Booz & Company
Beijing, 25 September 2009
General Aviation
Implementation Support (GAIS)
General Aviation Airport Module (Revised)
1st Revision: October, 2010
Final Revision: October, 2011
This document is confidential and is intended solely for
the use and information of the client to whom it is addressed.
Purpose of Document
 The intent of this document is to provide a detailed handover of all analysis and materials relating to regulatory gap
studies on General Aviation Airport Module as part of deliverables for General Aviation Implementation Support
(GAIS) project funded by the US Trade Development Administration (USTDA)
 The study focuses on drawing general aviation (GA) regulatory experience and insights from the U.S. because:
– The U.S. has the most established and successful GA industry with a mature regulatory system that increases GA
capacity and efficiency while maintaining safety
– ACP is an U.S. organization with its members consisting of FAA and key GA aircraft and equipment manufacturers
with global presence. ACP member firms are best able to share GA regulatory, management, technological and
operational experiences from the U.S.
 Analysis has been conducted and completed by Booz & Company with active contribution from Civil Aviation
Administration of China (CAAC), Development Research Center of the State Council (DRC), Aviation Industry
Corporation of China (AVIC), ACP members and other key stakeholders
 For further information please contact:
– Mr. Paul Fiduccia (PFiduccia@aol.com)
– Mr. Frank Yu (dongfang.yu@ge.com)
– Mr. Kevin Wu (kevinwu@textron.com)
– Dr. Edward Tse (edward.tse@booz.com)
– Mr. Yang Guang (yang.guang@booz.com)
– Mr. Timothy Wong (timothy.wong@booz.com)
Booz & Company
ACP GAIS - 2_GA Airport_Revised Oct 2011_EN_vf.ppt
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1
This is one of the seven sets of deliverables developed for ACP
GAIS project
ACP General Aviation Implementation Support (GAIS)
List of Deliverables
Executive Summary
1
2
4
5
6
Safety
Module
General
Aviation Airport
Module
Airworthiness
Module
Flight
Standards
Module
Operators
Module
GA
Associations
Module
GA Safety
Regulation
GA Airport
Regulations
Airworthiness
Regulations
Flight Standards
Regulations
Regulatory
Constraints for
Operators
Roles of GA
Associations
Safety Oversight
Organizational
Structure
GA Airport
Planning & Design
Type and
Production
Certifications
Mechanics
GA Aircraft
Ownership
Case Studies
Safety
Performance
Measurement
GA Airport
Funding
Aircraft
Registration and
Certification
Pilots
GA Operating
Cost
Main
Module
Sub - Module
3
Safety culture and
promotion
Booz & Company
ACP GAIS - 2_GA Airport_Revised Oct 2011_EN_vf.ppt
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2
In China, GA refers to all civil aircrafts activities other than public
aircraft transportation activities
NON EXHAUSTIVE
Definition of General Aviation
China:
General Aviation refers to all civil aircrafts activities other
than public aircraft transportation activities. Including
flight operations associated with industrial, agricultural,
forestry, fishery and construction, and other purpose
operations such as medical and sanitation, emergency
rescue, Meteorological sounding, ocean monitoring,
scientific experiments, education and training, culture
and sports etc.
FAA:
General aviation (GA) refers to all flights other than military
and scheduled airline flights, both private and
commercial.
ICAO:
General aviation comprises all aircraft that are not operated
by commercial aviation or by the military.
(*)
(1)
(2)
(3)
Source:
Three Main Categories of General Aviation Flight Activities*
General Aviation
Public Service
Economic
Construction
Consumer
Aviation
Agriculture
Aerial
Photography
Training and
Sports
Forestry
Mine
Exploration
Tourism
Meteorology
Petroleum
Services
Business Travel
Disaster Relief
Others2
Private Use
Others1
CAAC categorization
Others include aircraft seeding, pest control, farming and emergency rescue
Others include remote sensing, power line services and industrial associated applications
Non scheduled commercial operations include air taxi and air charter operations
Committee of General Aviation Specialist of China Aviation Industrial Base (CAIB), CAAC and Booz Allen analysis
Booz & Company
ACP GAIS - 2_GA Airport_Revised Oct 2011_EN_vf.ppt
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Non scheduled
commercial
operations3
3
Airports is an essential infrastructure to enable and support GA
development
Number of Airports by Usage and Certification
 In the U.S. majority of airports are private use airports and
non-Part 139 certified public use airports that serve GA
(i.e. 98% of the total 19,653 civil airports in the U.S.)
 In China, the total number of general aviation airports and
temporary take-off and landing locations was 398 (69
general aviation airports and 329 temporary take-off and
landing locations) (end 2007 statistics)
 However, temporary landing facilities do not contribute to
the growth of GA as they do not promote investment and
long term use. Fully capable, permanent GA airport
infrastructure is required
 Based on U.S. experience, for larger GA sector the
following is needed:
– Government financial support for GA is primarily for GA
airport development improvement
– China current programs on commercial airport
improvement should also include ability of GA to use
those improved or newly added airports
– Commercial airports have to accept GA traffic at the
same time commercial operation are conducted
– Commercial airports need GA facilities such as FBOs,
fuels and aircraft services
(as of 31 December 2008)
Civil public use Part 139
560
Civil public use
3%
Non-Part 139
4,642 24%
Large number of
non-Part 139
and private use
airports
Number of Airports by Type
Stolports
82
Gliderports Balloonports
35 14
Ultralight flightparks
Seaplane bases
1%
139
503
3%
Heliports
0%
5,568 28% 0%
0%
Airports
This
Large number
68% 13,589
Source: FAA Fact Book 2008, Booz & Company analysis
Booz & Company
ACP GAIS - 2_GA Airport_Revised Oct 2011_EN_vf.ppt
74%
Total Civil
Private Use Airports
14,451
∑ 19,653
Prepared for ACP
of heliports
∑ 19,930
includes
277 military
airports
4
U.S. has a policy and regulatory system that encourages GA airport
infrastructure development critical to enable and support GA
growth
GARA I
benchmark
study identified
that airport and
airspace are two
critical
Public infrastructure
use
that enable GA
airports
growth
No 14CFR Part
139 certification
required
GA Airport Infrastructure Regulatory Difference
(Summary)
Airports Serving Scheduled
Airlines
Primary Airports
Commercial Service Airports
All permanent GA airport
development need to seek approval
and be Part 139 certified
Reliever Airports
General Aviation Airports
General Aviation Airports
Other Private-use airports
Temporary Landing Strips
 Privately owned and used airports
are not regulated as they only may
be used for slow and simple aircraft
for which the requirements for safe
operation are only a clear landing
area do not justify resources for
providing oversight
 China lacks appropriate policy and
regulations to enable and encourage GA
airport development
 No private-use GA airports
Source: Booz & Company analysis
Booz & Company
ACP GAIS - 2_GA Airport_Revised Oct 2011_EN_vf.ppt
Temporary landing
facilities do not
contribute to the
growth of GA as they
do not promote
investment and long
term use
Prepared for ACP
Underdeveloped GA airport
infrastructure to enable GA
growth
5
Summary of observations and recommendations for Module 2: GA
Airport (1/2)
Module 2: GA Airport
Key Areas
 GA Airport
Policy and
Regulations
Booz & Company
U.S. (FAA) Observations
China (CAAC) Observations
 The U.S. has a integrated civil
 Current airport policy and
aviation airport planning approach
regulations mainly target at airports
at federal, regional, state and local
serving scheduled air carriers
– GA airport is not included in the
government levels including GA
national airport development
airports
strategic plan
 In the U.S. majority of airports are
–
No regulations and guidance
private use airports and non Part
materials to guide private sector
139 certified public use airports
airport development and
 GA airports and heliports are
approval process
exempted from Part 139
– No CAAC national funding
certification but they are:
policies for GA airport
– obligated to meet certain design
development
requirements if receiving federal  There is no exemption on
funds
registration and compliance
– subject to licensing requirements
resulting in too stringent
imposed in respective states
requirements for GA airports
 Airport Improvement Program (AIP)
– The planning approval process is
is a federal level grant program that
onerous even for temporary
funds planning and development of
landing strip serving light aircraft
public-use (either publicly or
 There is no policy on charges/ fees
privately owned airports included in
for airport related charges (e.g.
the NPIAS in the U.S.
airport facility and airspace usage
 Two third of AIP funding goes into
charges)
small airports (GA airports)
ACP GAIS - 2_GA Airport_Revised Oct 2011_EN_vf.ppt
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Recommendations
 Develop regulations and guidance
materials for GA airport
development (both government or
private driven investment)
 Integrate GA airport planning and
development into future national
airport system planning process
 Simplify the current GA airport
planning and approval process,
shorten approval lead time and
produce guiding materials
 Conduct feasibility study on a
dedicated funds for GA airport
development
 Develop policies to guide airport
usage fees for GA operation to
encourage the growth of GA by
minimizing charges
6
Summary of observations and recommendations for Module 2: GA
Airport (2/2)
Module 2: GA Airport
Key Areas
 GA Airport
Design
Booz & Company
U.S. (FAA) Observations
China (CAAC) Observations
Recommendations
 FAA has established
 China has guidance materials on
 Develop GA airport design
comprehensive airport engineering,
GA airport and heliport design
requirements that align with
design, and construction standards  Ground Equipment of General
different segments (temporary
through issuance of series 150
Aviation Aerodrome standards
landing strips, heliport, flying clubs
advisory circulars
dates back to 1999 and need
etc.) and applications
 AC 150/5300-13 provides general
review to meet needs of different
design standards and
GA applications
recommendations for all airports
 Current CAAC Technical Standards
 AC 150/5390-2 Heliport Design
for Flying Area of Civil Heliport
provides standards for heliport
does not prescribe specific
design and development in the
requirements by applications
U.S., including
– General aviation heliports
– Transport heliports
– Hospital heliports
ACP GAIS - 2_GA Airport_Revised Oct 2011_EN_vf.ppt
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7
Executive summary
GA airport regulations
GA airport planning and design
GA airport funding
Appendix
Booz & Company
ACP GAIS - 2_GA Airport_Revised Oct 2011_EN_vf.ppt
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8
GA Airport Module aims to identify policy and regulatory
improvement opportunities to support GA infrastructure
development
 The overall objective of GA Airport Module is to identify policy and regulatory improvement
opportunities to support development of new general aviation airports and improve existing
infrastructure in China
 The scope of the module includes conducting regulatory difference analysis between the U.S. and
China GA airport system, and recommend improvement measures in the following areas:
– Overall GA airport policy and regulations
– GA airport planning and design
– GA airport funding
Booz & Company
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9
China has positioned airports as a public-use infrastructure that
must be co-funded by the government and operational revenues
Airport Management Philosophies
 Free public facilities
 Viewed as a profit
Pure Welfare Model
Pure Business Enterprise Model making venture
at the government
（公益性）
(营利性)
expense
 Should be self Financially supported
sustaining and
by a general tax
unsupported by local
levies and revenue
tax funds
 Government is
 Must adopt a fee and
obliged to provide
rate structure that
airport services if not
would assist in
provide by private
recovering revenues
Public-Use
Model
interests
（公共性）
 The State Council has enforced a revised “Civil Airport Management Regulations” in
July 2009
 The regulations clearly defined airports as a “public-use” infrastructure which has a
combination of both pure welfare and profit driven business characteristics
 The requirements for airport development and operation management (such as
decision making, budgeting, supporting airport operations, and collection of revenue)
reflect the defined positioning should reflect that management philosophy adopted
Source: CAAC, Booz & Company analysis
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10
This is similar to the U.S. where about three quarter of GA airports
in the U.S are subsidized based on a survey conducted
FAA Center of excellence for General Aviation Research (CGAR)
General Aviation Airport Funding Strategies Study
Proportion of Subsidized Airports
Proportion of Different Types of Subsidized Airport
Subsidized only for CIP
Non-subsidized (1)
24%
26%
Subsidized only 10%
for operation
74%
Subsidized (2)
66%
Subsidized for both
Operation and CIP
Sample Size = 588 GA airports in the U.S. in different regions
1)
Non-subsidized GA Airport - Airport with ability to generate adequate revenue to cover all normal expenses for its operation, administration, and maintenance, and for the local share of federal
and/or state funded capital improvement projects (matching funds)
2)
Subsidized GA Airport - All others
Source: Embry Riddles CGAR Research, Booz & Company analysis
Booz & Company
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11
In China the States Council decrees and civil aviation regulations
regulate civil airport development and construction universally
Civil Aviation Regulations
Decrees by the State Councils
Planning and  CCAR-158 民用机场建设管理规定 (civil airport development
management)
Development
Design and
Construction
Operation
Booz & Company
 民用机场管理条例 (civil airport management regulations)
 《关于建设机场和合用机场审批程序的若干规定》的通知
(Approval procedures for civilian and joint civilian/military
airport development/construction)
 CCAR-165 民航专业工程质量监督管理规定 (Civil aviation
engineering project quality management rules)
 国务院、中央军委关于保护机场净空的规定 (Navigable
airspace protection requirements)
 CCAR-97FS-R1 航空器机场运行最低标准的制定与实施规定
(Minimum standards for aircraft operating at airports)
 CCAR-97FS-R2 中国民用航空总局关于修订《航空器机场运
行最低标准的制定与实施规定》的决定 (revision of CCAR97FS-R1)
 CCAR-139CA-R1 民用机场使用许可规定 (civil airport
certification)
 CCAR-137CA-R2 民用机场专用设备使用管理规定 (civil
airport equipage management)
 CCAR-139-II 民用运输机场应急救援规则 (Emergency and
rescue procedures for civil airports)
 CCAR-140 民用机场运行安全管理规定 (Safety
management system for civil airports)
 CCAR-252FS 民用机场和民用航空器内禁止吸烟的规定
(Non-smoking requirements for airports and aircraft)
 CCAR-331SB-R1 民用机场航空器活动区道路交通安全管理
规则 (Road safety within civil airport)
 国务院、中央军委关于加强机场地面安全措施的通知
(Enhance ground safety and security at airports)
ACP GAIS - 2_GA Airport_Revised Oct 2011_EN_vf.ppt
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 国务院、中央军委《关于军民合用机场使用管理的若干暂
行规定》的通知 (Management of joint military and civil
airports)
12
Current policy and regulatory systems have several gaps that
constrain the development of GA airport infrastructure in China
CHINA
Key Issues Related to China General Aviation Airport Regulations
Key Issues Identified
Impact
 Civil Airport Management
Regulations (new version
issued on 30 April 2009)
 There are no regulations covering specifically GA airports and
private airport development
 CCAR 158 requirements primarily target at the needs of airports
serving scheduled commercial airlines
 There is also no emphasis on national GA airport system
development plan
 No distinction for small GA airports
(including landing strips) from large
commercial airports
 Undermined the importance and roles of
GA airports in emergency situations
 National Civil Airport Plan
 11th five year plan
 GA airport is not included in the national airport development
strategic plan
 No system approach towards long term
GA airport development planning
 CCAR-158: Civil Airport
Construction Regulation
 No regulations to guide private sector airport development and
approval process
 Regulations more applicable to government funded public
transport airport development
 They are too restrictive to stimulate GA airport development
 Application for approval of private airport
development is almost impossible as
relevant regulations do not exist
 The development of GA airports is
restricted
 Regulation on Airport
Construction Approval
Process
 Need Multiple Stakeholder Approval: CAAC, Local Government,
NDRC, Military
 The design and development process follows the model of public
transport airport process
 Time consuming process
 Planning approval usually requires 2
years
2 Design
 -
 China has guidance materials on GA airport and heliport design
 Ground Equipment of General Aviation Aerodrome standards
dates back to 1999 and need review to meet GA needs
 Current CAAC Technical Standards for Flying Area of Civil
Heliport does not prescribe specific requirements by applications
 Lack of guidance on GA airport design for
different applications
 Over restrictive requirements
3 Operation
 CCAR-139CA-R1: Civil
Airport Certification
 No exemption of airport certification. In the U.S. privately owned
and used airports are not regulated as they only may be used for
slow and simple aircraft for which the requirements for safe
operation are only a clear landing area do not justify resources for
providing oversight
 No distinction between commercial / GA / Landing areas
 Cannot provide appropriate airport
certification
1
Regulations
Planning
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1
Planning
The U.S. has a system based airport planning approach at federal,
regional, state and local government levels including GA airports
U.S.
System Based Approach to Airport Planning in the U.S.
