HomeMy WebLinkAboutbocc.res.041.2014A RESOLUTION OF THE BOARD OF COUNTY COMMISSIONERS OF PITKIN
COUNTY, COLORADO APPROVING THE ASPEN/PITKIN COUNTY AIRPORT
DESIGN GUIDELINES
RESOLUTION NO. Q'/( , 2014
I. The Board of County Commissioner of Pitkin County is the owner and operator of the
Aspen/Pitkin County Airport located at 233 Airport Road, Aspen, Colorado.
2. Upon adoption of the Airport's Master Plan in December of 2012, the BOCC desired
that Design Guidelines be developed for the long-term development and redevelopment
of facilities at the Airport.
3. A community based Design Guidelines Task Force was appointed to guide the
development of the document and provide input reflective of community values.
Additionally, focus groups and a community Open House provided opportunities for
further feedback and refinement of the document.
4. These Guidelines are grounded in the belief that simple, strong, design solutions that
utilize indigenous materials and quality craftsmanship is the best way to create a facility
that honors the community's values relative to architecture and community planning.
NOW, THEREFORE, BE IT RESOLVED that the Board of County Commissioners of Pitkin
County, Colorado hereby adopts the Aspen/Pitkin County Airport Design Guidelines.
INTRODUCED, FIRST READ, AND SET FOR PUBLIC HEARING ON THE 9th DAY
OF APRIL, 2014.
NOTICE OF PUBLIC HEARING AND TITLE AND SHORT SUMMARY OF THE
RESOLUTION PUBLISHED IN THE ASPEN TIMES WEEKLY ON L%!O 2014.
NOTICE OF PUBLIC HEARING AND THE FULL TEXT OF THE RESOLUTION
POSTED ON THE OFFICIALnOUNTY WEBSITE (www.aspenpitkin.com) ON
THE //"4 DAY OF % ri ( 2014.
ADOPTED AFTER FINAL READING AND PUBLIC HEARING ON THE 23rd DAY OF
APRIL, 2014.
PUBLISHED BYTITLEAND SHORT SUMMARY, AFTER ADOPTION, IN THE
ASPEN TIMESWEEKLY ON THE 1,4 DAYOF�2014.
ATTES
r
I
By
J9 nette Jones .
eputy County C rk
Date: �/- 3 '`2-O/y
APPROVED AS TO FORM:
John Ely, County-Attomcy
BOARD OF COUNTY COMMISSIONERS
By:
Robert A. Inner, Jr., Chair
MANAGER APPROVAL
Jon Peaco c, mty Manager
11
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1 __ ._„L„t._
April 2014
Aspen /Pitkin County Airport
's
r: DESIGN
GUIDELINES
Acknowledgements
Airport Design Guidelines Task Force
David Corbin
Jackie Francis
Dorothy Frommer
John Galambos
Meg Haynes
John Howard
John Krueger
Leslie Lamont
Scott Lindenau
John McBride
Fred Mosher
Jeff Yusem
Board of County Commissioners
Rob Ittner (chair)
Michael Owsley
Rachel Richards
Steve Child
George Newman
Consultant Team
TG Malloy Consulting, LLC (project manager)
Jviation, Inc.
Bluegreen
Charles Cunniffe Architects
Pµren/Pn Ain County Airport DESIGN GUIDELINES 1-2
Aspen/Pitkin County Airport
DESIGN
GUIDELINES
SECTION ONEiii
1.0
Airfield, Security and
Operational Facilities
1.1 Existing Conditions
1.2 Airfield Standard and Restrictions
1.3 Security Requirements
1.4 Operational Efficiency
1.5 Maintenance
IMEW
4.0
Construction Management
4.1 Construction Management
Ir
Architectural Guidelines
2.1 Scenic Impacts/Aesthetic Character
2.2 Neighborhood Compatibility
2.3 Sustainability
2.4 Customer Service and Experience
Review Process
5.1 Review Process
5.2 Relationship of Design Guidelines
to Other Standards and
Regulations
5.3 Ongoing Documents and
Compliance Monitoring
3.0
Site Improvement &
Landscape Guidelines
3.1 Site Grading Standards & Landform
Use
3.2 Planting Standards
3.3 Parking Lot Standards
3.4 Drainage and Stormwater Runoff
3.S Visual Impacts
3.6 Environmental Factors
3.7 Neighborhood Compatibility
3.8 Customer Service and
Experience
A.0
Appendix
Airport Facilities and Properties
Database Creation and Maintenance
Compliance Monitoring/Enforcement
DESIGN GUIDELINES 1.4
Introduction
These guidelines are
grounded in the belief
that simple, strong design
solutions that utilize
indigenous materials and
quality craftsmanship is
the best way to create
a facility that honors
the community's values
relative to architecture and
community planning.
