one inch per foot, will be allowable if each transverse foot sheet is a continuous sheet, extending from the foot gable to the outside eave of the roof. A at roof, (pitch of less than one inch per foot) will be allowed if each transverse roof sheet is one continuous sheet for the entire width of the roof, or the end lapping of sheets will at least six inches and occur over purlins or supports and are secured and sealed with a continuous bead of caulking compound at least one-half inch wide. 4.24.2 The roof covering shall be a minimum of 24 gauge painted zinc-aluminum coated ribbed metal panels. Panels shall have a Kynar 500 or Hylar 500 polyvinylidine resin nish or equal. Where a roof pitch of four (4) inches per foot or more is used, sheets shall be of sucient length so that an end lap shall occur only over the purlins or supports and with a minimum end lap of six (6) inches. Roof sheets shall be placed on the building with ribbed channels or corrugation running parallel to the slope of the roof. Approved lead seal or neoprene washer fasteners or equal shall be installed to adequately secure the sheets to the roof purlins on eight (8) inch centers. One sheet-metal screw or equal with lead or neoprene washer shall be installed to secure all side laps between purlins at a maximum spacing of twenty-four (24) inches.
2006
4.24.3 The roong system shall be a factory formed, prenished standing seam metal roong system with concealed fasteners over solid substrate. Panels shall be manufactured in continuous lengths up to 40 feet. The roof assembly shall be classied as class UL 90 as dened by UL 580 specications. 4.24.4 Adequate ashing shall be installed to make all joints and intersections weather tight and provide a neat and uniform covering. All ashing shall be a minimum of 24 gauge painted galvanized sheeting and shall be fabricated and installed to assure a weather tight building. 4.25 PARTITIONS 4.25.1 Partition covering shall be a minimum of 28 gauge painted zinc-aluminum coated ribbed metal panel. Panels shall have a Kynar 500 or Hylar 500 polyvinylidine resin nish or equal. Partition panels are to be installed in the same manner as the wall and end sections. Material furnished and installed to cover trusses may be galvanized at steel sheets to cover the truss completely from the oor to roof sheets to the wall height sheets with sucient side and bottom end lap. Adequate bracing members and fasteners shall be installed to secure the metal sheets at both ends and at all intermediate girts through the wall height sections. Fasteners used in partitioning need not be weather tight. Partitions shall be installed to completely separate each of the regular and nested T storage units from oor level to roof covering and shall be bird proof. Cutting around the top of the sheets to t the roof purlins or ush type roof bracing will be permitted. 4.26 DOORS 4.26.1 Large Hangar Doors. Hangar doors shall be of metal construction in accordance with the manufacturing standard and shall be bottom supported or overhead suspension type, either overhead canopy (solid or bi-fold), or overhead suspended sliding-folding conguration. Doors shall be equipped with sturdy fastening devices top and bottom as required to secure them against wind either in the closed or open position. Required door guides, buer plates, rubrail, approved hardware and/or tracks to provide maximum smooth uncomplicated operation shall be installed. The doors must be capable of being easily operated by one person. Doors must provide full opening for the complete minimum hangar door clearance called for in Section 4.21.1 and 4.21.3. Doors shall be equipped with padlock plates and hasps. 4.26.2 The type of hangar doors to be installed shall be clearly shown on the drawings submitted with the plan submittal. These drawings shall indicate the doors weight and method of suspension, operation and all fastenings. 4.26.3 Any guide proposed to be used for bottom guides on sliding or bottom supported doors shall be designed to minimize the collection of water, ice, snow and debris, and shall provide a denite means of permitting drainage. A continuous sub-surface channel will not be approved.
4.26.4 Doors shall be designed for minimum weight and maximum strength and shall be capable of withstanding the design wind load of the building in open or closed position. For the sliding or sliding-folding door a series of rectangular shaped (tubular) framings of at least 14 gauge metal with 24 gauge panels, or approved equivalent, is required. This design is to be shop welded construction with sucient interlocking rails welded to the individual frame and panels to provide rigidity and strength. On the sliding-folding type door, a continuous multiple fold (accordion pleat fold) will not be approved. 