FEDERAL
 National Plan of
Integrated Airport
System (NPIAS)
– Identifies airports that
are eligible for federal
funding and estimates
the amount of funding
required to meet the
needs
REGIONAL
STATE
 Regional Aviation
System Plan
– Guides development of
airports in different
states
 State Transportation Plan
– Guides development of the
state transportation system
(aviation, land transport etc.)
The NPIAS and state/local
aviation master Plans include
GA airports receiving
government funding
 Communications and critical decision flow
STATE/LOCAL
 State Law
– Provides authorities and sets
requirements for local planning
LOCAL
STATE
 State Aviation System Plan
– Guides development of the
state air transportation
system
LOCAL
 Airport Master Plan & Airport
Layout Plan
– Guides future development
of the airport: identifies
needed improvement
projects
 FAA AC150/5070-6B Airport Master Plan
– provide guidance on the preparation of master plans
 Comprehensive Plan
– Determines where growth occurs
LOCAL
 Development Regulation/Zoning
– Determines how growth occurs
LOCAL
 Permitting Process
– A formal process for ensuring that
individual projects follow
requirements set out in
development regulations and
guiding principles set our in the
comprehensive plan
Source: Booz & Company analysis
Booz & Company
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1
Planning
NPIAS identifies airports that are significant to national air
transportation and estimates the infrastructure development needs
Description of NPIAS (National Plan of Integrated Airport System)
Background of NPIAS
 The Federal Airport Act of 1946
established the requirement for
the formulation and annual
revision of the five-year National
Airport Plan (NAP)
 The requirements for the plan has
been developed and revised for
several times during the past 60
years
Purpose of NPIAS
 The NPIAS is used by Federal
Aviation Administration (FAA)
management in administering the
AIP.
 It supports the FAA’s goals
identified in the Flight Plan for
safety and capacity by identifying
the specific airport improvements
that will contribute to achievement
of those goals
 Section 47103 of Title 49 of U.S.C.
directs the Secretary of
Transportation to maintain a plan
(NPIAS) for developing public-use
airports in the United States
General aviation
airports are part of
NPIAS
Contents/Requirements of NPIAS
 The plan shall include the type and estimated cost
of eligible airport development necessary:
– to provide a safe, efficient, and integrated system
of public-use airports
– adequate to anticipate and meet the needs of
civil aeronautics
– to meet the national defense requirements
– to meet identified needs of the United States
Postal Service
 The plan shall consider the needs of each segment
of civil aviation and the relationship of each airport
to:
– the rest of the transportation system in the
particular area
– forecasted technological developments in
aeronautics
– forecasted developments in other modes of
intercity transportation
Source: NPIAS, Booz & Company analysis
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1
Planning
In China Civil Airport Management Regulations have not placed
due emphasis on the GA airport development
CHINA
The State Council’s Civil Airport Management Regulations
Section
2
14
32
Restrictive Regulations
Comments
 This regulation is applicable to
 Is temporary take-off and landing
civil aviation airport planning,
point also covered?
construction, operation,
 The regulations are silent on the
management and other activities.
GA airport development by
Civil aviation airport includes air
private sectors
carrier and general aviation
airports
 Planning and development of
 The most relevant regulation is
general aviation airports shall
CCAR 158 Civil Airport
follow requirements as stipulated
Development Management
by the states
Regulations
 However, the regulations are
more suited for airports serving
scheduled airlines
 Section 32: In case of
emergency, public transport
airports should coordinate with
local government, air traffic
management bureau, and civil
aviation administration for
disaster relief
 Roles that GA airports during
emergency situations are not
explicitly mentioned
 GA airport development should
also serve national emergency
response needs
 There are no regulations covering
specifically GA airports and private
airport development
 CCAR 158 requirements primarily
target at the needs of airports serving
scheduled commercial airlines
 There is also no emphasis on national
GA airport system development plan
 As the result, GA airports have not
been featured in both National Civil
Airport Development Plan and 11th Five
Year Plan
Source: Civil Airport Management Regulations, Booz & Company analysis
Booz & Company
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Planning
1
CCAR 158 requirements target primarily at public transport
airports and are restrictive to encourage GA airport development
CHINA
CCAR 158 Civil Airport Development Management Regulations
 Section 73 of CCAR 158 stipulates that the same planning and
development requirements are applicable to GA airports
 CCAR 158 requirements are more applicable to government
funded public transport airport development in accordance with
National Civil Airport Master Plan. They are too restrictive to
stimulate GA airport development
Regulations for public
transport airports
Section
2
4
9
10
Comments on Relevance to GA
airports
 The requirements are
 No mentioning of private GA airport
applicable to the planning
development and temporary landing
and construction of newly
areas
build, rebuild and extend
civil airports. Civil airports
include public transport
airport and GA airport
 For public transport
 There is no master planning
airports: The planning and
approach for GA airports to guide
construction shall follow
development
the national civil airport
 GA airports development by private
development plan and
sectors should be exempted from
processes
this requirement unless it receives
government funding
 There needs to be 2 to 3
candidate sites for each
airport
Section
11, 12
and
14
15
 These requirements may be waived
for temporary landing areas or
simple GA airports
Regulations for public
transport airports
 The initial selected
airport sites should be
applied by provincial
government
 Need to be finally
approved by CAAC
Comments on Relevance to GA
airports
 The regulations should allow
applications by developers/
managing organization for selected
GA airport category with the approval
from local government
 The approval process for GA airport
can be delegated to regional CAAC
office
 Planning requirements:
 For simple GA airports (and
– Planning should be
temporary landing areas) these
done by certified
requirements are restrictive
institutions
 For selected GA airport category,
– 2 to 3 comparable
CAAC should evaluate a more
planning options
appropriate planning requirements
required
– Planning horizon of 10
years for the shortterm and 30 years for
the long-term
 The detailed requirement  A section dedicated to GA airports
of overall plan is totally
should be drafted (see comments on
designed for public
Section 11, 12 and 14 above)
airport. e.g. terminal and
fuel supply
Source: CCAR 158, Booz & Company analysis
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1
Planning
The airport planning and development approval process in China
is time consuming as compared to the U.S.
Process of Airport Planning and
Development Approval in China
Local
Government
(Province
Equivalent)
Regional
Aviation
Administration
CAAC
NDRC
State Council
Military
Process of Airport Planning and
Development Approval in California
Airport
Construction
Plan
Application
Application
Applicants
 Submit “Site Approval
Form” with some other
required items
Primary
Examination
Local
Department of
Transport (or
Aeronautical
Bureau)
Examination
Review and
Approve
 Check whether the
application is complete in
10 working days
 Process the application
Approval
Repeated for all
3 planning
phases
Approval of
Airport
Construction
Plan
Time
Usually 2 year, at least 1.5 years
The process is repeated for all three phases: Airport site selection, preliminary
feasibility study, final feasibility study
FAA
Time
 Notice FAA
when the
File
applicants
Notification to
get the
FAA
approval
Min: 15 workings days, Mean: 30
working days; Max: 45 working days
Source: CCAR 158, California Department of Transport, Booz & Company analysis
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1
Planning
The planning approval process is onerous even for temporary
landing strip serving light aircraft
CHINA EXAMPLE
Zhejiang Hengdian GA Temporary Landing Area Approval Process and Timeline
No.
Official Document Issuing Entity
Title
Issuance Date
1
• Shanghai ShiShiDai Airport Design
Institution
• Site selection report for Zhejiang Hengdian GA Temporary
Landing Area
February 2002
2
• Bureau of Geology and Mineral
Resources of Dongyang City
• Impact of Hengdian airport site selection on mineral resources
1 February 2002
3
• Zhejiang Government (issued to Nanjing
Air Force)
• Relocation of Dongyang Hengdian Temporary Landing Area
1 September 2002
4
• Air Force of the People's Liberation Army • Approval for Relocation of Dongyang Hengdian Temporary
(Issued to Provincial Government and
Landing Area
Nanjing Airport)
26 September 2003
5
• Zhejiang Huatong GA Company
• Proof of Fuel Supply
5 November 2003
6
• Zhejiang Provincial Government
• Notice issued by Zhejiang Provincial Government
2 February 2003
7
• CAAC Zhejiang Office
• Support of Construction of Dongyang Temporary Landing Area
3 August 2005
8
• Zhejiang Provincial Department of Land
Resources
• Land Use Assessment of Zhejiang Dongyang Hengdian
Temporary Landing Area
30 April 2006
9
• Dongyang Telecommunication (Hengdian • Line Condition at Hengdian Airport Location
Branch)
-
10
• Hengdian Town Local Government
• Agreement for Relocation
10 July 2006
11
• Environmental Bureau of Dongyang City
• Environmental Assessment Report for Zhejiang Province
September 2006
Dongyang Hengdian Temporary Landing Area Relocation Project
Project Background
 Applicant: Hengdian Group
 Fleet:
10 units of Y5, 2nits of Y12, 2 units of Haiyan 650C
Source: Zhejiang Construction Information Port, Booz & Company analysis
Booz & Company
ACP GAIS - 2_GA Airport_Revised Oct 2011_EN_vf.ppt
 Investment: RMB 44.5 million
 Scope:
Runway (non precision 600m), taxiway, hangar,
office building and provisions for future facilities
Prepared for ACP
From Site
Selection to
Approval form
Military
≈ 19 months
Support from
CAAC
≈ 21 months
Other Approvals
≈ 13 months
Temporary landing
facilities do not
contribute to the
growth of GA as
they do not
promote investment
and long term use
19
2
Design
FAA has established comprehensive airport engineering, design,
and construction standards through issuance of series 150 advisory
FAA
circulars Airport Engineering, Airport Design, and Airport Construction Standards
Item
Item
Reference
Item
Reference
Reference
Airport Design
AC 150/5300-13
ARFF Water Supply
AC 150/5220-4
Runway Length Requirements
AC 150/5325-4
Airport Drainage
AC 150/5320-5
AWOS
AC 150/5220-16
Runway Length Requirements
AC 150/5325-4
Airport Layout Plans
AC 150/5070-6
Beacons
AC 150/5340-30
Runway Surface Monitors
AC 150/5200-30
AC 150/5340-30
Compass Calibration Pad
AC 150/5300-13
(Appendix 4)
Runway Thresholds
AC 150/5300-13
(Appendix 2)
Construction Standards
AC 150/5370-10
Segmented Circle
AC 150/5340-5
Airport Lighting Runway/Taxiway
Airport Lighting - Runway
Centerline
AC 150/5340-30
Deicing Facilities
AC 150/5300-14
SMGCS
AC 150/5340-30
Airport Lighting - Radio Control
AC 150/5340-30
Disability Access to Airports
AC 150/5360-14
Snow Removal Operations
AC 150/5200-30
Airport Marking
AC 150/5340-1
EMAS Arresting System
AC 150/5220-22
SRE Buildings
AC 150/5220-18
Airport Master Plans
AC 150/5070-6
Fuel Storage
AC 150/5230-4
SRE Equipment
AC 150/5220-20
Airport Signage
AC 150/5340-18
Heliport Design
AC 150/5390-2
Airport Terminal Facilities
AC 150/5360-13
Landfills
AC 150/5200-34
State Standards for Non-primary
Airports
AC 150/5100-13
Land and Hold Short Lighting
AC 150/5340-30
VASI
AC 150/5340-30
Apron
AC 150/5300-13
(Appendix 5)
Marking of Airport Vehicles
AC 150/5210-5
Wildlife Attractants
AC 150/5200-33
ARFF Building
AC 150/5210-15
Operational Safety - Construction AC 150/5370-2
Wind Analysis
AC 150/5300-13
(Appendix 1)
Wind Cones
AC 150/5340-30
Wind Cones - Supplemental
AC 150/5340-30
Windrose
AC 150/5300-13
(Appendices
1, 11)
ARFF Equipment - DEVS
AC 150/5220-10
PAPI
AC 150/5345-28
ARFF Equipment - Clothing
AC 150/5210-14
Passenger Lift for the Impaired
AC 150/5220-21
ARFF Training Facility
AC 150/5220-17
Pavement Design
AC 150/5320-6
ARFF Vehicle - Small Dual Agent AC 150/5220-10
Pavement Management System
AC 150/5380-7
ARFF Vehicle
REIL
AC 150/5340-30
AC 150/5220-10
Source: FAA
Booz & Company
ACP GAIS - 2_GA Airport_Revised Oct 2011_EN_vf.ppt
Prepared for ACP
20
2
Design
AC 150/5300-13 provides general design standards and
recommendations for all airports
FAA
Key Elements covered by
Airport Design Advisory Circular
Airport Geometry
 Purpose: The advisory circular contains the
Federal Aviation Administration’s (FAA) standards
and recommendations for airport design
Runway Design
Core
AC 150/5300-13 Airport Design
Taxiway and
Taxilane Design
 Applicability:
– The standards and recommendations contained
in this advisory circular are recommended by the
FAA for use in the design of civil airports
– At certificated airports, the standards and
recommendations may be used to satisfy
specific requirements of FAR Part 139,
Certification and Operations: Landing Airports
Serving Certain Air Carriers, Subpart D.
Appendix
– For airport projects receiving Federal grant-inaid assistance, the use of these standards is
mandatory
Surface Gradient and
Line of Sight
Site Requirements for
Navaid and ATC Facilities
The Effects and
Treatment of Jet Blast
Runway and Taxiway
Bridges
Wind Analysis
Runway Design Rationale
Runway and Sitting
Requirements
Taxiway and Taxilane
Design Rationale
Airport Reference Point
Compass Calibration Pad
Small Airport Building,
Airplane Parking and
Tiedowns
Taxiway Fillet Design
Computer Program
Airplane Data
Declared Distance
Source: FAA Airport Design Advisory Circular AC150/5300-13, Booz & Company analysis
Booz & Company
ACP GAIS - 2_GA Airport_Revised Oct 2011_EN_vf.ppt
Prepared for ACP
21
2
Design
AC 150/5390-2 Heliport Design provides standards for heliport
design and development in the U.S.
FAA
Why Is the Construction of Heliports Important
Descriptions of AC 150/5390-2 Heliport Design
 The modern helicopter is one of the most
versatile transportation vehicles known to man
 The helicopter has the capability of providing a
wide variety of important services to any
community that integrates this aircraft into its
local transportation system
 In addition to their service in the transportation
of people, helicopters have proven to be useful
to their communities in the following ways:
– Disaster Relief.
– Air Ambulance Services
– Police Services
– Moving High-Value Assets
 The most effective way for a community to
realize the benefits of helicopter services is by
developing or permitting the development of
places where helicopters can land and take off
 This advisory circular (AC) provides
recommendations for heliport design and
describes acceptable requirements to develop
a heliport, including:
– General aviation heliports
– Transport heliports
– Hospital heliports
 This AC applies to anyone who is proposing to
construct, activate or deactivate a heliport
 This AC is not mandatory and does not
constitute a regulation except when Federal
funds are specifically dedicated for heliport
construction
Source: AC 150/5390-2 Heliport Design, Booz & Company analysis
Booz & Company
ACP GAIS - 2_GA Airport_Revised Oct 2011_EN_vf.ppt
Prepared for ACP
22
2
Design
China has implemented standards for airport design and
construction under GB and MH document series
NON EXHAUSTED
Number
Title
National Standards
GB/T 18040-2000
民用航空运输机场应急救护设备配备 (Civil Airport emergency aid equipment)
GB/T 17836-1999
通用航空机场设备设施 (Ground equipment of general aviation aerodrome)
Civil Aviation Standards
MH/T7002-2006
民用航空运输机场消防站消防装备配备 (Air transport airport fire fighting station)
MH 7008-2002
民用航空运输机场安全防范监控系统技术规范 (Air transport airport security provisions)
MH/T 7010-2003
民用航空运输机场安全检查信息管理系统技术规范 (Air transport airport security information system management)
MH/T 7003-1995
民用航空运输机场安全保卫设施建设标准 (Air transport airport security provisions construction standards)
MH/T 7002-1994
民用航空运输机场消防站装备配备 (Air transport airport fire fighting station facility)
MH/T 6034-2004
机场道面除冰防冰液 (De-icing agents for airport runway)
MH/T 6032-2003
机场跑道摩擦系数测试车使用技术规范 (Airport runway friction coefficient test vehicle)
MH/T 6028-2003
旅客登机桥 (Aero bridge)
MH/T 6013-1999
机场升降式高杆灯 (Airport lighting)
MH/T 6011-1999
滑行引导标记牌 (Signage for taxiway)
MH/T 5103-2004
民用机场信息集成系统技术规范 (Integrated information system for airport)
MH/T 5102-2004
机场飞行区草地建植技术要求 (Technical requirements for grassplot construction by aerodrome movement area)
MH 5013-2008
民用直升机场飞行场地技术标准
MH 5002-1996
民用机场特种车辆、专用设备配备 (Civil airport special vehicles and specialized equipment)
MH/T 4005-1997
民用航空机场塔台空中交通管制设备 (Air traffic management equipment for civil airport tower)
MH/T 1001-1995
民用机场候机楼广播用语规范 (Airport terminal broadcasting standards)
Booz & Company
ACP GAIS - 2_GA Airport_Revised Oct 2011_EN_vf.ppt
Prepared for ACP
23
2
Design
Ground Equipment of General Aviation Aerodrome is the main
guidance materials on GA airport design
Ground Equipment of General
Aviation Aerodrome
Applicability
 Ground equipment of general aviation
aerodrome GB/T 17836-1999 was issued by
General Administration of Quality
Supervision, Inspection and Quarantine
(AQSIQ) in 1999, with participation/inputs
from CAAC
 The standard stipulates minimum equipage
recommendations for GA airports serving
fixed wing aircraft, helicopters
 It aims to enhance the standard
management of GA airports, ensure flight
safety and improve the quality and efficiency
of aerial work
 It does not cover broader GA airport design
standard requirements for other GA
applications (e.g. flying clubs, gliders,
balloons etc.)