Introduction
Through the long-term development and redevelopment of necessary
facilities at the Airport, in accordance with these Design Guidelines, the
County seeks to create an airport campus which is welcoming, expressive
of local culture, functional, attractive and understated. These Guidelines
are intended to create a facility that continues the tradition of allowing this
world renowned mountain community to be readily experienced by those
who live and visit here each time they step off an airplane. These guidelines
are grounded in the belief that simple, strong design solutions that utilize
indigenous materials and quality craftsmanship is the best way to create
a facility that honors the community's values relative to architecture
and community planning. The Airport also recognizes the importance of
preserving some aspects of the existing airport facilities as new facilities
are developed. These include ease of access, integrating buildings into the
landscape, emphasizing the quality of the pedestrian experience through
convenience and landscape enhancements, among others. These guidelines
encourage reintroduction of the native mountain landscape throughout
the airport, including the passenger terminal area, and reap the resulting
environmental benefits. Re-establishing links to the area's ranching history
is also promoted through subtle planting arrangements and by preserving
and enhancing views of existing historic structures and landforms. As
reflected in the guidelines, the airport strives to be a good neighbor while
continuing to serve as a major contributor to the local economy.
This document is an outflow of the 2012 Aspen/Pitkin County Airport
Master Plan Update (Airport Master Plan) which was approved by the
Pitkin County Board of County Commissioners (BOCC) in December of
2012. The BOCC's approval of the Airport Master Plan was conditioned
upon the establishment of a set of Design Guidelines to govern all
future improvements at the Airport. The Airport Master Plan includes
recommendations for the type, approximate size and arrangement of
future airport facilities necessary to accommodate the forecast air travel
1-5 len/rnkv tc,;k ;v.,,;r.. DESIGN GUIDELINES
needs of the community. The recommendations in the Airport Master
Plan were derived after a lengthy and comprehensive planning process
that incorporated input from a broad spectrum of community groups,
organizations and individuals. The design guidelines contained in this
document are not intended to revisit the findings and recommendations
contained in the Airport Master Plan. Rather, they are intended to provide
a mechanism to ensure that future development and redevelopment at
the Aspen/Pitkin County Airport, as contemplated in the Airport Master
Plan, is implemented in a manner consistent with community values which
reflect high standards for architectural quality, environmental sensitivity,
neighborhood compatibility, and sustainability. These Design Guidelines
are intended to provide clear and concise direction for all participants in the
development process at the Airport, including developers and those who
are responsible for reviewing development proposals for consistency with
community values.
The Aspen /Pitkin County Airport is located along Highway 82 in the area
between Maroon Creek and Shale Bluffs, which has been the subject of
intense scrutiny over the past few years as a result of recent community
planning efforts. This area is referred to as the "Gateway to the Aspen Area
Community" in recently -adopted planning documents including the Aspen
Area Community Plan (AACP) and the West of Maroon Creek Plan (WOMP).
The West of Maroon Creek planning area provides the physical entrance
to the community as well as the transition from the rural landscape to the
more urban environment of the City of Aspen. Preserving the distinct and
memorable arrival experience along this corridor, which is created by large
open space areas back -dropped by the surrounding mountains and ski
resorts, has been identified as a critically important goal for the community.
The Airport recognizes that the development of future airport facilities can
contribute positively to this important goal through careful planning and
design and has developed these Design Guidelines with this in mind.
Figure 1.1
Figure 1.2
DESIGN GUIDELINES 1-6
In their resolution approving the Airport Master Plan, the BOCC also
required that the Airport pursue a study of best practices for mass transit at
other similar airports in order to identify and implement specific measures
to encourage the use of alternative modes of transportation. This study
was conducted in parallel with the development of this Design Guidelines
document and will be implemented independently. However, there are a
number of guidelines in this document which address the development of
facilities that are either directly or indirectly related to Airport's role in the
local and regional transportation system. As a result, it's appropriate to
provide some background information regarding the Airport's role in the
current transportation system as well as its philosophy for how to plan for
the transportation system of the future.