4.26.5 Walk-in and Access doors. The walk-in or access door to an end corner unit or shop hangar unit shall be of nominal clear width of 36 inches and a nominal clear height of 6 feet 8 inches and of the hollow-metal, panel type, 1 3/4 inches thick ush, fabricated from 20 gauge galvanized steel sheets, with full honeycomb core and edges mechanically locked and welded. The door frame shall be 16 gauge galvanized steel channels, into which the wall girts will be framed and the frame shall be attached to the concrete slab or foundation with at least two anchor bolts at each jamb. Hinge jambs shall be reinforced, and jambs and headers shall be ashed for water tightness. Door hinges shall be galvanized template built type with removable pins, shall be interlocking and each door shall e hung on three hinges. The threshold shall be interlocking aluminum type anchored to the concrete oor or foundation with counter sunk screws, and shall be designed to counterash the door. A door installed in a large hangar door of the bi-fold, overhead or canopy type shall be referred to as a service door. All bi-fold, overhead or canopy type doors, which must be operated or opened from within the hangar, either by hand or electrically, shall have a service door installed in the large hangar door. The service door shall have a nominal clear width of 36 inches and a nominal clear height of 6 feet 8 inches and shall be factory installed. All such service doors shall be installed in the same general area in each large hangar door, and the large hangar door opening mechanism shall be located in the same immediate area. All walk-in, access and service doors shall be completely weather tight, and furnished with a heavy duty cylindrical lock with three (3) for each lock. Three (3) master keys which will operate all locks on all doors installed shall be furnished. 4.27 PAINTING 4.27.1 All exterior and interior ferrous metals, except bolts, rough hardware and metals with non-ferrous coatings, shall be covered with a shop coat of rust inhibitive paint, including any eld cuts or welds. 4.27.2 All building wall, roof and partition panels shall have a Kynar 500 or Hylar 500 polyvinylidine resin nish or equal. The panel manufacturer shall provide a 20-year nonprorated warranty for the paint nish covering cracking, checking, blistering, peeling, aking, chipping, and fade.
2006
4.27.3 The color selection shall be a earth tone color, similar to Light Stone Sahara Tan or Desert Beige as manufactured by Behlen Building Systems, Columbus, Nebraska. Color samples shall be submitted with the plan submittal and shall be approved by the Airport Authority. 4.28 CONCRETE 4.28.1 Concrete used for the foundations footing, oors and hangar ramps shall be constructed of portland cement concrete consisting as a minimum of the following proportions: Sand-Gravel Cement Water 480-510 lbs per sack of cement (94#) 6 sacks per CY of Concrete 55 lbs max. per sack of cement
The cement-aggregate ration may not be decreased from that shown above and the water-cement ratio may not be exceeded. Should a sand-gravel-limestone aggregates mix wish to be used, the limestone shall not exceed thirty (30) percent of the total aggregate used. 4.30 4.31 EXCAVATION AND GRADING GENERAL GRADING This item shall include the necessary grading of the site for the proposed hangar or hangars, and shall include as necessary the stripping of all sod, grass, debris, or unsuitable material in the area, and the ll required, if any, to raise the elevation of the area to that required as a minimum on which to place the hangar oor and ramps. The ll material shall not contain large rock, logs, brush, grass, roots or other unsuitable material. The contractor shall accomplish the work with equipment approved by the Airport Authority and to the lines and grades as staked for the nished hangar oor elevations. The contractor shall keep the area around the hangar graded or shaped so that the area will generally drain during the period of construction. 4.32 EXCAVATION The necessary excavation of any material for the construction of the necessary foundations, footings oors or hangar ramps shall be in the minimum widths and depths as noted in Section 4.40, or as called for on the approved plans. FINISHED GRADING After the hangar building has been erected and completed, all areas adjacent to the building and for a distance of at least thirty (30) feet from the edge of the building or to the surfaced taxiway, if existing, and all areas disturbed during construction shall be graded to provide drainage away from the building. This will include hauling in all material for compacting the backll around the foundation walls, the grading and shaping of all slopes and drainage area, and the disposal of all surplus materials to the satisfaction of the Airport Authority.
4.33
4.40
FOUNDATIONS, FOOTINGS, FLOORS AND HANGAR RAMPS
4.41 GENERAL 4.41.1 The concrete to be used in the construction of foundations, footings, oors or hangar ramps for the proposed building shall as a minimum meet the requirements of Section 4.28.1 of this specication. If the building supplier indicates on the approved plans for the building that concrete of a mixture that will produce a specied compressive strength or a greater cement - aggregate ratio is to be used, the more stringent requirements shall be met. 4.41.2 Foundations and Footings. The necessary foundation, footings, column supports, bearing walls or other substructure building items shall be of the size and shape, and at the location shown on the building suppliers plans for the building furnished. In no case will foundation walls be less than eight (8) inches in thickness nor less than thirty (30) inches below nished ground line. An additional width of foundation wall on the exterior side thereof through the full width of the guides, buer plates, rub rails or other necessary door hardware. The individual piers or column supports shall be a minimum depth of 36 inches below the nish oor grade. All individual piers or column supports shall be to the same top elevation as the outer foundation walls, unless noted otherwise on the plans. 