Source: Ground Equipment of General Aviation Aerodrome, Booz & Company analysis
Booz & Company
ACP GAIS - 2_GA Airport_Revised Oct 2011_EN_vf.ppt
Prepared for ACP
24
2
Design
The standard classifies GA airport into different types and set
different requirements
Classification for GA Airports
Main Requirements
GA Airport for FixedWing Aircrafts
Heliports
 Permanent GA airport
– Fixed, based and long-term
 Temporary GA airport
– Seasonally or emergency
 Surface level Heliports
– The heliport on the ground
or water
 Elevated Heliports
– The heliport on top of high
buildings
 Helideck
– The heliport on the offshore
building
 Main technical indicators of flight zone
– Runway
– Runway shoulder
– Runway Strip
– Taxiway
– Parking Apron
 Visual air navigation aid
– Indicator sign
– Flight zone surface mark
– Lights
 Fire fighting device
 Communication Navigation Equipment
 Meteorological Observation Equipments
 Auxiliary Equipments
Source: Ground Equipment of General Aviation Aerodrome, Booz & Company analysis
Booz & Company
ACP GAIS - 2_GA Airport_Revised Oct 2011_EN_vf.ppt
Prepared for ACP
25
2
Design
Current CAAC Technical Standards for Flying Area of Civil
Heliport does not prescribe specific requirements by applications
Civil Heliport Technical Standards
Applicability
 This standard is applicable to heliport
technical standards
 It is not applicable to the landing area
requirements for helicopters conducting
aerial works at remote areas
 Unlike FAA’s AC 150/5390-2 Heliport
Design, it does not stipulates requirements
for heliports by application
– GA heliports
– transport heliports
– hospital heliports
Booz & Company
ACP GAIS - 2_GA Airport_Revised Oct 2011_EN_vf.ppt
Prepared for ACP
26
3
Operation
FAA only requires airports serving air carrier operations to obtain
airport operating certificates under Part 139 certification
Airports that Must be Certificated Under
14 CFR Part 139
Airport Operating Certificates (AOC)
 14 CFR Part 139 requires FAA to issue
airport operating certificates to airports that:
– Serve scheduled and unscheduled air
carrier aircraft with more than 30 seats
– Serve scheduled air carrier operations in
aircraft with more than 9 seats but less
than 31 seats; and
– The FAA Administrator requires to have a
certificate
 Compliance with 14 CFR Part 139 is
mandatory for airports serve air carrier
operations covered by the regulation
 Airport Operating Certificates serve to ensure
safety in air transportation
 14 CFR Part 139 establishes 18 areas of safety
standards (e.g. runway surfaces, training
requirements for aircraft rescue and fire fighting
personnel, development of an airport emergency
plan and a wildlife hazard management plan)
 To obtain a certificate, an airport must agree to
certain operational and safety standards/
requirements (depending on the size of the airport
and the type of flights available)
 FAA can issue certain exemptions to airports that
serve few passengers yearly and for which some
requirements might create a financial hardship
Scheduled Operation — any common carriage passenger-carrying operation for compensation or hire conducted by an air carrier for which the air carrier or its representatives offers in advance the
departure location, departure time, and arrival location. It does not include any operation that is conducted as a supplemental operation under 14 CFR Part 121 or public charter operations under
14 CFR Part 380;
Unscheduled Operation — any common carriage passenger-carrying operation for compensation or hire, using aircraft designed for at least 31 passenger seats, conducted by an air carrier for
which the departure time, departure location, and arrival location are specifically negotiated with the customer or the customer's representative. This includes any passenger-carrying supplemental
operation conducted under 14 CFR Part 121 and any passenger-carrying public charter operation conducted under 14 CFR Part 380
Source: FAA, Booz & Company analysis
Note:
Booz & Company
ACP GAIS - 2_GA Airport_Revised Oct 2011_EN_vf.ppt
Prepared for ACP
27
Operation
3
GA airports and heliports are exempted from Part 139 certification
but obligated to meet contractual obligations if receiving federal
funds
Airports Exempted from Part 139
 Does not apply to GA airports because they do not serve air carrier operations ( unscheduled operations of air
carrier aircraft with more than 30 seats and scheduled operations of air carrier aircraft with 10 to 30 seats)
 Operators of general aviation airports that accept Federal grant funds or the transfer of Federal property for
airport purposes must agree to contractual obligations under FAA Airport Compliance Program
GA Airports
Alaskan Airports
Heliport
 These obligations require the recipients to maintain and operate their facilities safely and efficiently and in
accordance with specified conditions. The obligations may include use of airport revenue, proper maintenance
and operation of airport facilities, protection of approaches, land use compliance and others as agreed
 While FAA does not certificate general aviation airports under the revised Part 139, the regulation contains
many safety procedures and practices FAA recommends for use at all airports
 Does not apply to Alaskan airports that:
– Do not serve air carrier aircraft with more than 30 seats; or
– During time periods when the airport is not serving air carrier aircraft with more than 30 seats
 Heliports are not required to be certificated under Part 139 because:
– Heliports typically are used by general aviation operators and serve very few air carrier operations
– There are very few helicopters that can seat more than nine passengers, and fewer still are used for
scheduled passenger operations
 While certification is not required, FAA encourages heliport operators to follow Advisory Circular (AC) 150/53902, Heliport Design (or obligated to comply with AC 150/5390-2 if they receive federal grants)
Note:
In addition to the above GA airports and heliports, airports serving scheduled air carrier operations only by reason of being designated as an alternate airport as well as airports operated by the
United States (such as military bases) are also exempted from Part 139 certification
Source: FAA, Booz & Company analysis
Booz & Company
ACP GAIS - 2_GA Airport_Revised Oct 2011_EN_vf.ppt
Prepared for ACP
28
3
Operation
Though exempted from Part 139 certification GA airports are
subject to licensing requirements imposed in respective states (1/2)
U.S. EXAMPLE
Virginia States Airport Licensing Requirements
 Public-use airports are licensed for several reasons, including a requirement that they have
sufficient financial responsibility to adequately protect public safety and investment
 The Public-use Airport License is issued in two parts, Part 1 is a formal certificate, and Part 2
provides information concerning runway configuration, length and width
Public-use Airport
 Licensing of private-use airport, heliport or landing area within five miles of a public-use airport
is mandatory
Private-use Airports
Within Five-Miles of a
Public-use Airport
 It is a one-time process designed to provide public review (to be conducted by Virginia
Department of Aviation) of an individual's desire to build or locate a private-use airport on
private property, to ensure no conflict with airspace of public use facility
 FAA’s approval of airspace is part of the review process
 There is no fee charged to license a private-use airport, and owners of other private-use
airports are only required to register their airports with the Department of Aviation
Private-use airports not
within five miles of
public-use airports
 Owners of private-use airports not within five miles of a public-use airport are only required to
register their airports with the Department.
Source: Booz & Company analysis
Booz & Company
ACP GAIS - 2_GA Airport_Revised Oct 2011_EN_vf.ppt
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3
Operation
Unlike the U.S. currently there is no exemption on registration and
compliance resulting in too stringent requirements for GA airports
CCAR Part 139 Airport Certification
Section
Summary of Requirements
Chapter 1
Section 2
1 This regulation applies to civil airports which includes air carrier
Chapter 2
Section 1
Certification
requirements
and GA airports
 The airport operator should be a legal person in PRC;
 The management of airport should have appropriate
experiences;
 The capital structure of airport should follow relative national
regulations;
 The airport organization and management system is well
established
 There are appropriate provisions of flight zone, terminal zone,
working zone, facilities and staff
 Provisions of necessary air traffic service, flight information
service, communication and navigation surveillance,
aeronautical meteorology in accordance with ATMB
requirements with corresponding operation management
process in place
 Approved flight procedure and minimum operation standard
 Safeguard facility and staffs that follows PRC civil airport
security regulation
 Appropriate proposal, facilities and staffs for emergency
response management
 Safety management system that meets the airport operation
requirements
2 Other basic requirements by CAAC
1
 No exemption on airport
certification
 No clear definition of temporary
landing area and its
requirements
2
 CAAC needs to provide a clear
definitions of “other basic
requirements”
 All the requirements should be
listed clearly in the regulation
(Items in red are not applicable to GA airports)
Source: CCAR 139 CA-R1, Booz & Company analysis
Booz & Company
ACP GAIS - 2_GA Airport_Revised Oct 2011_EN_vf.ppt
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GA Airport Funding
In the U.S. public-use airports that serve civil aviation are eligible
for Federal Airport Improvement Program funding
Types of Airports and Airport Activities
Definition of Airport Categories
Airport Classification
 The only airports, or portions thereof, eligible for
AIP funding are public use airports that serve
civil aviation (and must be included in the
NPIAS)
 A public-use airport is an airport open to the
public that also meets the following criteria:
– Publicly owned, or
– Privately owned but designated by FAA as a
reliever, or
– Privately owned but having scheduled service
and at least 2,500 annual enplanements
Commercial
Service:
Publicly
owned
airports that
have at least
2,500
passenger
boardings
each calendar
year and
receive
scheduled
passenger
service
Primary:
Have more
than 10,000
passenger
boardings
each year
Hub Type: Percentage of
Annual Passenger
Boardings
Common Name
Large:
1% or more
Large Hub
Medium:
At least 0.25%
but less than 1%
Medium Hub
Small:
At least 0.05%
but less than 0.25%
Small Hub
Non-hub (1):
More than 10,000,
But less than 0.05%
Nonhub Primary
Non-primary Non-hub:
At least 2,500,
and no more than 10,000
Noprimary (Except Commercial Service)
Nonprimary
Commercial
Service
Reliever
(2)
General Aviation (3)
Other than Passenger Classification
Cargo Service
Note:
1) Nonhub airports - locations having less than 0.05 percent of the U.S. passengers, including any nonprimary commercial service airport, are statutorily defined as nonhub airports.
2) Reliever airports are airports designated by the FAA to relieve congestion at Commercial Service Airports and to provide improved general aviation access to the overall community
3) The remaining airport, while not specifically defined in Title 49 USC, are commonly described as General Aviation Airports.
Source: FAA, Booz & Company analysis
Booz & Company
ACP GAIS - 2_GA Airport_Revised Oct 2011_EN_vf.ppt
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GA Airport Funding
Department of Transport of different states also provide aid
programs and loans to support GA airport development
CALIFORNIA EXAMPLE
Main State Aid Programs for Airports in California
Annual Credit
Grant
AIP Matching
Grant
 Provides a $10,000 per year entitlement to
eligible publicly-owned, public-use airports for
expenditure at the sponsor’s discretion
 Assist General Aviation (GA) airports in meeting
the local match for federal Airport Improvement
Program (AIP) grants
 The state grant is 2.5% of the AIP amount.
Eligible projects must benefit GA and be included
in the Capitol Improvement Program (CIP)
element of the California Aviation System Plan
 Acquisition and Development (A&D) grants are
for eligible projects subject to programming and
Acquisition and
allocation by the CTC
Development
(A&D) Grants  An airport land use commission (ALUC) can
receive funding to either prepare or update a
comprehensive land use plan (CLUP)
The sole funding source for these grants is excise tax
revenues on general aviation (GA) gasoline (18¢ per gallon)
and for jet fuel (2¢ per gallon)
Local Airport Loan Program
 The Local Airport Loan Account is a revolving
fund that was initiated with seed money from
the Aeronautics Account. As principal and
interest payments are returned to the Loan
Account, additional loans can be provided to
airports
 To be eligible for the loan, the airport must be
owned by an eligible public agency (e.g., a city,
county or airport district)
 Loans are available for revenue generating
projects such as hangers and fueling facilities
 Loans can be made for airport development
projects also
 Finally, loans can be made to assist the
sponsor with the local match for an AIP Project
 Generally, the term of a loan will vary between
8 and 17 years depending upon the amount of
the loan
Source: California Department of Transportation, Booz & Company analysis
Booz & Company
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GA Airport Funding
GA airports in the U.S. exploit different revenue sources by
imposing charges to their fund development and operation
Typical Sources of Airport Revenues
Operating rental/
lease revenue
sources
Airport operational
income revenue
sources
 Hangar rental
 Hangar land
lease
 Passenger
terminal building
structured lease
 Aircraft landing
fees
 Aircraft parking/
tie down fees
 Airport
Equipment Use
Fees
 Motor Vehicle
Parking Revenue
 Fuel sales/
flowage fee
revenue
Non-aeronautic revenue
sources










Business Parks
Golf course
Vehicle parking
Car dealers
Rental car agencies
Campground/RV parking
Agricultural Lease
Mineral rights
Field sports
Special activities and
events catering to both
aviation and nonaeronautical interests
ACP GAIS - 2_GA Airport_Revised Oct 2011_EN_vf.ppt
% of
respondents
20
19
17
Prepared for ACP
16
15
14
13
11
10
10
5
0
Build
Raise Raise
More T- Hangars fuel
hangars Rental prices
Rates
or
flowage
Hangar is the
fee
main revenue
generating
initiative
Source: Embry Riddles CGAR Research, Booz & Company analysis
Booz & Company
Initiatives to Increase Revenue of GA Airports
Surveyed
(Sample Size: 588 GA Airports)
Develop Build Develop Other
more
more
more
land for corporate land for
real hangars real
estate
estate
(aviation
(nonrelated)
aviation
related)
33
GA Airport Funding
The U.S. Department of Transport sets policy on airport fees to
safeguard the interest of air carriers and other aeronautical users
U.S. EXAMPLE
Principles Applicable to Airport Rates and Charges
Local Negotiation
and Resolution
 In general, the Department of Transportation relies upon airport proprietors, aeronautical
users, and the market and institutional arrangements within which they operate, to ensure
compliance with applicable legal requirements. Direct Federal intervention will be available,
however, where needed.
Fair and Reasonable
Fees
 Rates, fees, rentals, landing fees, and other service charges (‘‘fees’’) imposed on
aeronautical users for aeronautical use of airport facilities (‘‘aeronautical fees’’) must be fair
and reasonable
 Federal law does not require a single approach to airport rate-setting
Prohibition on
Unjust
Discrimination
 Aeronautical fees may not unjustly discriminate against aeronautical users or user groups
 The airport proprietor must apply a consistent methodology in establishing fees for
comparable aeronautical users of the airport.