Currently, the airport serves an important role in the regional transportation
system by providing both commercial airline and general aviation service,
which provides an alternative to arriving via motorized vehicles on Highway
82. Highway 82, the primary transportation route between the City of
Aspen and Glenwood Springs, is heavily travelled and frequently congested.
Reducing traffic congestion on Highway 82 has been a major concern
throughout the valley for many years. Airport users currently have several
transportation options for their trips to and from the Airport including
valley -wide bus service provided by the Roaring Fork Transportation
Authority (RFTA). In 2012 RFTA operated a fleet of over 80 vehicles and
carries approximately 4.5 million passengers per year, making them the
second largest transit system in the State. RFTA offers both local bus service
and, with the recent opening its VeIociRFTA service, regional express -bus
service from Aspen to Glenwood Springs. Local bus service is also available
between Aspen and Snowmass Village. RFTA also provides free skier
shuttle service to all four of the Aspen Ski Company's ski resorts via the
Four Mountain Connector service. These bus routes all include stops at the
Airport/ABC transit stations. In addition, many of the lodges in Aspen and
Snowmass Village offer shuttle service to and from the Airport. The Airport
i-7
is also connected to both Aspen and Snowmass Village via paved commuter
trails. However, for a variety of reasons, including the lack of baggage
storage on RFTA buses, no weather -protected walkways, and lack of a local
shuttle bus service, many airport users will continue to rely on rental cars
and private automobiles to get to and from the Airport. As a result, the
Airport Master Plan has identified a need for continued parking facilities for
these vehicles.
The Airport's location offers a unique opportunity in terms of its future role
in the regional transportation system. The Airport is located approximately
8 miles from the Snowmass Village Mall and just over 3 miles from the
downtown core of the City of Aspen. This proximity together with the fact
that the community has reserved a transportation corridor between the
City of Aspen and the Airport, as described in the Entrance to Aspen Record
of Decision (ETA -ROD), allows consideration of a variety of transit solutions
to serve local residents and visitors in the upper valley. The potential also
exists, as a result of the 1997 acquisition of the Denver and Rio Grande
Western Railroad right-of-way, to consider other valley -wide transportation
alternatives that require a dedicated off-highway corridor. Ultimately, the
Airport's role in any future transportation system will depend on decisions
as yet to be made by the City of Aspen, Pitkin County, Snowmass Village
and other communities in the valley. The Airport's philosophy in this
regard has been to ensure that planning for future airport facilities allows
the community the flexibility to accommodate a variety of transportation
solutions and technologies.
The Airport has always been a proponent of transit and has worked to
preserve the community's transportation options in the Airport/ABC
area through its recent master planning efforts. This is most evident in
the current Airport Master Plan, which focused on the redevelopment
of the passenger terminal area, and which continues to preserve
the transportation corridor along the Airport -side of Highway 82 as
rn,n.iy.li��u,l DESIGN GUIDELINES 1-8
contemplated in the ETA -ROD. The Airport also worked with RFTA to
determine the best location for the current bus rapid transit system (BRT)
stations to serve both the existing and proposed future passenger terminal
locations. The Airport Master Plan also includes a number of other
measures intended to accommodate future transportation alternatives
including the recommendation to develop a weather -protected pedestrian
corridor between the future passenger terminal and the transportation
system stations and pedestrian underpass located along Highway 82.
The design guidelines in this document address design details related to
these and other transportation -related improvements recommended in
the Airport Master. Careful design of these facilities, making them more
efficient and more appealing, can help promote the use of alternative
transportation modes as well as improve the overall user experience.
This document has been prepared with input from the community through
several outreach efforts, including a series of meetings with a 12 -person
task force that was appointed by the BOCC. The task force was comprised
of local architects, planners, business owners, and nearby residents,
among others. The public outreach effort also included several focus group
meetings with airport tenants, employees, and general aviation users as
well as a public open house meeting. The input from these groups and
events was recorded and posted on the Airport's website (http://www.
aspenairportplanning.com/) and referenced throughout the preparation
of this document. In addition, public input gathered during the planning
processes for the 2012 Aspen Area Community Plan (AACP), the West of
Maroon Creek Plan (WOMP), and the 2012 Aspen Airport Master Plan was
also reviewed.
This document is intended to be used in concert with the Aspen -Pitkin
County Airport Master Plan, the West of Maroon Creek Plan (WOMP), the
Airport landscape Master Plan, the Aspen -Pitkin County Airport Sustainable
Construction Management Plan, and the Design Intent & Specifications for
Exterior Signage (July 2006). Other important reference documents are
identified in the bibliography.