4.41.3 The size and location of any required reinforcement in the foundations, footings or slabs shall be as stated on the plans furnished by the hangar building supplier. All necessary base plates anchor bolts and foundation ties shall be provided by the hangar building supplier along with a foundation and footing plan to assure proper installation of same. 4.41.4 The natural soil may be used as forms for the placing of concrete, provided care is used during excavation to maintain the sides or walls of the cut in a vertical direction and the minimum width of the foundation or footing is maintained. The portion of the foundation from two inches below nished ground line to the top of the foundation walls must be formed with either metal or wood forms to maintain the required elevation, and alignment and shape. 4.41.5 The foundation walls, footings and piers must be properly covered and cured for a minimum of three (3) days prior to the erecting of or placing of any steel hangar members thereon. 4.42 FLOORS 4.42.1 The hangar oor, either full or partial, shall be constructed of the same concrete design proportions used for the footings and foundation walls as a minimum. The hangar oor shall be a full oor. Partial hangar oors will not be allowed. The oors shall consist of, as a minimum, a four inch concrete slab reinforced with 6-6, 10-10 welded wire mesh, or a ve inch unreinforced concrete slab, either one on a four inch sand subbase placed on a well tamped subgrade. The oor thickness shall be of such thickness as to handle the heaviest aircraft that will utilize the facility.
2006
4.42.2 At all places where the concrete oor adjoins the foundation walls or an individual pier or column support, a piece of premolded expansion joint material at least one-half inch in thickness shall be placed for the full depth of the concrete slab. 4.42.3 The placing of a partial oor shall as a minimum, extend from the large hangar door to the center of the unit and for a width to match the full tail section width of the unit. 4.42.4 The joints cut in the oor slabs, either partial or full oors, shall be spaced at one-fourth the full hangar bay depth and one-fourth the full hangar bay door width. 4.42.5 The full oor must be cured for a period of seven (7) days prior to being used to support any power operated equipment or vehicles. 4.43 HANGAR RAMPS 4.43.1 Hangar ramps shall be constructed to serve the T-hangar units. The material for construction of the ramps shall comply with the requirements of Section 4.28.1, and shall be a minimum of ve (5) inch reinforced portland cement concrete slab with 6-6, 10-10 welded wire mash, or a six (6) inch unreinforced concrete slab, or may be constructed of asphaltic concrete, a minimum of six (6) inches in thickness, the surface of which is treated with a coal tar emulsion. Both pavements shall be placed on a subgrade compacted for a depth of six (6) inches to a density of at least 100 percent of the maximum dry density at a moisture content between +/-2 percent of the optimum moisture as determined be ASTM D 698. Hangar ramps may also be constructed of asphaltic concrete of lesser thickness, should the proposed hangar be placed on an existing paved apron or slab, so that a smooth transition to the apron and adequate drainage is provided. 4.43.2 Hangar ramps for T-hangar units and shop hangars shall be full approach slabs covering the area in front of the hangars to the taxilane. Stub approaches to each individual Thangar stall will not be allowed. 4.50 4.51 INSULATION Hangars shall at a minimum be installed with insulation in the roof to prevent condensation. Blanket insulation shall be inorganic glass ber type, faced with white vinyl reinforced polyester UL ame-spread classication of 25 or less in exposed applications. Roof insulation shall be nominal 4 inches thick with a minimum thermal resistance of R 13. Side wall, bi-fold canopy door and overhead door insulation, if installed, shall be nominal 4 inches thick with a minimum thermal resistance of R 13. Insulation shall meet NAIMA 202 requirements.
4.60 4.61
ELECTRICAL All electrical work shall comply with the requirements of the National Electrical Code and all local codes and ordinances. 4.61.1 Lighting shall be provided in the T-hangars and the storage hangars. A minimum of 5 footcandles of illumination shall be provided in all aircraft storage areas. Lighting in shop hangars and other areas shall be appropriate for the type of work being performed.
4.70 4.71
DESIGN DRAWINGS AND PLANS FOR ERECTION OF BUILDING GENERAL The tenant submitting a proposal for furnishing and erecting a hangar building shall furnish and erect the building with his own forces, or forces under his direct control. 4.71.1 Each tenant shall submit with his proposal form for a hangar, two (2) complete sets of the hangar drawings showing as a minimum, material sizes, type of bracing dimensions, fastening devices, as well as details of walls, partitions, doors, ashings, columns, foundations, footings and construction to provide a complete weather proof and bird proof hangar as specied herein.
4.72
Each tenant shall also submit with his proposal for a hangar, a copy of the design computation showing the design of all structural members of the building. The design computations shall be set forth in such a manner that they may be easily checked. ACCEPTANCE OF BUILDING AND SITE ACCEPTANCE 4.81.1 A building inspector from Washington Countys Planning and Zoning Department may make periodic inspections of the building site, materials used and progress made by the contractor, to see that the intent of the contract and the construction of the proposed building are being accomplished to its satisfaction. 4.81.2 The nal acceptance of a completed building or the completion of the construction contract is the responsibility of the building inspector from Washington Countys Planning and Zoning Department.
4.8 4.81
2006