Requirement to be
Financially SelfSustaining
 Airport proprietors must maintain a fee and rental structure that in the circumstances of the
airport makes the airport as financially self-sustaining as possible
Requirements
Governing Revenue
Application and Use
 In accordance with relevant Federal statutory provisions governing the use airport revenue,
airport proprietors may expend revenue generated by the airport only for statutorily allowable
purposes
Source: RIN 2120–AF90 Policy Regarding Airport Rates and Charges, Booz & Company analysis
Booz & Company
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GA Airport Funding
China has established a national fund for civil airport
development but it should be extended to cover GA airports
Applicability of Airport Development Fund
 It covers public transport airport only
Specific Civil Aviation Fund for
Airport Construction
 New airport Project: new civil airport,
military and civil airport expansion
Public Civil Airports are important
infrastructure of public benefits and
serve the development of national
wealth and society
 Existing airports: there are six categories
covering the construction and maintenance
work of airport facilities
The fund will focus on safety facilities,
non-developed area, and middle to
small size airports
 Others: Other construction projects that
represent the activities of the government
and other lost of fixed assets of airport due
to natural disaster
The source of fund is the fee of civil
airport construction charged from the
passengers
Mainly address the
needs of public
transport airport
Source: Specific Civil Aviation Fund for Airport Construction, Booz & Company analysis
Booz & Company
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GA Airport Funding
In China, some operating costs are not very transparent and
difficult to capture thus fee related policies are essential
GA Operator Interview Findings
AIRSPACE
“We have canceled our Aircraft
Management function due to it is very
difficult to apply for the airspace usage
- you’ll need relationship with the
military”
PENSION COST
“After restructuring, some of the GA
companies carry heavy burdens on
giving out pensions to a large group of
people”
AVIATION GAS
“Its difficult to get aviation gas in China
- we sometimes go to the military office
to get gas”
AIRPORT
“Most of the GA companies needs to
share airport facilities with air carrier the usage control of the airport is
limited - hence aircraft utilization rate is
low resulting in relative high costs”
Source: Interview findings
Booz & Company
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36
We recommend six initiatives that will help develop and improve
current GA airports in China
Key Areas
Key Recommendations
1
 Develop regulations or guidance materials for GA airport
1.1
development (both government or private driven investment)
 Develop GA airport design requirements that align with
1.2
different segments (temporary landing strips, heliport, flying
clubs etc.) and applications
GA Airport
Regulations
2
2.1
 Integrate GA airport planning and development into future
national airport system planning process
 Simplify the current GA airport planning and approval
2.2
process, shorten approval lead time and produce guiding
materials
GA Airport
Planning
3
3.1
 Conduct feasibility study on a dedicated funds for GA
airport development
 Develop policies to guide airport and airspace usage
3.2
fees for GA operation
GA Airport
Funding
Expected Benefits
 Clearer regulatory
requirements with regard to
GA airport development
 Avoid oversized or over
equipped GA airports
 System approach to national
GA airport development plan
 Shorter lead time for GA
airport development approval
 Adequate funds to support
GA development
 Fair and equitable usage fees
for GA operators and users
Source: Booz & Company analysis
Booz & Company
ACP GAIS - 2_GA Airport_Revised Oct 2011_EN_vf.ppt
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1.1
We have also drawn up high level descriptions of necessary tasks
for each of the recommended initiatives
Initiative 1.1: Develop Regulations or Guidance Materials for GA Airport Development
Initiative
 Develop regulations or guidance materials
for GA airport development
Task 1: GA Airport Regulatory System
 Refer to FAA airport regulatory system or
China public airport regulatory system
 Identify the required regulations for GA
airport development
Key Objectives
 Establish systemic regulatory system to support GA airport development
 Provide guidance materials to help on any possible obstacles during the GA airport
development
Task 2: Develop or Improve Regulations
 Refer to FAA regulations if the identified
required regulations are missing in China
 Develop appropriate regulations for GA
 Study the regulations that need to be
improved identified in task1 and find the
development needs
 Improve these regulations
Stakeholders to be Consulted




NDRC
Regional/local government
Military
ACP and GA airport operators
Booz & Company
Expected Benefits
 Clearer regulatory requirements with
regard to GA airport development
ACP GAIS - 2_GA Airport_Revised Oct 2011_EN_vf.ppt
Prepared for ACP
Task 3: Develop Guidance Materials
 Refer to the advisory circulars of FAA that
are relevant to airport development
 Draft the GA airport development guidance
material
Next Steps/Follow-up
 Set up steering committees/work groups
for each task
 Draft detailed scope and work plan
38
1.2
It is necessary to develop GA airport design requirements that
align with different segments and applications
Initiative 1.2: Develop GA Airport Design Requirements That Align With Different Segments and Applications
Initiative
 Develop GA airport design requirements
that align with different segments
(temporary landing strips, heliport, flying
clubs etc.) and applications
Key Objectives
 Understand the different needs for different GA segments and applications
 Provide the GA airport design requirements for different segments
Task 1: Understand Needs for Airport
Task 2: Develop Airport Design Requirements
 Segment GA activities appropriately into different segmentations and
applications
 Study the specific needs for airports of different segments and
applications
 Understand different needs for different segments and applications of
GA airports
Stakeholders to be Consulted
 GA airports operators
 CAAC
 Standardization Administration
Booz & Company
 Refer to FAA’s airport design requirements for different segments
and applications of GA activities
 Based on understanding for different needs for airports and FAA’s
example, develop airport minimum design requirements
– Public
– Rotorcraft
– Recreational, etc.
Expected Benefits
 Avoid oversized or over equipped GA
airports
ACP GAIS - 2_GA Airport_Revised Oct 2011_EN_vf.ppt
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Next Steps/Follow-up
 Set up steering committees/work groups
for each task
 Draft detailed scope and work plan
39
2.1
CAAC needs to implement a system based approach towards GA
airport planning and development
Initiative 2.1: Integrate GA Airport Planning and Development into Future National Airport System Planning
Initiative
 Integrate GA airport planning and
development into future national airport
system planning process
Task 1: Understand Current Status
 Study current GA airport status including
distributions, ownership, operation and
financial situations in China
 Identify the role and responsibilities that
GA airports should take in the future (e.g.
transportation, public duties, medical and
emergency/ disaster relief functions)
Key Objectives
 Provide clear national GA airports development plan
 Promote GA airport development
Task 2: Differentiate GA Airports
Task 3: Integrate GA Airport Planning
 Based on the identified roles and
responsibilities that GA should take in task
1, identify the differences between GA
airports and public airports
 Identify the development needs based on
current status and capability for GA airports
 Based on different roles that public airports
and GA airports should take, set the
development target for each sectors
 Develop the overall airport planning
including both GA airports and public
transport airports
Expected Benefits
Next Steps/Follow-up
Stakeholders to be Consulted




GA airports operators
CAAC
Regional Aviation Administrations
Local Government
Booz & Company
 System approach to national GA airport
development plan
ACP GAIS - 2_GA Airport_Revised Oct 2011_EN_vf.ppt
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 Set up steering committees/work groups
for each task
 Draft detailed scope and work plan
40
2.2
Simplifying the current GA airport planning and approval process
will improve effectiveness and efficiency
Initiative 2.2:Simplify the Current GA Airport Planning and Approval Process
Initiative
 Simplify the current GA airport planning
and approval process, shorten approval
lead time and produce guiding materials
Task 1: GA Airport Development Approval
 Work with stakeholders to clarify and
define approval requirement for GA airport
development
– Regional/ local government investment
– Private sector investment
– Conversion of military airports
– Classification and usage of GA airports
 Document processes and procedures
 Issue public consultation
Key Objectives
 Clarify ad define approval requirements and process for general aviation airports
 Provide guidelines on minimum design standards for general aviation airport planning,
development, construction and operation
 Define registration and certification requirements for GA airports
Task 2: GA Airport Approval Materials
 Consolidate and prepare a clear guidance
material on GA airport planning, develop
and construction approval processes and
related administrative requirements
Stakeholders to be Consulted




NDRC
Regional/local government
Military
ACP and GA airport operators
Booz & Company
Expected Benefits
 Shorter lead time for GA airport
development approval
ACP GAIS - 2_GA Airport_Revised Oct 2011_EN_vf.ppt
Prepared for ACP
Nil
 Nil
Next Steps/Follow-up
 Set up steering committees/work groups
for each task
 Draft detailed scope and work plan
41
3.1
The feasibility of a dedicated funds to support GA airport
development will be able to meet long term needs
Initiative 3.1:Conduct Feasibility Study of a Dedicated Funds for GA Airport Development
Initiative
 Conduct feasibility study on a dedicated
fund for GA airport development
Task 1: Define the needs for the funds
 Work with GA airports operators to
understand current airport operations and
financial status
 Define how much it needs and what is the
best way to fund GA airport
Key Objectives
 Clarify the needs for a dedicated fund for GA airport development
 Generate reliable capital sources for GA airport development fund
 Study the feasibility for a dedicated fund for GA airport development
Task 2: Find the reliable capital sources
 Work with the management of current civil
airport fund to see whether it is possible to
share the fund for GA airports development
 Refer to FAA’s practice to establish the
fund from some specific airport related tax
 Consolidate the information gained
 Follow the standard process to conduct
feasibility study for approval for GA airport
fund
Expected Benefits
Next Steps/Follow-up
Stakeholders to be Consulted




GA airport operators
CAAC
Tax Bureau
Management of Civil Airport Fund
Booz & Company
Task 3: Conduct Feasibility Study
 Adequate funds to support GA
development
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 Set up steering committees/work groups
for each task
 Draft detailed scope and work plan
42
3.2
Fair and equitable usage fees for GA operators and users help GA
industry develop healthily
Initiative 3.2:Develop Policies to Guide Airport Usage Fees for GA Operation
Initiative
 Develop policies to guide airport usage
fees for GA operation
Key Objectives
 Provide airport and GA operator a clear guidance on airport usage fees
 Help GA airports secure operating revenue
 Help GA airport achieve self-financing
Task 1: Understand the Cost Structure
Task 2: Develop Guidance
 Conduct a survey to understand the cost components and levels for
GA airport usage charges
 Work with selected GA airport operators to understand the cost
structure of airport operation
 Benchmark with the cost structure of GA airports in the U.S.
 Based on the baseline information collected, work with relevant
government authorities e.g. NDRC and military policy to develop
the principles and guidelines for airport and airspace usage fees for
GA operations
 Conduct public consultation
 Finalize the policy to guide airport and airspace usage fee for GA
operation
Stakeholders to be Consulted




GA operators
GA airport operators
Military
CAAC
Booz & Company
Expected Benefits
 Fair and equitable usage fees for GA
operators and users
ACP GAIS - 2_GA Airport_Revised Oct 2011_EN_vf.ppt
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Next Steps/Follow-up
 Set up steering committees/work groups
for each task
 Draft detailed scope and work plan
43
Executive summary
GA airport regulations
GA airport planning and design
GA airport funding
Appendix
Booz & Company
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The U.S. has developed a very large number of airport
infrastructure including GA airports
Number of Existing Airports by Ownership
and Use in the NPIAS
Classifications and Definitions of Airports
in NPIAS
19,815
Total U.S. Airports
5,190
Open to Public
4,150
Public Owned
Airport Type
14,625
Closed to Public
3,356 Existing
3,254 Public Owned
102 Private Owned
383
Primary
139
Commercial
Service
270
Reliever
2,564
General
Aviation
562 are certificated for air carrier operation (non GA)
Source: NPIAS, Booz & Company analysis
Booz & Company
 Primary
Airports
 Commercial service airports that have more than
10,000 annual passenger enplanements (also
referred to as boarding)
 Primary airports are grouped into four categories:
large, medium, and small hubs and non-hub
airports
 Commercial
Service
Airports
 Commercial service airports are defined as public
airports receiving scheduled passenger service
and having 2,500 or more enplaned passengers
per year
 Commercial service airports that have from 2,500
to 10,000 annual passenger enplanements are
categorized as nonprimary commercial service
airports
 Reliever
Airports
 Reliever airports are high-capacity general aviation
airports in major metropolitan areas
 General
Aviation
Airports
(those
qualified for
NPIAS)
 Airports that do not have scheduled commercial
aviation service
 They account for enough activity (having usually at
least 10 locally based aircraft) and are at least 20
miles from the nearest NPIAS airport
1,040
Private Owned
3,411
NPIAS Airport
(Of the 5,190 existing public use airports,
65% are NPIAS)
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Definitions
45
The U.S. Federal Government has set guiding principles for the
development of the national airport system
EXTRACTED FROM NPIAS 2009-2013
 The airport system envisioned in the first National Airport Plan in 1946, when civil aviation was in its infancy, has
been developed and nurtured by close cooperation with airport sponsors including Federal, State, and local
agencies.
 The general principles guiding Federal involvement have remained largely unchanged; the airport system should
have the following attributes to meet the demand for air transportation:
– Airports should be safe and efficient, located at optimum sites, and developed and maintained to appropriate
standards
– Airports should be affordable to both users and Government, relying primarily on user fees and placing
minimal burden on the general revenues of the local, State, and Federal governments
– Airports should be flexible and expandable, able to meet increased demand and to accommodate new aircraft
types
– Airports should be permanent, with assurance that they will remain open for aeronautical use over the long term
– Airports should be compatible with surrounding communities, maintaining a balance between the needs of aviation
and the requirements of residents in neighboring areas
– Airports should be developed in concert with improvements to the air traffic control system and technological
advancements
– The airport system should support national objectives for defense, emergency readiness, and postal delivery
– The airport system should be extensive, providing as many people as possible with convenient access to air
transportation, typically by having most of the population within 20 miles of a NPIAS airport
– The airport system should help air transportation contribute to a productive national economy and international
competitiveness
Source: NPIAS
Booz & Company
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FAA has put in place a regulatory system governing planning,
development, operation and management of airports
FAA Regulatory System for Airports
Certification,
Development and
Operation
Airport Related
Regulations
 14 CFR Part 139 requires FAA to issue airport operating certificates to airports that
– Serve scheduled and unscheduled air carrier aircraft with more than 30 seats;
– Server scheduled air carrier operations in aircraft with more than 9 seats but less than 31 seats; and
– The FAA Administrator requires to have a certificate.
 This Part does not apply to airports at which air carrier passenger operations are conducted only because the
airport has been designated as an alternate airport.
 There is a specific subchapter in FAR for airport: Subchapter F - Airport
 Planning and Development related (including funding)
– Part 150 Airport Noise Compatibility Planning
– Part 151 Federal Aid to Airports
– Part 152 Airport Aid Program
– Part 156 State Block Grant pilot program
– Part 77 Objects Affecting Navigable Airspace
 Operation related
– Part 153 Airport Operations
– Part 155 Release of Airport Property from Surplus Property Disposal Restrictions
– Part 157 Notice of Construction, Alteration, Activation, and Deactivation of Airports
– Part 158 Passenger Facility Charges
– Part 161 Notice and Approval of Airport Noise and Access Restrictions
– Part 169 Expenditure of Federal Funds for Nonmilitary Airports or Air Navigation Facilities Thereon
Source: FAA, Booz & Company analysis
Booz & Company
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These FAR regulations are supplemented by guidance materials
and local government requirements
Non-Exhaustive
Airport Related Regulations and Guidance
Development and Planning
 FAA Order 5100.38C, Airport
Improvement Program
Handbook
Land Acquisition
Land Use
 FAA Order 5100.37B, Land
Acquisition and Relocation for
Airport Projects
 FAA Advisory Circular
150/5070-6B, Airport Master
Plans
 FAA Advisory Circular
150/5100-17, Land Acquisition
and Relocation Assistance for
Airport Improvement Program
 FAA Advisory Circular
Assisted Projects
150/5070-7, The Airport System
Planning Process
 FAA Advisory Circular
150/5100-14D Architectural,
Engineering and Planning
Consultant Services for Airport
Grant Projects
 FAA, Land Use Compatibility
and Airports: A Guide for
Effective Land Use Planning
 Local government airport zoning
regulations restricting the height
of structures and objects of
natural growth and otherwise
regulating the use of property in
the vicinity of an airport, e.g.
– Airport Zoning Act and
Ordinance
– Building Codes
– Housing Codes
Obstructions
 14 C.F.R. Part 77 (Objects
affecting navigable airspace)
 FAA, Land Use Compatibility
and Airports: A Guide for
Effective Land Use Planning
 FAA Advisory Circular
150/5300-13, Airport Design
 FAA Advisory Circular
150/5200-33A, Hazardous
Wildlife Attractants On or Near
Airports
Source: Booz & Company analysis
Booz & Company
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FAA provides oversight of airports through 3 key programs
supported by standards and guidance materials
Key FAA Airport Programs Relevant to General Aviation
1
2
Airport Compliance
 Airport sponsors agree to certain
obligations when they accept
Federal grant funds or Federal
property transfers for airport
purposes. The FAA enforces these
obligations through its Airport
Compliance Program
 GA airports receiving Federal grant
funds are subject to the compliance
requirements
3
Airport Safety & Certification
Environmental Program
 The Airport Safety Program addresses
general aviation airport safety, runway
safety, airports certificated under 14
Code of Federal Regulations Part 139,
and the Airport Safety Data Program,
which makes airport information
available to the public.