IE
AIRFIELD, SECURITY
AND OPERATIONAL
FACILITIES
Airfield, Security
and Operational
Facilities
The Airport is a key
hub in the multi -modal
transit system within the
Roaring Fork Valley, which
integrates private vehicles,
commercial vehicles, public
mass -transit, pedestrians,
bicycles, and aviation users
Section 1 -Airfield, Security and Operational
Facilities
i'. FXISTINGCONDITIONS
The Aspen -Pitkin County Airport (ASE) sits along Colorado Highway 82, to
the Northwest of the City of Aspen. The Airport is owned and operated
by the Pitkin County Board of County Commissioners (BOCC) and is
under the supervision of the Airport Director and the County Manager's
Office. The Airport is a key hub in the multi -modal transit system within
the Roaring Fork Valley, which integrates private vehicles, commercial
vehicles, public mass -transit, pedestrians, bicycles, and aviation users. As
a Federal requirement, the land depicted as Airport Property on the Exhibit
"A" Property Map (see Airport Master Plan) must be used in accordance
with the approved Airport Layout Plan (ALP), which can also be found in
Chapter 11 of the Airport Master Plan. Property designated for aeronautical
use cannot be used for non -aeronautical purposes except under limited
circumstances or with FAA approval.
There is a designated transportation corridor running along Colorado
Highway 82. Any development that would encroach on this corridor is
prohibited. The transportation corridor is depicted on the ALP in the
Airport Master Plan. There are also electrical and communication utility
corridors on airport grounds. Due diligence should be exercised early
on in a project to identify potentially impacted utilities and investigate
the implications. Drawings can be provided by the airport that show
approximate utility locations for informational purposes only, field
verification should be made to determine exact locations and depths of
utilities in the vicinity of proposed construction.
2 f;D,,,, Pit Gig, Caro, p,.;.,,,' DESIGN GUIDELINES
1.2. AIRFIELD STANDARDS AND RESTRICTIONS
a. Aspen Is classified as a D-111 airport and is subject to FAA regulations
and standards. Runway and taxiway dimensional standards must meet
or exceed the specified widths and clearances specific to critical aircraft
to ensure safe operation for landing, take -off, and taxi. The Airport has
one runway, Runway 15/33, and one partial parallel taxiway system.
The FAA regulates development on and near the Airport through a
series of airfield safety areas. These safety areas, and the development
restrictions associated with them, are described in detail in the Airport Figure 1.1
Master Plan (Section 3.2.8), the boundaries of the safety areas are
depicted on the ALP. All improvements at the Airport must comply
with standards and restrictions associated with the airfield safety
zones.
b. Federal Aviation Regulation (FAR) Part 77, Objects Affecting Navigable
Airspace, establishes airspace requirements which impact the
geometry of buildings within the vicinity of an airfield. This document
establishes three-dimensional "imaginary surfaces" designed to
protect the airspace around an airfield. These surfaces are discussed
in greater depth in the adopted Airport Master Plan (Section 3.2.9).
Based on these regulations, a Building Restriction Line (BRL) has been
established on either side of the runway which sets a conservative
baseline structure height of 35 feet. The BRL is depicted on the
ALP. Part 77 also includes a formula for considering the height of
structures outside of the BRL. It's important to note that the height of
construction equipment must also be evaluated for compliance under
Part 77.
c. The Airport Traffic Control Tower (ATCT) must have a clear visual line
of sight to all movement areas of the airport, particularly the runway
ends. Movement areas are designated areas on the tarmac where
all vehicles and aircraft must be in communication with the tower in
order to operate. The ATCT in ASE has a supplemental camera pole
.� A.r,.rt DESIGN GUIDELINES 3
SECTION ONE
W
Figure 1.2
4 Irkv. C,.vyd DESIGN GUIDEI
at the Southeastern corner of the airport to augment the visual line
of sight. The Airport Administration will assist persons interested in
development at or near the Airport in analyzing compliance with the
requirements of Part 77 and the line -of -sight requirements for the
ATCT.
1.3. SECURITY REQUIREMENTS
a. The County is obligated to have and implement a security program
in accordance with 49 CFR, Part 1542, Airport Security, which is
administered by the Transportation Security Administration (TSA). ASE
should take specific measures to ensure all required TSA regulations
are satisfied. One requirement of Part 1542 is that the entire airfield
be surrounded by a perimeter security and wildlife fence.