Blair Airport Master Plan

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Blair Airport Master Plan

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B l a i r Mu n icipal Airp ort

Landside Facilities Master Plan

Solutions Through Service

BLAIR MUNICIPAL AIRPORT LANDSIDE FACILITIES MASTER PLAN

HWS CONSULTING GROUP

Chapter Four: Airport Minimum Standards and Airport Leases

BLAIR MUNICIPAL AIRPORT LANDSIDE FACILITIES MASTER PLAN

HWS CONSULTING GROUP

STUDY OBJECTIVES AND APPROACH

BLAIR MUNICIPAL AIRPORT LANDSIDE FACILITIES MASTER PLAN

HIGHWAY 133 RIGHT-OF-WAY (ROW)

PART 77 AVIATION SURFACES - HEIGHT RESTRICTIONS

HWS CONSULTING GROUP

CHAPTER ONE - SITE CONSTRAINTS

BLAIR MUNICIPAL AIRPORT LANDSIDE FACILITIES MASTER PLAN

CHAPTER ONE - SITE CONSTRAINTS

BLAIR MUNICIPAL AIRPORT LANDSIDE FACILITIES MASTER PLAN

CHAPTER ONE - SITE CONSTRAINTS

BLAIR MUNICIPAL AIRPORT LANDSIDE FACILITIES MASTER PLAN

CHAPTER ONE - SITE CONSTRAINTS

BLAIR MUNICIPAL AIRPORT LANDSIDE FACILITIES MASTER PLAN

HWS CONSULTING GROUP

CHAPTER ONE - SITE CONSTRAINTS

BLAIR MUNICIPAL AIRPORT LANDSIDE FACILITIES MASTER PLAN

HWS CONSULTING GROUP

CHAPTER ONE - SITE CONSTRAINTS

HANGARS (T, CORPORATE, SHOP)

BLAIR MUNICIPAL AIRPORT LANDSIDE FACILITIES MASTER PLAN

AUTOMOBILE PARKING LOTS

HWS CONSULTING GROUP

CHAPTER ONE - SITE CONSTRAINTS

BLAIR MUNICIPAL AIRPORT LANDSIDE FACILITIES MASTER PLAN

L ANDSIDE FACILITY P LAN

CHAPTER TWO - LANDSIDE FACILITY PLAN

BLAIR MUNICIPAL AIRPORT LANDSIDE FACILITIES MASTER PLAN

B UILDING D ESIGN S TANDARDS

PLAN REVIEW AND BUILDING CODES

CHAPTER THREE - BUILDING DESIGN STANDARDS

BUILDING TYPE AND FUNCTIONALITY

BLAIR MUNICIPAL AIRPORT LANDSIDE FACILITIES MASTER PLAN

HWS CONSULTING GROUP

CHAPTER THREE - BUILDING DESIGN STANDARDS

BLAIR MUNICIPAL AIRPORT LANDSIDE FACILITIES MASTER PLAN

HWS CONSULTING GROUP

BLAIR MUNICIPAL AIRPORT LANDSIDE FACILITIES MASTER PLAN

A IRPOR T M INIMUM S TANDARDS

HWS CONSULTING GROUP

CHAPTER FOUR - AIRPORT MINIMUM STANDARDS AND AIRPORT LEASES

BLAIR MUNICIPAL AIRPORT LANDSIDE FACILITIES MASTER PLAN

HWS CONSULTING GROUP

CHAPTER FOUR - AIRPORT MINIMUM STANDARDS AND AIRPORT LEASES

LEASES AND AGREEMENTS

BLAIR MUNICIPAL AIRPORT LANDSIDE FACILITIES MASTER PLAN

HWS CONSULTING GROUP

CHAPTER FOUR - AIRPORT MINIMUM STANDARDS AND AIRPORT LEASES

FIXED BASE OPERATORS

U.S. Department of Transportation Federal Aviation Administration

DAVID L. BENNETT Director, Office of Airport Safety and Standards

SECTION 1. EXCLUSIVE RIGHTS

SECTION 2. MINIMUM STANDARDS

SECTION 3. GUIDANCE ON DEVELOPING MINIMUM STANDARDS

SECTION 4. THE ENFORCEMENT PROCESS

BLAIR MUNICIPAL AIRPORT LANDSIDE FACILITIES MASTER PLAN

HWS CONSULTING GROUP