 The program deals with the following
issues:
– Airshows
– Open or Close an Airport or Runway
– Part 139 Certification
– Reducing Runway Incursions
– Runway Safety Program
– Safety Management Systems (SMS)
– Signs and Marking
– Wildlife Hazard Mitigation
 The Airport Environmental Program
helps airports implement the
National Environmental Policy Act
(NEPA) and other Federal
environmental laws and regulations
 The program focuses on:
– Airport Air Quality
– Voluntary Airport Low Emissions
Program (VALE)
– Airport Noise (Part 150 and Part
161)
– Compatible Land Use
– Environmental Records of
Decision
– Acquiring Land for Airports and
Relocation Assistance
– Wildlife Hazard Mitigation
Supplemented by engineering, design and construction standards and guidance materials
(planning, design, operation, funding and fees)
Source: FAA, Booz & Company analysis
Booz & Company
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1
Airport compliance program
The FAA’s Airport Compliance Program aims to protect the
public interest and the federal investment in public use airports
Primary Objectives of Airport Compliance Program
 The primary objectives of the FAA’s Airport Compliance Program are to:
– ensure that the U.S. has a system of safe and properly maintained public-use airports operated according
to the airport owners’ federal obligations
– safeguard the public’s investment in civil aviation
 The program is designed to specifically achieve the following:
– Educate the FAA’s “customers”, i.e. airport owners and users.
– Promote dispute resolution through an informal process using CFR 14 Part 13.1 or/and alternative dispute
resolution, also called AD
– Eliminate duplication by distinguishing between the functions of local, regional, and national FAA offices
– Speed decision-making.
– Enforce agreements when necessary
Source: AOPA, FAA, Booz & Company analysis
Booz & Company
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1
Airport compliance program
FAA enforces contractual obligations for all airports receiving
federal grant funds under a grant assurance
Key Elements of Airport Compliance Program
A
Grant
Assurance
Airport
Sponsor
Airport
Financial Assurance
Complaints
Reporting
(Part 13 & 16)
B Program
C
Source: FAA, Booz & Company analysis
Booz & Company
ACP GAIS - 2_GA Airport_Revised Oct 2011_EN_vf.ppt
A Grant assurance is the obligations that airport owners and
sponsors must agree to if they accept funds from FAAadministered airport financial assistance programs
– These obligations require the recipients to maintain and operate
their facilities safely and efficiently and in accordance with
specified conditions
– The obligations may include use of airport revenue, proper
maintenance and operation of airport facilities, protection of
approaches, land use compliance and others as agreed
B Airports are obligated file the following financial reports to FAA
annually
– The payments the airport makes to governmental entities, the
services the airport performs for governmental entities, and the
land and facilities the airport provides to such entities
– Airport revenues, expenses, and other financial information
C Anyone concerned about an airport's compliance with the
obligations under contract (Grant Assurances) may file:
– informal complaints with FAA in accordance with 14 CFR Part
13 Investigative and Enforcement Procedures;
– formal complaints with FAA in accordance with14 CFR Part 16
Rules of Practice for Federally-Assisted Airport Enforcement
Proceedings
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1
Airport compliance program
FAA has put in place a process to provide oversight on airport
compliance under FAA Order 5190.6A
Process to address an airport compliance problem or dispute
FAA notification
and initial investigation
informal dispute resolution
 Handled at the FAA Region and  Handled at the regional or local
Airport District Office (ADO)
FAA level
level
 FAA requires both the
 Guidelines are provided in the
complainant and airport owner
Airport Compliance Handbook,
to try to resolve the dispute
informally first
 FAA Investigative and
Enforcement Procedures (14
CFR § 13.1) and Alternative
Dispute Resolution (ADR) are
applicable
Formal enforcement
procedures
 Handled primarily at the FAA’s
headquarters in
 Washington, DC
 It happens when all attempts to
solve the compliance problem
informally
 Formal complaint under FAR
Part 16 must be filed
 FAA Rules of Practice for
Federally Assisted Airport Proceedings
(14 CFR, Part 16) applies
 The guidelines for operating the Airport Compliance Program are documented n FAA Order 5190.6A,
Airport Compliance Requirements, also known as the Airport Compliance Handbook
Source: AOPA, FAA, Booz & Company analysis
Booz & Company
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2
Airport safety program
Part 139 certification is the key safety program that mandates
airports serving air carrier operations to obtain airport operating
certificates
Airports that Must be Certificated Under
14 CFR Part 139
Airport Operating Certificates (AOC)
 14 CFR Part 139 requires FAA to issue
airport operating certificates to airports that:
– Serve scheduled and unscheduled air
carrier aircraft with more than 30 seats
– Serve scheduled air carrier operations in
aircraft with more than 9 seats but less
than 31 seats; and
– The FAA Administrator requires to have a
certificate
 Compliance with 14 CFR Part 139 is
mandatory for airports serve air carrier
operations covered by the regulation
 Airport Operating Certificates serve to ensure
safety in air transportation
 14 CFR Part 139 establishes 18 areas of safety
standards (e.g. runway surfaces, training
requirements for aircraft rescue and fire fighting
personnel, development of an airport emergency
plan and a wildlife hazard management plan)
 To obtain a certificate, an airport must agree to
certain operational and safety standards/
requirements (depending on the size of the airport
and the type of flights available)
 FAA can issue certain exemptions to airports that
serve few passengers yearly and for which some
requirements might create a financial hardship
Scheduled Operation — any common carriage passenger-carrying operation for compensation or hire conducted by an air carrier for which the air carrier or its representatives offers in advance the
departure location, departure time, and arrival location. It does not include any operation that is conducted as a supplemental operation under 14 CFR Part 121 or public charter operations under
14 CFR Part 380;
Unscheduled Operation — any common carriage passenger-carrying operation for compensation or hire, using aircraft designed for at least 31 passenger seats, conducted by an air carrier for
which the departure time, departure location, and arrival location are specifically negotiated with the customer or the customer's representative. This includes any passenger-carrying supplemental
operation conducted under 14 CFR Part 121 and any passenger-carrying public charter operation conducted under 14 CFR Part 380
Source: FAA, Booz & Company analysis
Note:
Booz & Company
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2
Airport safety program
GA airports and heliports are exempted from Part 139 certification
but obligated to meet compliance requirements if receiving federal
funds
Airports Exempted from Part 139
GA Airports
 Does not apply to GA airports because they do not serve air carrier operations ( unscheduled operations of air
carrier aircraft with more than 30 seats and scheduled operations of air carrier aircraft with 10 to 30 seats)
 Operators of general aviation airports that accept Federal grant funds or the transfer of Federal property for
airport purposes must agree to contractual obligations under FAA Airport Compliance Program
 While FAA does not certificate general aviation airports under the revised Part 139, the regulation contains
many safety procedures and practices FAA recommends for use at all airports
Alaskan Airports
Heliport
 Does not apply to Alaskan airports that:
– Do not serve air carrier aircraft with more than 30 seats; or
– During time periods when the airport is not serving air carrier aircraft with more than 30 seats
 Heliports are not required to be certificated under Part 139 because:
– Heliports typically are used by general aviation operators and serve very few air carrier operations
– There are very few helicopters that can seat more than nine passengers, and fewer still are used for
scheduled passenger operations
 While certification is not required, FAA encourages heliport operators to follow Advisory Circular (AC) 150/53902, Heliport Design (or obligated to comply with AC 150/5390-2 if they receive federal grants)
Note:
In addition to the above GA airports and heliports, airports serving scheduled air carrier operations only by reason of being designated as an alternate airport as well as airports operated by the
United States (such as military bases) are also exempted from Part 139 certification
Source: FAA, Booz & Company analysis
Booz & Company
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2
Airport safety program
Though exempted from Part 139 certification GA airports are
subject to licensing requirements imposed in respective states (1/2)
U.S. EXAMPLE
Virginia States Airport Licensing Requirements
 Public-use airports are licensed for several reasons, including a requirement that they have
sufficient financial responsibility to adequately protect public safety and investment
 The Public-use Airport License is issued in two parts, Part 1 is a formal certificate, and Part 2
provides information concerning runway configuration, length and width
Public-use Airport
 Licensing of private-use airport, heliport or landing area within five miles of a public-use airport
is mandatory
Private-use Airports
Within Five-Miles of a
Public-use Airport
 It is a one-time process designed to provide public review (to be conducted by Virginia
Department of Aviation) of an individual's desire to build or locate a private-use airport on
private property, to ensure no conflict with airspace of public use facility
 FAA’s approval of airspace is part of the review process
 There is no fee charged to license a private-use airport, and owners of other private-use
airports are only required to register their airports with the Department of Aviation
Private-use airports not
within five miles of
public-use airports
 Owners of private-use airports not within five miles of a public-use airport are only required to
register their airports with the Department.
Source: Booz & Company analysis
Booz & Company
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2
Airport safety program
Though exempted from Part 139 certification GA airports are
subject to licensing requirements imposed respective states (2/2)
U.S. EXAMPLE
California Airport Licensing
Exemption
Permit Requirements
 Agricultural airports;
 Seaplane landing sites;
 Personal-use airports in unincorporated areas
which meet the requirements of Article 5 of these
regulations;
 Any airport which has heretofore been established
and which is currently being used pursuant to
exemption granted under previous regulations of
the Department. Such airports shall continue to be
exempt, provided the use and conditions pertaining
to such exemption continue to be met. Such
airports shall be marked in accordance with Section
3560(e) of these regulations;
 Heliports established on offshore oil platforms;
 Temporary helicopter landing sites that are not
within 1000 feet of the boundary of a public or
private school maintaining kindergarten classes or
any classes in grades 1 through 12;
 Emergency medical services (EMS) landing sites;
and
 Emergency use facilities.
 Within 10 working days after receipt of
an application for a permit or
temporary airport authorization, the
Department shall notify the person
applying in writing if the application is
incomplete. An incomplete application
cannot be processed. A complete
application will initiate the permitting
or authorization process.
 The Department's time periods for
processing any complete application
or notification per Section 3534(c) of
these regulations from receipt to the
final decision regarding issuance or
denial of a permit or authorization are
as follows
– (1) minimum time: 15 working days;
– (2) median time: 30 working days;
– (3) maximum time: 45 working
days, depending on
proceedings/outcome of a public
hearing or other problems.
Permit Requirements
 No person may hold an airport
open for use, unless otherwise
exempted, without first applying
for and obtaining an appropriate
permit or authorization as
required by the Department.
 No aircraft takeoff or landing may
be made at a site that is not
permitted, exempted, or
authorized in accordance with
these regulations.
 A separate heliport permit is not
required for a designated heliport
located within the boundaries of a
permitted airport if the heliport
meets heliport design standards
as described in Article 4 of these
regulations.
Booz & Company
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2
Airport safety program
Airport developers and owners have to notify FAA in accordance
with Part 157 requirements for construction, alteration, activation
and deactivation of airports
Purpose of Part 157 Notice of Construction,
Alteration, Activation and Deactivation
 This notification serves as the basis for evaluating the
effects of the proposed action on the safe and
efficient use of airspace by aircraft and the safety of
persons and property on the ground
 These effects include but are not limited to:
– Evaluating the effects the proposed action would
have on existing or proposed traffic patterns of
neighboring airports,
– The effect the proposed action would have on the
existing airspace structure and projected programs
of the FAA
– the effects that existing or proposed objects (on file
with the FAA) within the affected area would have
on the airport proposal
– Notification allows the FAA to identify potential
aeronautical hazards in advance thus preventing or
minimizing the adverse impacts to the safe and
efficient use of navigable airspace
Who Must File?
 Each person who intends to accomplish any of the
following actions must notify the FAA.
– Construct or otherwise establish a new airport or
activate an airport
– Construct, realign, alter, or activate any runway or
other aircraft landing or takeoff area of an airport
– Deactivate, discontinue using, or abandon an
airport or any landing or takeoff area of an airport
for a period of one year or more.
– Construct, realign, alter, activate, deactivate or
discontinue using a taxiway associated with a
landing or takeoff area on a public-use airport
– Change the status of an airport from private use or
from public use to another status
– Change any traffic pattern or traffic pattern altitude
or direction
– Change status from Instrument Flight Rules (IFR)
to Visual Flight Rules (VFR) or vice versa
Source: FAA, Booz & Company analysis
Booz & Company
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Airport safety program
Besides airport certification the implementation of airport safety
management system is another FAA’s airport safety initiative
Key Milestones of Airport Safety Management System (SMS)
Promotion and Implementation in the U.S.
Planned
Nov
2005
Feb
2007
ICAO AP-SMS
Mandate
 ICAO amended
Annex 14, Volume I
(Airport Design and
Operations)
 Member States to
have certificated
international
airports establish
an airport SMS
(AP-SMS)
April
2007
Pilot Study
 FAA proposed to
implement to not
only meet ICAO
requirements but
complement Part
139 certification
 Launched SMS
pilot study
participation guide
AC 150/5200-37
 FAA Introduced the
concept of a SMS
for airport
operators through
this advisory
circular
Source: FAA, Booz & Company analysis
Booz & Company
Sept
2007
Spring
2009
Late
2009
SMS Guidebook
 SMS Guidebook
for Airport Safety
Management
Systems (Project
Overview) Guidebook
providing practical
guidance on the
implementation of
an airport SMS
ACRP SMS
Overview
 ACRP Report 1,
Safety
Management
Systems for
Airports, Volume 1:
Overview
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Rulemaking
 FAA plans to issue
a notice of
proposed
rulemaking
(NPRM) about
SMS and request
public comment
Prepared for ACP
FAA’s Future SMS Rulemaking
Considerations
 Consider the benefits and costs of the
rule and tailor the rule to impose the
minimum burden and costs necessary for
effective implementation
 Consider whether the requirement should
apply to all certificated airports or only to
airports above a certain activity level
 Consider, for airports subject to an SMS
requirement, how SMS program
elements would apply to airports of
different sizes and resource
 Acknowledge the existing requirements
of 14 CFR Part 139 and avoid duplication
of safety programs
 Consider the appropriate degree of FAA
oversight of individual SMS plans by FAA
airport certification safety inspectors
 Review SMS training needs for FAA
employees and airport operators
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2
Airport safety program
Production of GA airport guides for pilots is a useful initiative to
promote airport safety
WSDOT Pilot’s Guide to Washington Airports
Discussion
 Washington State Department of
Transportation (WSDOT) Aviation is
responsible for furthering the public interest
and aviation progress by providing for the
protection and promotion of safety in
aviation
 The publication of a convenient and useful
directory of public airports and related
facilities is regarded by the Division to
serve both the public interest and the
promotion of aviation safety
 The publication provides information related
to the 16 WSDOT state owned and
operated emergency/recreation Airports
Source: WSDOT, Booz & Company analysis
Booz & Company
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3
Airport environmental program
FAA’s Airport Environmental Program helps airports implement
the NEPA and other Federal environmental laws and regulations
Main Focus of Airport
Environmental Program
Compatible Land
Use
Airport Noise
Airport Air Quality
Environmental
Impact Study
Management
Wildlife Hazard Mitigation
Main Environmental Policies &
Guidance for Airports
 National policies
– National Environmental Policy Act (NEPA)
– Clean Air Act
– CEQ Regulations Implementing NEPA
– DOT Order 5610.1C, Procedures for Considering Environmental
Impacts
 FAA policies and regulations
– FAA Order 1050.1E Environmental Impacts: Policies and Procedures
– FAA Order 5050.4B, National Environmental Policy Act (NEPA)
Implementing Instructions for Airport Actions
– 14 CFR part 150, Airport Noise Compatibility Planning
– FA Advisory Circulars and guidance documents (e.g. best practices)
– Regional Policy and Procedure Memorandums
Source: FAA, Booz & Company analysis
Booz & Company
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3
Airport environmental program
The Desk Reference summarizes NEPA and other laws that must
be complied before FAA may approve actions to support airport
development
FAA Environmental Desk Reference for Airport Actions
 Order 5050.4B refers to Federal
environmental requirements outside NEPA as
“special purpose laws.”
 The Order states that, besides NEPA, FAA
must comply with those laws before FAA may
approve a proposed Federal actions to
support airport development projects
 The Environmental Desk Reference for
Airport Actions summarizes applicable special
purpose laws in one location for convenience
and quick reference
 It helps FAA integrate the compliance of
NEPA and applicable special purpose laws to
the fullest extent possible
 It includes information addressing
environmental impact evaluation methodology
(and alternatives where appropriate) and
mitigation measures
 The Desk Reference addresses the 23
environmental impact categories
Airport Projects that Require
Environmental Review
 New Airport Development
Project
 Airports that receive Federal
Grant (AIP)
 Use of Passenger Facility
Charge (PFC) Funding
 Acquire Land or Land
Release
 Some Part 150 Measures
 Air Traffic Control
Procedures
 Airport Layout Plan Updates
Source: FAA, Booz & Company analysis
Booz & Company
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In China the States Council decrees and civil aviation regulations
regulate civil airport development and construction universally
Civil Aviation Regulations
Decrees by the State Councils
Planning and  CCAR-158 民用机场建设管理规定 (civil airport development
management)
Development
Design and
Construction
Operation
Booz & Company
 民用机场管理条例 (civil airport management regulations)
 《关于建设机场和合用机场审批程序的若干规定》的通知
(Approval procedures for civilian and joint civilian/military
airport development/construction)
 CCAR-165 民航专业工程质量监督管理规定 (Civil aviation
engineering project quality management rules)
 国务院、中央军委关于保护机场净空的规定 (Navigable
airspace protection requirements)
 CCAR-97FS-R1 航空器机场运行最低标准的制定与实施规定
(Minimum standards for aircraft operating at airports)
 CCAR-97FS-R2 中国民用航空总局关于修订《航空器机场运
行最低标准的制定与实施规定》的决定 (revision of CCAR97FS-R1)
 CCAR-139CA-R1 民用机场使用许可规定 (civil airport
certification)
 CCAR-137CA-R2 民用机场专用设备使用管理规定 (civil
airport equipage management)
 CCAR-139-II 民用运输机场应急救援规则 (Emergency and
rescue procedures for civil airports)
 CCAR-140 民用机场运行安全管理规定 (Safety
management system for civil airports)
 CCAR-252FS 民用机场和民用航空器内禁止吸烟的规定
(Non-smoking requirements for airports and aircraft)
 CCAR-331SB-R1 民用机场航空器活动区道路交通安全管理
规则 (Road safety within civil airport)
 国务院、中央军委关于加强机场地面安全措施的通知
(Enhance ground safety and security at airports)
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 国务院、中央军委《关于军民合用机场使用管理的若干暂
行规定》的通知 (Management of joint military and civil
airports)
 China does not make distinction between civil
airports serving air carrier and GA operation
 No regulations exist for private airport
development
 Regulations applicable to large civil airports
are also imposed on general aviation airports
 In addition, as military has control over
airspace, airport development needs approval
from the military
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Executive summary
GA airport regulations
GA airport planning and design
GA airport funding
Appendix
Booz & Company
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The U.S. has a system based airport planning approach at federal,
regional, state and local government levels
System Based Approach to Airport Planning in the U.S.
1
2
FEDERAL
 National Plan of
Integrated Airport
System (NPIAS)
– Identifies airports that
are eligible for federal
funding and estimates
the amount of funding
required to meet the
needs
REGIONAL
STATE
 Regional Aviation
System Plan
– Guides development of
airports in different
states
 State Transportation Plan
– Guides development of the
state transportation system
(aviation, land transport etc.)
5
 State Law
– Provides authorities and sets
requirements for local planning
LOCAL
3
STATE
 State Aviation System Plan
– Guides development of the
state air transportation
system
LOCAL
4
 Communications and critical decision flow
STATE/LOCAL
 Airport Master Plan & Airport
Layout Plan
– Guides future development
of the airport: identifies
needed improvement
projects
 FAA AC150/5070-6B Airport Master Plan
– provide guidance on the preparation of master plans
 Comprehensive Plan
– Determines where growth occurs
LOCAL
 Development Regulation/Zoning
– Determines how growth occurs
LOCAL
 Permitting Process
– A formal process for ensuring that
individual projects follow
requirements set out in
development regulations and
guiding principles set our in the
comprehensive plan
Source: Booz & Company analysis
Booz & Company
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1
Federal government level
NPIAS identifies airports that are significant to national air
transportation and estimates the infrastructure development needs
Description of NPIAS (National Plan of Integrated Airport System)
Background of NPIAS
 The Federal Airport Act of 1946
established the requirement for
the formulation and annual
revision of the five-year National
Airport Plan (NAP)
 The requirements for the plan has
been developed and revised for
several times during the past 60
years
Purpose of NPIAS
 The NPIAS is used by Federal
Aviation Administration (FAA)
management in administering the
AIP.
 It supports the FAA’s goals
identified in the Flight Plan for
safety and capacity by identifying
the specific airport improvements
that will contribute to achievement
of those goals
 Section 47103 of Title 49 of U.S.C.
directs the Secretary of
Transportation to maintain a plan
(NPIAS) for developing public-use
airports in the United States
Contents/Requirements of NPIAS
 The plan shall include the type and estimated cost
of eligible airport development necessary:
– to provide a safe, efficient, and integrated system
of public-use airports
– adequate to anticipate and meet the needs of
civil aeronautics
– to meet the national defense requirements
– to meet identified needs of the United States
Postal Service
 The plan shall consider the needs of each segment
of civil aviation and the relationship of each airport
to:
– the rest of the transportation system in the
particular area
– forecasted technological developments in
aeronautics
– forecasted developments in other modes of
intercity transportation
Source: NPIAS, Booz & Company analysis
Booz & Company
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1
Federal government level
NPIAS identifies six key factors to gauge the level of airport
system performance in order to help establish development needs
Six Key Factors to Gauge Airport System Performance
Capacity
Safety
Environment
Pavement
condition
 Ensure adequate airport capacity (through adequate runway and taxiways
capacity, air traffic control management, congestion management etc.) with
little or no delay
 Improve airport safety through certification, implementing safety management
system
 Improve aircraft movement operations on the airport surface and reduce the
number of runway incursions
 Minimize airport related impact on airport-related impacts on noise, air, and
other environmental concerns
 Key focus areas are noise, air quality, water purity, and most recently, climate
change
 Ensure that not less than 93 percent of runways at airports in the NPIAS are
maintained in good or fair condition
Surface
accessibility
 Make air transportation as convenient and accessible as possible
 Link airport with public transportation to improve the convenience and reliability
of airport surface access and to enhance air quality.
Financial
performance
 Report financial data annually, including revenue and expense information to
enable understanding of airport finance to formulate an appropriate national
aviation funding policy
 To produce the
maximum
benefit to the
flying public
 Ensure limited
financial and
human
resources are
used most
productively
Source: National Plan of Integrated Airport Systems (2009-2013), Booz & Company analysis
Booz & Company
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Regional level
FAA may complement state airport system plans by developing
regional airport system plan as appropriate
EXAMPLE
Objectives of the General Aviation Regional
Airport System Plan
(Southwest Region)
 The plan is intended to complement state
system plans
 The main objectives of the plan are as follows:
– Identify improvements at GA airports that will
allow aircraft to safely operate in lower
visibility conditions (NextGen initiative)
– Identify system performance targets to
improve safety, capacity (access) and
efficiency
– Communicate the current performance of the
general aviation airport system,
– Improve the overall performance (level-ofservice) of the GA system by developing and
implementing programs, supporting capital
development, and identifying resources to
meet the targets
Booz & Company
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Regional level
Leveling of airport types is necessary to allow comparison and
evaluation performance of similar airports in different states
EXAMPLE
Airport Leveling/ Grouping System for
Southwest Region
Comments
Level I
 General Aviation with 100 or more based aircraft
 Commercial Service or Reliever 50 or more
based aircraft
 5 or more based jet aircraft (any service level)
Level II
 General Aviation with 50 or more based aircraft
 Commercial Service or Reliever with 10 or more
based aircraft
 1 or more based jet aircraft (any service level)
Level III
Level IV
Booz & Company
 General Aviation with 10 or more based aircraft
 General Aviation with less than 10 based aircraft
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 Airports are divided into four groups or
Levels using:
– Based aircraft
– Type of based aircraft
– FAA’s Service Level designation: General
Aviation (GA), Reliever (R), Commercial
Service (CS) and Primary (P)
 States within the region use their own
categorization systems based on differing
criteria
 As each State classification system
supports its unique needs and cannot be
mapped into to a single system
 Leveling allows similar airports to be
evaluated and compared to identify a levelof-service for similar airports
68
3
State government level
State Aviation System Plan provides a macro level guidance for
airport development within the state and inputs into NPIAS
Background
Key Features of State Aviation System Plan
 In the past, many states did not
conduct scientific or
comprehensive airport planning or
surveys
 State Aviation System plan includes specific programs to support
commerce and economic growth aviation needs and programs
intended to improve capacity and enhance safety consistent with the
Federal mission
 State plans are usually updated every 5 years or so Plans also
include smaller 10, 15 and 20 year planning horizons
 Major features of state airport plans:
– Detailed listing of actions by the class of airport and type of
improvement
– Land acquisition for airport expansion or development of a new
airport
– Pavement repairs for runways/taxiways, apron, roads, parking
areas
– Lighting
– Landing and navigation aids
– Building construction to include terminals, hangars, administrative
facilities
 To remedy this, congress included
a section in the Airport & Airway
Development Act of 1970 which
allocated 1% of the development
money toward funding
comprehensive studies at the
state level
Source: AOPA’s Guide for Airport Advocates, Booz & Company analysis
Booz & Company
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State government level
Georgia Aviation System Plan is an example of state level plan
that aim to identify long term aviation needs in Georgia
CASE STUDY
Purpose of the Georgia Aviation System Plan
The purpose of the Georgia Aviation System
Plan is to provide a key decision making
document and guidance for:
 Identifying airports and related facilities that are
needed to promote aviation in Georgia
 Determining current deficiencies in the Georgia
Aviation System
 Recommending facilities and services that are
needed for each airport to comply with its
identified system role
 Identifying areas of Georgia where new,
replacement, or upgraded airport facilities are
needed to meet target performance objectives
for operational capacity and accessibility
Source: Georgia Department of Transportation, Booz & Company analysis
Booz & Company
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State government level
Airports in Georgia is stratified into three levels to reflect their
roles in the aviation system
CASE STUDY
Airports in Georgia
Stratification of Airports in Georgia
Level I
Minimum standard
GA airport
Level II
Level III
Business airport of Business airport of
local impact
regional impact
 Accommodati  All single-engine
ng aircraft
 Some twin engine
types
GA aircraft
 All business and
personal use
single and twinengine GA
 A broad range of
corporate/
business jet fleet
 Commercial
aircraft
 A variety of
business and
corporate jet
aircraft
 Minimum
runway
objective
 4000 feet
 5000 feet
 5500 feet
 Operation
aids
 Non-precision
instrument
approach
 Non-precision
instrument
approach
 Precision
instrument
approach
Source: Georgia Aviation System Plan, Booz & Company analysis
Booz & Company
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3
State government level
For each of three functional airport level minimum requirements
of facilities and services were established for airside…
CASE STUDY
Minimum Requirements of Facilities and Services at Airports in Georgia
Level I Minimum standard GA Level II Business airport of local
Facilities
airport
impact
Classify airports to reflect their
Airside Facilities
roles in the overall aviation system
Level III Business airport of
regional impact
Runway Length
 4000 feet
 5000 feet
 5500 feet
Runway Width
 75 feet
 100 feet
 100 feet
Taxiways
 Full parallel desirable; turnarounds
at each end minimum objective
 Full parallel
 Full parallel
Lighting Systems
 MIRL and MITL
 MIRL and MITL
 HIRL for precision approaches and
commercial service airports; MITL
and approach lights
Approach
 Non-Precision
 Non-Precision
 Precision
NAVAIDs/ Visual Aids
 Rotating beacon, segmented circle and wind cone, PAPI’s and other aids as  Same as Level I and II but for
required for non-precision approach
precision approach
Weather Reporting
 AWOS or ASOS desirable
 AWOS or ASOS
 AWOS or ASOS
Ground Communications
 Public telephone; GCO as needed
 Public telephone, GCO
 Public telephone, GCO
Airfield Signage
 Not specified
 Runway hold position signs,
location and guidance signs
 Runway hold position signs,
location and guidance signs
Fencing
 Operations area at a minimum;
entire airport desirable
 Entire airport
 Entire airport
Source: Georgia Aviation System Plan, Booz & Company analysis
Booz & Company
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3
State government level
… as well as general aviation and service related areas
CASE STUDY
Minimum Requirements of Facilities and Services at Airports in Georgia
Level I Minimum standard GA Level II Business airport of local
Facilities
airport
impact
Classify airports to reflect their
General Aviation Facilities
roles in the overall aviation system
Level III Business airport of
regional impact
Hangared Aircraft Storage
 60% of based aircraft fleet
 60% of based aircraft fleet
 70% of based aircraft fleet
Apron Parking/ Storage
 40% of based aircraft fleet plus an
additional 25% for transient aircraft
 40% of based aircraft fleet plus an
additional 50% for transient aircraft
 30% of based aircraft fleet plus an
additional 75% for transient aircraft
Terminal/ Administration
 750 square feet enclosed space for  1500 square feet minimum of public  2500 square feet minimum of public
public use with restrooms
use space including restrooms,
use space including restrooms,
conference area and pilots’ lounge
conference area and pilots’ lounge
Auto Parking
 One space for each based aircraft
plus an additional 25% for visitors/
employees
 One space for each based aircraft
plus an additional 50% for visitors/
employees
 One space for each based aircraft
plus an additional 50% for visitors/
employees
Services
Fuel
 AvGas and/or jet fuel as required
 AvGas and/or jet fuel
 AvGas and/or jet fuel
FBO
 Limited Service
 Full Service
 Full Service
Maintenance
 Limited/ Full Service
 Limited/ Full Service
Rental Cars
 Available
 Available
Source: Georgia Aviation System Plan, Booz & Company analysis
Booz & Company
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State government level
Goals and targets for future system performance provided the
foundation for subsequent system recommendations
System Goals
Descriptions of Performance Measures
Performance
Measure
Goal
 To provide an airport system
that can support current and
future demand
 Capacity
 To provide an airport system
that meets applicable design
standards
 Standards
 To provide an airport system
that can respond to foreseen
and unforeseen changes
 Flexibility
 To provide an airport system
that is accessible from both
the air and the ground
 Accessibility
 To provide an airport system
that meets established facility
and service objectives
 Facilities
Capacity
 Provide adequate operational capacity to be lower than
FAA’s critical demand/capacity trigger point of 60 percent
(i.e. operational demand reaches 60 percent or more of the
airport’s calculated airfield operating capacity) to alleviate
future delay
Standards
 Ability to meet or to comply with three facility standards separation standard between their primary runway centerline
and any full or partial parallel taxiway centerline; dimensions
of runway safety areas (RSA) on each end of their primary
runway; a standard pavement condition index (PCI) rating of
70 or greater for their primary runway
Flexibility
 Have the flexibility to meet foreseen and unforeseen
changes in aviation demand (planning update every 10
(Level I) to 15 years (Level II and III)
 Must be accessible within 30 minutes drive of all areas of
the State (Level I) and within a 45-minute drive time of all
Accessibility
areas of the State and a 60–minute drive time for
commercial service airports (Level III)
Facilities and
Services
 Comply with the specific facilities and services desirable for
each airport depending on the types of aviation demand and
activity
Source: Georgia Aviation System Plan, Booz & Company analysis
Booz & Company
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4
Local government level
Local airport master plan provides guidance for future
development of local planning that will satisfy aviation demands
Key Consideration for Compatible
with Airport Master Plan
Key Features of Local Planning
The Environment
The Community
Development
Other modes of
Transportation
Other Airports
 Should provide a graphic presentation of the ultimate
development of the airport and include anticipated
development and use of the land adjacent to the airport
 Establish a schedule of priorities and phasing for
implementation of the various improvements proposed in the
plan
 Present the pertinent background data used to develop the
master plan
– Includes assumption, forecasts and data used to create the
plan
 Describe the various alternative concepts which were
considered and rejected when developing the master plan
and describe why they were rejected
 Provide a concise descriptive report which clearly explains
the master plan so it can be understood by all of the
constituents
Source: FAA, Booz & Company analysis
Booz & Company
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5
Guidance of master plans
FAA AC150/5070-6B Airport Master Plan provides guidance for the
preparation of master plans for airports including GA airports
Structure of the AC 150/5070-6B
Part I – The Process
of Preparing Master Plan Studies
 Provides an introduction to the
Advisory Circular, an overview of
master plan studies, and a
summary of the pre-planning
process
Part II – Elements of Master Plan
Studies
 Provides a detailed discussion of
the various elements of master
plan studies, including the
components of master plan
technical reports and the plan
drawings that accompany them
Key Features of AC150/5070-6B
Airport Master Plan
 Key Elements of Master Plan
– Pre-planning, Public Involvement, Environmental Considerations,
Existing Conditions, Aviation Forecasts, Facility Requirements,
Alternatives Development and Evaluation, Airport Layout Plans,
Facilities Implementation Plan, Financial Feasibility Analysis
 Products of the master planning process
– A technical report, A summary report, An Airport Layout Plan
Drawing Set, A web page, Public Information Kit
 Master Plan Review by the FAA
– The FAA reviews all elements of the master plan to ensure that
sound planning techniques have been applied
– FAA only approves the following elements of airport master plans:
forecast of demand, airport layout plan
Source: AC150/5070-6B Airport Master Plan, Booz & Company analysis
Booz & Company
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FAA has established comprehensive engineering, design, and
construction standards for airport equipment, facilities, and
structures Airport Engineering, Airport Design, and Airport Construction Standards
Item
Item
Reference
Item
Reference
FAA
Reference
Airport Design
AC 150/5300-13
ARFF Water Supply
AC 150/5220-4
Runway Length Requirements
AC 150/5325-4
Airport Drainage
AC 150/5320-5
AWOS
AC 150/5220-16
Runway Length Requirements
AC 150/5325-4
Airport Layout Plans
AC 150/5070-6
Beacons
AC 150/5340-30
Runway Surface Monitors
AC 150/5200-30
AC 150/5340-30
Compass Calibration Pad
AC 150/5300-13
(Appendix 4)
Runway Thresholds
AC 150/5300-13
(Appendix 2)
Construction Standards
AC 150/5370-10
Segmented Circle
AC 150/5340-5
Airport Lighting Runway/Taxiway
Airport Lighting - Runway
Centerline
AC 150/5340-30
Deicing Facilities
AC 150/5300-14
SMGCS
AC 150/5340-30
Airport Lighting - Radio Control
AC 150/5340-30
Disability Access to Airports
AC 150/5360-14
Snow Removal Operations
AC 150/5200-30
Airport Marking
AC 150/5340-1
EMAS Arresting System
AC 150/5220-22
SRE Buildings
AC 150/5220-18
Airport Master Plans
AC 150/5070-6
Fuel Storage
AC 150/5230-4
SRE Equipment
AC 150/5220-20
Airport Signage
AC 150/5340-18
Heliport Design
AC 150/5390-2
Airport Terminal Facilities
AC 150/5360-13
Landfills
AC 150/5200-34
State Standards for Non-primary
Airports
AC 150/5100-13
Land and Hold Short Lighting
AC 150/5340-30
VASI
AC 150/5340-30
Apron
AC 150/5300-13
(Appendix 5)
Marking of Airport Vehicles
AC 150/5210-5
Wildlife Attractants
AC 150/5200-33
ARFF Building
AC 150/5210-15
Operational Safety - Construction AC 150/5370-2
Wind Analysis
AC 150/5300-13
(Appendix 1)
Wind Cones
AC 150/5340-30
Wind Cones - Supplemental
AC 150/5340-30
Windrose
AC 150/5300-13
(Appendices
1, 11)
ARFF Equipment - DEVS
AC 150/5220-10
PAPI
AC 150/5345-28
ARFF Equipment - Clothing
AC 150/5210-14
Passenger Lift for the Impaired
AC 150/5220-21
ARFF Training Facility
AC 150/5220-17
Pavement Design
AC 150/5320-6
ARFF Vehicle - Small Dual Agent AC 150/5220-10
Pavement Management System
AC 150/5380-7
ARFF Vehicle
REIL
AC 150/5340-30
AC 150/5220-10
Source: FAA
Booz & Company
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AC 150/5300-13 provides general design standards and
recommendations for all airports
Key Elements covered by
Airport Design Advisory Circular
Airport Geometry
 Purpose: The advisory circular contains the
Federal Aviation Administration’s (FAA) standards
and recommendations for airport design
Runway Design
Core
AC 150/5300-13 Airport Design
Taxiway and
Taxilane Design
 Applicability:
– The standards and recommendations contained
in this advisory circular are recommended by the
FAA for use in the design of civil airports
– At certificated airports, the standards and
recommendations may be used to satisfy
specific requirements of FAR Part 139,
Certification and Operations: Landing Airports
Serving Certain Air Carriers, Subpart D.
Appendix
– For airport projects receiving Federal grant-inaid assistance, the use of these standards is
mandatory
Surface Gradient and
Line of Sight
Site Requirements for
Navaid and ATC Facilities
The Effects and
Treatment of Jet Blast
Runway and Taxiway
Bridges
Wind Analysis
Runway Design Rationale
Runway and Sitting
Requirements
Taxiway and Taxilane
Design Rationale
Airport Reference Point
Compass Calibration Pad
Small Airport Building,
Airplane Parking and
Tiedowns
Taxiway Fillet Design
Computer Program
Airplane Data
Declared Distance
Source: FAA Airport Design Advisory Circular AC150/5300-13, Booz & Company analysis
Booz & Company
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AC 150/5390-2 Heliport Design provides standards for heliport
design and development in the U.S.
Why Is the Construction of Heliports Important
Descriptions of AC 150/5390-2 Heliport Design
 The modern helicopter is one of the most
versatile transportation vehicles known to man
 The helicopter has the capability of providing a
wide variety of important services to any
community that integrates this aircraft into its
local transportation system
 In addition to their service in the transportation
of people, helicopters have proven to be useful
to their communities in the following ways:
– Disaster Relief.
– Air Ambulance Services
– Police Services
– Moving High-Value Assets
 The most effective way for a community to
realize the benefits of helicopter services is by
developing or permitting the development of
places where helicopters can land and take off
 This advisory circular (AC) provides
recommendations for heliport design and
describes acceptable requirements to develop
a heliport, including:
– General aviation heliports
– Transport heliports
– Hospital heliports
 This AC applies to anyone who is proposing to
construct, activate or deactivate a heliport
 This AC is not mandatory and does not
constitute a regulation except when Federal
funds are specifically dedicated for heliport
construction
Source: AC 150/5390-2 Heliport Design, Booz & Company analysis
Booz & Company
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Different states will issue more specific requirements for airport
construction and licensing
ALABAMA STATE
Alabama Department Of Transportation Aeronautics Bureau
Administrative Code Chapter 450-9-1 Procedure and Requirements for Construction and Licensing of Airports
License Categories and
Requirements
 Design standards for airport construction
– Advisory Circular 150/5300-13,Airport
Design shall be adopted in entirety
 Exemptions from licensing and inspection
requirements
– Airports owned or controlled by the
Federal government
– Personal-Use airports (restricted
landing area on private property,
designated for the use of the property
owner and his, or her immediate
family)
– FAA Certificated Airports
Source: Alabama Department Of Transportation, Booz & Company analysis
Booz & Company
License Categories and Requirements
Public Use
Private Use
 Airport that is publicly or privately
owned and is open to the general
flying public with no restrictions
 Airport that is used primarily by the
licensee but available for use by
others upon specific invitation of the
licensee
 An airport shall meet without
exception:
 An airport shall meet without
exception:
– the minimum standards of effective
runway length of 2000 feet and a
– the minimum standards of effective
primary surface width of 250 feet
runway length of 1800 feet
– minimum usable runway width of 60
– The minimum usable runway width
feet (for hard surface runways) and
of 60 feet (for hard surface
60 feet (for turf or sod runways)
runways) and 60 feet (for turf or sod
runways)
– A holder of a private airport license
cannot advertise in a newspaper or
other publication that all airplane
owners or certain aircraft type
owners are invited to be the
licensee's guest at this private
airport
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FAA also provides guidance on the development of minimum
standards for commercial aeronautical activities at federally
obligated airports
AC150/5190-7 Minimum Standards for
Commercial Aeronautical Activities
 The FAA objective in recommending the development of
minimum standards at federal obligated airports serves to:
– promote safety in all airport activities
– protect airport users from unlicensed and unauthorized
products and services
– maintain and enhance the availability of adequate
services for all airport users
– promote the orderly development of airport land, and
ensure efficiency of operations
 The Advisory Circular (AC):
– addresses FAA’s policy on minimum standards
– provides guidance on developing effective minimum
standards
– provides guidance for self-service operations and selfservice rules and regulation of other aeronautical
activities
 The AC does not address requirements imposed on nonaeronautical entities, which are usually addressed as part
of the airport’s contracts, leases, rules and regulations,
and/or local laws
Factors to consider when developing
minimum standards
Overarching principle
Minimum standards should be tailored to the specific aeronautical
activity and the airport to which they are to be applied
Nature  What type of airport is at issue?
of the  Is it a large airport or a small rural airport?
aero Will the airport provide service to only small GA
nautical
aircraft or will it serve high performance aircraft and air
activity
taxi operators as well?
Operating
enviroment
Source: AC 150/5190-7, Booz & Company analysis
Booz & Company
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 How much space will be required for each
aeronautical activity?
 What type of documentation will business applicants
be required to present as evidence of financial stability
and good credit?
 To what extent will each type of aeronautical activity
be required to demonstrate compliance with sanitation,
health, and safety codes?
 What requirements will be imposed regarding
minimum insurance coverage and indemnity
provisions?
 Is each minimum standard relevant to the aeronautical
activity for which it is to be applied (e.g. fuel sale,
personnel requirements, flight training, MRO, fractional
ownership, recreational aircraft etc.)
81
Owners or sponsors of GA airports then prepare detailed
minimum standards for products, services and facilities
EXAMPLE
City of Phoenix Aviation Department Rules & Regulations
Minimum Standards – Fixed Base Operators (FBOs) at Phoenix Deer Valley Airport (DVT)
Minimum Standards for FBO at Phoenix Deer
Valley Airport
 These Minimum Standards govern Fixed Base
Operators at Phoenix Deer Valley Airport (DVT)
 The purpose of these Minimum Standards for
FBOs is to encourage, promote, and ensure:
– the delivery of high quality General Aviation
products, services, and facilities to DVT users
– the design and development of quality General
Aviation Improvements and facilities at DVT
safety and security
– the economic health of DVT General Aviation
Businesses
– the orderly development of DVT property
 It sets minimum requirements for scope of activity
such as aviation fuels and lubricants, passenger,
crew, and aircraft ground services, support, and
amenities, aircraft maintenance, aircraft storage,
flight training
Source: City of Phoenix Aviation Department, Booz & Company analysis
Booz & Company
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Executive summary
GA airport regulations
GA airport planning and design
GA airport funding
Appendix
Booz & Company
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Two polarized management philosophies impact the approach to
financing of airport development and operation
Airport Management Philosophies
 Free public facilities at
the government expense
 Financially supported by
a general tax levies and
revenue
 Government is obliged to
provide airport services if
not provide by private
interests
Welfare Model
(公益性）
Source: Kittitas County Public Works, Booz & Company analysis
Booz & Company
 Viewed as a profit
Business Enterprise
making venture
Model
 Should be self-sustaining
（营利性）
and unsupported by local
tax funds
 Must adopt a fee and rate
structure that would
assist in recovering
revenues
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What should be the
Management
Philosophy for GA
Airports?
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Government Grants
Debt Financing
Operating Revenue
In the U.S. public-use airports rely on government grants, debt
financing and revenue from operations as sources of funding
“Airports should be
affordable to both
users and
Government, relying
primarily on user
fees and placing
minimal burden on
the general revenues
of the local, State,
and Federal
governments”
Government Grants
 Government
grants
– Federal grant
– State grant
– Local grant
Debt Financing
Operating Revenue
 Debt financing tax exempt bonds
 Private (third
party) financing
 Revenue sources
– Hangar
– Fuel Sales
– Ground lease
– Landing fee
– others
NPIAS
Note:
NPIAS = National Plan of Integrated Airport Systems
Source: Booz & Company analysis
Booz & Company
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Government Grants
Debt Financing
Operating Revenue
Almost three quarter of GA airports in the U.S are subsidized for
based on a survey conducted
FAA Center of excellence for General Aviation Research (CGAR)
General Aviation Airport Funding Strategies Study
Proportion of Subsidized Airports
Proportion of Different Types of Subsidized Airport
Subsidized only for CIP
Non-subsidized (1)
24%
26%
Subsidized only 10%
for operation
74%
Subsidized (2)
66%
Subsidized for both
Operation and CIP
Sample Size = 588 GA airports in the U.S. in different regions
1)
Non-subsidized GA Airport - Airport with ability to generate adequate revenue to cover all normal expenses for its operation, administration, and maintenance, and for the local share of federal
and/or state funded capital improvement projects (matching funds)
2)
Subsidized GA Airport - All others
Source: Embry Riddles CGAR Research, Booz & Company analysis
Booz & Company
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Government Grants
Debt Financing
Operating Revenue
AIP is a federal level grant program that funds planning and
development of airports included in the NPIAS in the U.S.
Overview of Airport Improvement Program (AIP)
Source of Finance for Airport & Airway Trust Fund (AATF)
(FY2003)
 The AIP provides grants to public agencies —
and, in some cases, to private owners and
entities -- for the planning and development of
public-use airports that are included in the
National Plan of Integrated Airport Systems
(NPIAS)
 For large and medium primary hub airports, the
grant covers 75 percent of eligible costs (or 80
percent for noise program implementation). For
small primary, reliever, and general aviation
airports, the grant covers 95 percent of eligible
costs
General Aviation Fuel Tax
Passenger Ticket Tax
Frequent Flyer Tax
at Rural Airports
Waybill Domestic
Freight and Mail
2% 1%
5%
Commercial
2%
Fuel Tax 6%
International
Departure
and Arrival 15%
Taxes
 AIP is awarded by FAA
Domestic
49% Passenger
Ticket Tax
20%
 AIP is funded through Airport & Airway Trust
Fund
Domestic Passenger
Flight Segment
Note:
General Aviation Fuel Tax: Aviation Gasoline – 19.3￠ Per Gallon, Jet Fuel – 21.8￠ Per Gallon
Source: FAA Order 5100.38C Airport Improvement Program Handbook, Booz & Company analysis
Booz & Company
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Government Grants
Debt Financing
Operating Revenue
Only public-use airports that serve civil aviation are eligible for
AIP funding
Types of Airports and Airport Activities
Definition of Airport Categories
Airport Classification
 The only airports, or portions thereof, eligible for
AIP funding are public use airports that serve
civil aviation (and must be included in the
NPIAS)
 A public-use airport is an airport open to the
public that also meets the following criteria:
– Publicly owned, or
– Privately owned but designated by FAA as a
reliever, or
– Privately owned but having scheduled service
and at least 2,500 annual enplanements
Commercial
Service:
Publicly
owned
airports that
have at least
2,500
passenger
boardings
each calendar
year and
receive
scheduled
passenger
service
Primary:
Have more
than 10,000
passenger
boardings
each year
Hub Type: Percentage of
Annual Passenger
Boardings
Common Name
Large:
1% or more
Large Hub
Medium:
At least 0.25%
but less than 1%
Medium Hub
Small:
At least 0.05%
but less than 0.25%
Small Hub
Non-hub (1):
More than 10,000,
But less than 0.05%
Nonhub Primary
Non-primary Non-hub:
At least 2,500,
and no more than 10,000
Noprimary (Except Commercial Service)
Nonprimary
Commercial
Service
Reliever
(2)
General Aviation (3)
Other than Passenger Classification
Cargo Service
Note:
1) Nonhub airports - locations having less than 0.05 percent of the U.S. passengers, including any nonprimary commercial service airport, are statutorily defined as nonhub airports.
2) Reliever airports are airports designated by the FAA to relieve congestion at Commercial Service Airports and to provide improved general aviation access to the overall community
3) The remaining airport, while not specifically defined in Title 49 USC, are commonly described as General Aviation Airports.
Source: FAA, Booz & Company analysis
Booz & Company
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Government Grants
Debt Financing
Operating Revenue
Eligibility to receive funds under the AIP is contingent upon the
type of sponsor, the type of activity…
Sponsor Eligibility for Receiving AIP Grants
Type of Sponsor
Type of Activities
 Planning agencies
– An agency engages in area-wide planning for the
areas in which the grant assistance is to be used
 System planning
 Public agencies
 Owning
– A public agency means a state,
Airports
the District of Columbia, the
Commonwealth of Puerto Rico,
the Virgin Islands, American
Samoa, the Government of the  Not owning
Northern Mariana Islands, and
airports
Guam or any agency of them; a
municipality or other political
subdivisions; or a tax-supported
organization; or an Indian tribe
or pueblo




Airport master planning;
Noise compatibility planning;
Noise program implementation projects; and
Airport development projects
 Airport master planning to obtain necessary agreements and FAA site approval to
acquire existing airports or develop a new airport
 Compatible land use planning in areas around a large or medium hub provided the
airport has not submitted a Part 150 program to the FAA
 Noise program implementation where such projects are for educational/medical
buildings within the noise impact area at a public airport and the compatible land use
projects
 Acquisition of existing airports or development of a new airport
 Planning agencies;
 Public
 Private
airportagencies
owners owning airports;
 Airport development projects
– may
be
an
individual,
a
partnership,
corporation,
 Airport master planning
 Certain public agencies not owning airports (as
etc., that owns a public-use airport used or intended  Noise compatibility planning
defined
in public
Paragraph
207);
and
to be
used for
purposes
that
is a reliever
 Noise program implementation projects.
airport
or anprivate
airport that
hasowners/operators
at least 2,500
 Certain
airport
(as defined
passenger
boardings
each year and receives
in Paragraph
208).
scheduled passenger aircraft service
Source: FAA Order 5100.38C Airport Improvement Program Handbook, Booz & Company analysis
Booz & Company
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Government Grants
Debt Financing
Operating Revenue
… as well the type of projects for which funds are sought
Typical Examples of Eligible and Ineligible Projects
Eligible Projects
Ineligible Projects
Runway construction/rehabilitation
Taxiway construction/rehabilitation
Apron construction/rehabilitation
Airfield lighting
Airfield signage
Airfield drainage
Land acquisition
Weather observation stations (AWOS)
NAVAIDs such as REILs and PAPIs
Maintenance equipment and vehicles
Office and office equipment
Fuel farms
Landscaping
Artworks
Aircraft hangars
Industrial park development
Marketing plans
Training
Improvements for commercial
enterprises
General aviation terminal buildings
Automobile parking lots
Maintenance or repairs of buildings
Discussion
 Eligible projects include those improvements
related to enhancing airport safety, capacity,
security, and environmental concerns
 In general, sponsors can use AIP funds on most
airfield capital improvements or repairs except
those for terminals, hangars, and non-aviation
development
 Any professional services that are necessary for
eligible projects — such as planning, surveying,
and design — are eligible as is runway, taxiway,
and apron pavement maintenance. Aviation
demand at the airport must justify the projects,
which must also meet Federal environmental and
procurement requirements.
 Projects related to airport operations and revenuegenerating improvements are typically not eligible
for funding. Operational costs — such as salaries,
maintenance services, equipment, and supplies —
are also not eligible for AIP grants
Planning studies
Environmental studies
Safety area improvements
Airport layout plans (ALPs)
Access roads only located on airport
property
Removing, lowering, moving, marking,
and lighting hazards
Glycol Recovery Trucks/Glycol
Vacuum Trucks
Source: AIP, Booz & Company analysis
Booz & Company
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Government Grants
Debt Financing
Operating Revenue
Laws such as AIR-21 Act has been passed to ensure that adequate
AIP funds are allocated to meet GA airport development needs
Wendell H. Ford Aviation Investment
and Reform Act for the 21st Century (AIR-21)
General Aviation Entitlement Grants
 The general aviation entitlement grants allow
up to $150,000 annually, or one-fifth of
development costs shown in the latest
published National Plan of Integrated Airport
Systems (NPIAS),whichever is less, to be
allocated to GA, reliever, and non-primary
commercial service airports (referred to
collectively as general aviation airports)
 Directed funding to general aviation
airports as part of the FAA Airport
Improvement Program (AIP)
 Restructured the apportionment of state
aviation grant funds by including
entitlements for individual nonprimary
airports (referred to as general aviation
entitlement grants)
 A GAO study in 2003 revealed that as of the
end of fiscal year 2002, general aviation
airports had accepted general aviation
entitlement grants totaling $201 million of the
almost $269 million (about 75 percent) made
available by FAA in fiscal year 2001
 The total available GA entitlement grants of
$269 million was approximately 9% of the total
AIP funds of $3.14 billion in fiscal year 2001
Source: GAO-03-347 General Aviation Entitlement Grants, Booz & Company analysis
Booz & Company
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Government Grants
Debt Financing
Operating Revenue
Meanwhile FAA continues to improve the effectiveness of AIP
program to benefit GA airports and commercial airports more
Proposed Reform to AIP that Will Impact GA Airports
(Fact Sheet on Airport Financing Proposals, 2007)
More rational structure for General Aviation
Airports and Small Commercial Airports, while
preserving their access to essential AIP funds…
… and changes to AIP eligibility rules to help
airports be more self sufficient
 Proposed program changes target AIP spending to
airports most dependent on AIP
 GA airports can use their entitlements to buy selfservice fuel pumps on a stand-alone basis. Today,
AIP can be used only to install an entire fuel-farm
system
 Make the GA airport entitlement work better for
secondary and reliever airports, which have larger
airfields with more complex geometry by creating a
tiered structure
 GA airports can use their entitlements to
rehabilitate hangars and terminals. Today, the
entitlements can only be used to build replacement
hangars, even if a rehab would be cheaper.
 Restructuring the small airport fund as a fixed
percentage of AIP discretionary funds
 Establishing a minimum state apportionment
amount of $300 million and are changing the
method of calculating it that is independent of GA
entitlements
Source: Fact Sheet on Airport Financing Proposals 2007, Booz & Company analysis
Booz & Company
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Government Grants
Debt Financing
Operating Revenue
State governments’ airport aid programs supplement federal
initiatives to help preservation of airports
WASHINGTON EXAMPLE
Breakdown of Available Airport Funding in Washington
(FY 2009-2011, in US$)
WSDOT Airport Aid Grant Program
 Washington State Department of Transportation (WSDOT)
Airport Aid Grant Program focuses on preservation of airports
 WSDOT's grant program is funded through:
– An 11-cent-per gallon fee on aviation fuel
– Aircraft registration fees
 Any municipality or federally recognized tribe that owns an
airport that is open and available for public use can apply
 WSDOT’s Local Airport Aid Grant Program funds projects in
the areas of:
– Pavement
– Safety
– Maintenance
– Security
– Planning
 The maximum amount WSDOT Aviation can award to an
individual sponsor in a single grant is $250,000. WSDOT
requires a minimum local match of 5%. Local matches can be
in cash or in-kind volunteer labor and materials
 During the first round of 2009-2011 biennium grants, WSDOT
awarded $900,000 to 35 airport for 41 different projects
State contributed
7% of total airport
grants
Source: Washington State Department of Transportation, Booz & Company analysis
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464.467
12.631.548
Local
Total
900.721
11.266.360
Federal
State
Areas of Projects that WSDOT Airport Grant
Program Awarded
Maintenance, planning
Security and others
Safety
5%
9%
3%
87%
Pavement
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Government Grants
Debt Financing
Operating Revenue
In California the Department of Transport provides both aid
programs and loans for GA airports
CALIFORNIA EXAMPLE
Main State Aid Programs for Airports in California
Annual Credit
Grant
AIP Matching
Grant
 Provides a $10,000 per year entitlement to
eligible publicly-owned, public-use airports for
expenditure at the sponsor’s discretion
 Assist General Aviation (GA) airports in meeting
the local match for federal Airport Improvement
Program (AIP) grants
 The state grant is 2.5% of the AIP amount.
Eligible projects must benefit GA and be included
in the Capitol Improvement Program (CIP)
element of the California Aviation System Plan
 Acquisition and Development (A&D) grants are
for eligible projects subject to programming and
Acquisition and
allocation by the CTC
Development
(A&D) Grants  An airport land use commission (ALUC) can
receive funding to either prepare or update a
comprehensive land use plan (CLUP)
The sole funding source for these grants is excise tax
revenues on general aviation (GA) gasoline (18¢ per gallon)
and for jet fuel (2¢ per gallon)
Local Airport Loan Program
 The Local Airport Loan Account is a revolving
fund that was initiated with seed money from
the Aeronautics Account. As principal and
interest payments are returned to the Loan
Account, additional loans can be provided to
airports
 To be eligible for the loan, the airport must be
owned by an eligible public agency (e.g., a city,
county or airport district)
 Loans are available for revenue generating
projects such as hangers and fueling facilities
 Loans can be made for airport development
projects also
 Finally, loans can be made to assist the
sponsor with the local match for an AIP Project
 Generally, the term of a loan will vary between
8 and 17 years depending upon the amount of
the loan
Source: California Department of Transportation, Booz & Company analysis
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Government Grants
Debt Financing
Operating Revenue
In addition to grants, tax-exempt bond issued by a city, county,
state, or airport authority to support airport development
Common Bonds to Finance Airport Development in the U.S.
General
Obligation
Bonds
 Issuance of bonds by the government (states, municipalities etc.) for the purpose of financing large public work
developing including airports
 A principal advantage of G.O. Bonds is that they can be issued at a lower interest rate than other types of bonds
or commercial loans at a rate of two to five percent. G.O. Bonds are generally financed for a period of 10 to 15
years
 Revenue Bonds are generally issued by government entities with statute authority such as a state or local
government and includes an airport authority
Revenue Bonds
 Revenue Bonds do not generally require voter approval and can be issued for a period of 25 to 30 years,
resulting in lower monthly payments
 General Airport Revenue Bonds (GARB) are revenue bonds issued to finance a specific revenue generating
project, and unless backed by third party guarantees, are generally secured solely by the revenue generated
from the specific development project
Industrial
 IDBs are a specific type of revenue bond ideally suited for small general aviation airports
Development
 Securities are issued by a governing entity to finance facilities which are then leased to a private entity or user
Bonds (IDB) and
at a rental equal to the debt service of the bond and for a term equal to the maturity of the securities
Exempt Facility
 These bonds are tax exempt only if they are not designed to generate revenue and serve the public good, such
Bonds
as runways and taxiways, or those facilities servicing aircraft or the transferring of passengers
Source: Kittitas County Public Works, Booz & Company analysis
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Government Grants
Debt Financing
Operating Revenue
GA airports in the U.S. exploit different revenue sources to fund
development and operation
Typical Sources of Airport Revenues
Operating rental/
lease revenue
sources
Airport operational
income revenue
sources
 Hangar rental
 Hangar land
lease
 Passenger
terminal building
structured lease
 Aircraft landing
fees
 Aircraft parking/
tie down fees
 Airport
Equipment Use
Fees
 Motor Vehicle
Parking Revenue
 Fuel sales/
flowage fee
revenue
Non-aeronautic revenue
sources
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Business Parks
Golf course
Vehicle parking
Car dealers
Rental car agencies
Campground/RV parking
Agricultural Lease
Mineral rights
Field sports
Special activities and
events catering to both
aviation and nonaeronautical interests
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% of
respondents
20
19
17
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15
14
13
11
10
10
5
0
Build
Raise Raise
More T- Hangars fuel
hangars Rental prices
Rates
or
flowage
Hangar is the
fee
main revenue
generating
initiative
Source: Embry Riddles CGAR Research, Booz & Company analysis
Booz & Company
Initiatives to Increase Revenue of GA Airports
Surveyed
(Sample Size: 588 GA Airports)
Develop Build Develop Other
more
more
more
land for corporate land for
real hangars real
estate
estate
(aviation
(nonrelated)
aviation
related)
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Government Grants
Debt Financing
Operating Revenue
As an example the Port of Portland has developed a four-part
approach to achieving financial self-sufficiency for its GA airports
Port of Portland - Hillsboro Airport
Four-part Approach to Achieving Financial
Self-Sufficiency for General Aviation
Airports
 The Port of Portland is committed to maintaining a
quality general aviation program as a viable part of
its aviation system. To do so, the Port's General
Aviation airports must be financially self-sufficient.
The Port has developed a four-part approach to
achieving financial self-sufficiency for its general
aviation airports.
 Control operational and capital costs
 Rely heavily on the development of nonairside land
 Keep the airside property lease rates in
alignment with the local market
 Develop new revenue sources, e.g.
landing fees
Source: Company information, Booz & Company analysis
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Government Grants
Debt Financing
Operating Revenue
The U.S. Department of Transport sets policy on airport fees to
safeguard the interest of air carriers and other aeronautical users
Principles Applicable to Airport Rates and Charges
Local Negotiation
and Resolution
 In general, the Department of Transportation relies upon airport proprietors, aeronautical
users, and the market and institutional arrangements within which they operate, to ensure
compliance with applicable legal requirements. Direct Federal intervention will be available,
however, where needed.
Fair and Reasonable
Fees
 Rates, fees, rentals, landing fees, and other service charges (‘‘fees’’) imposed on
aeronautical users for aeronautical use of airport facilities (‘‘aeronautical fees’’) must be fair
and reasonable
 Federal law does not require a single approach to airport rate-setting
Prohibition on
Unjust
Discrimination
 Aeronautical fees may not unjustly discriminate against aeronautical users or user groups
 The airport proprietor must apply a consistent methodology in establishing fees for
comparable aeronautical users of the airport.
Requirement to be
Financially SelfSustaining
 Airport proprietors must maintain a fee and rental structure that in the circumstances of the
airport makes the airport as financially self-sustaining as possible
Requirements
Governing Revenue
Application and Use
 In accordance with relevant Federal statutory provisions governing the use airport revenue,
airport proprietors may expend revenue generated by the airport only for statutorily allowable
purposes
Source: RIN 2120–AF90 Policy Regarding Airport Rates and Charges, Booz & Company analysis
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Executive summary
GA airport regulations
GA airport planning and design
GA airport funding
Appendix
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Large GA Airports - Definitions and Location Requirements
Definition of Large GA Airports
Location Requirements
Large number of based GA aircraft: 200+
Large number of GA operations: 300 ops/day
Two Fixed Base Operators (FBO), full service
Terminal facilities for commercial operators (and
domestic or regional airlines)
 Operations 24-hour/365 day
 Complete GA aircraft servicing capability
 Good “ground side” access: roads, parking
 Near factories, high tech centers, hotels, restaurants
 Near local tourism, museums, schools
 Land available for GA business expansion, industrial
park
 Good road access and parking, easy public access
 4 km x 4 km land: permanent noise buffer and obstacle
clear zones (no tall towers)
 Room for minimum runway 1000 meters (sea level
standard conditions), airport area permits extension to
2,000 meters
 No tall buildings near airport: zoning that is enforced
 Clear approaches: no power lines, smoke stacks,
towers
 Not a noise sensitive area: no schools, hospitals, or
residential areas under flight paths near the airport
 Hard, stable ground under runways, taxiways, and
buildings
 Not in foggy, low-lying area – generally VFR conditions
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Large GA Airports - Airport Capabilities
Airport Capabilities
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Service Facilities
Runway 1- 2,000 m, parallel taxiway: lighted
Helicopter landing area on a ramp or taxiway
ASOS/AWOS (automated weather reports)
VASI/PAPI (visual glide path guidance)
Low-minimums instrument approach (70 m ceiling x
1000 m vis – ILS or SBAS GNSS)
 Individual hangars and community hangars
 Large tie-down space for small airplanes
 FBO: flight planning charts/computer (weather), flight
plan filing; sales of charts, pilot supplies and gifts,
bathrooms, waiting area, vending machines, tea and
snacks
 Rooms for meetings, CAAC safety seminars
 Family-friendly (simple security, restaurant)
 Private pilot training (testing) and flying club
 Simulators and instruction rooms
 Fuel/oil: avgas (100 Low-Lead) and Jet A
– Including automated self-service avgas
– Aviation oil for piston and turbine engines
 Aircraft sales, rental, and service center
– Variety of GA aircraft for sale and rental
– Airframe, engine, and avionics
– Maintenance, repair, parts
– Aircraft cleaning
 Support strong GA companies
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