(see Figure 1.2)
b. In order to maintain the efficacy of the airport perimeter fence, the
area outside the fence should have a 10 -foot clear buffer from the
exterior of the fence to any items (site furnishings, trees, berms,
buildings, etc.) that could be used to facilitate unauthorized entrance
into the AOA.
1.4. OPERATIONAL EFFICIENCY
a. Where possible, new general aviation(GA) hangar developments should
be designed with double loaded aprons, with hangars on opposing
sides of the pavement, to minimize the pavement required for each
unit, and be organized to allow for flexible aircraft maneuvering.
b. Consideration should be given to how snow removal and storage will
be dealt with, and whether there will be any impact on the airport's
snow removal plan.
c. Aircraft fueling and deicing facilities should be located where they will
not interfere with other aircraft movements.
d. Dedicated vehicle service roads and landside access points should be
located so as to minimize interactions between aircraft and private
vehicles.
e. Construction projects should be coordinated with the airport to reduce
the impact to airport operations and to ensure safe construction
practices given concerns associated with an active airport.
1.5. MAINTENANCE
a. All repairs and maintenance to aircraft and vehicles should be made in Figure 1.3
areas designated by the airport. Any approved work performed on a
public space on the airport should leave the area in a neat, clean, safe,
and orderly condition upon completion of such services.
t.p,,P;, to o: ty Ao r l DESIGN GUIDELINES 5
i
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ARCHITECTURAL
G-UIDELI N ES
SECTION TWO
Architectural
Guidelines
The goal is to create an
airport campus reflective of
Aspen's unique mountain -
town character which
includes a broad range of
architectural styles nestled
in a spectacular mountain
landscape.
E
Section 2 -Architectural Guidelines
This section of the Design Guidelines is intended to provide direction for
the location and design of all structures at the Airport. These guidelines
will apply to the development of new structures as well as the renovation
and redevelopment of existing structures. The goal Is to create an airport
campus reflective of Aspen's unique mountain -town character which
includes a broad range of architectural styles nestled in a spectacular
mountain landscape. While individual buildings may have dissimilar
functions, sizes and even materials, it is desired that they relate visually
to each other, while avoiding monotony. Buildings at the Airport should
generally be characterized as low in profile, distinctively designed, crafted of
materials and colors that complement the surrounding native environment
on a year-round basis and expressing high standards for functionality,
environmental sustainability and neighborhood compatibility.
2.1 SC EN IC IM PACTS/At STHEfICCHARACIE1_
a. General building massing and form ("right sizing")- Buildings should
fit within the visual context of the site and not dominate the overall
landscape. It is desirable to employ architectural methods to
"downsize" the apparent massing of structures.
1. Scale
I. Building scale should be appropriate and expressive of the
intended function(s) and strive for a clear and simple expression
of design concept(s).
II. low -profile horizontal buildings are preferred.
iii. New structures and significant renovations of existing structures
will need to consider the Scenic Guidelines contained in the
West of Maroon Creek Plan (WOMP), which includes additional
language related to building height and massing.
Iv. Where larger buildings are necessary to achieve their intended
purpose, such buildings should be designed with separate
massing forms and/or different materials and colors to reduce
perceived building mass without compromising the emphasis on
simple forms and horizontality.
V. Consider breaking larger buildings into modules or separate
parts to reduce perceived scale. (see Figure 2.1)
vi. Designs utilizing simple forms can employ creative combinations
of materials, colors and fenestration to help create an
appropriate building scale.
vii. Where taller building volumes are necessary, they should be Figure 2.1
located at the central areas of buildings. Building masses should
be transitioned by stepping outward and down from the taller
masses where appropriate and beneficial.
viii. Buildings should respond to the site topography to integrate
into the landscape. Utilize finish grading for "earth sheltering" at
buildings wherever possible. (see Figure 2.2)
2. Roof Articulation
1. Simple geometric forms with an emphasis on horizontal profiles
are encouraged. (see Figure 2.3)
li. Roof forms should reinforce a complimentary campus
appearance at the Airport.
Iii. Roof forms should be considered from various viewpoints
including Highway 82, Owl Creek Road, West Buttermilk Road
and McClain Flats Road (above looking down). Consideration
should also be given to the appearance of roof forms from
the airside of buildings including ground level and aircraft
approaches.
iv. Building heights and roof forms should be designed so as not to
interrupt views of the mountains or break ridge lines as viewed
from Highway 82 or Owl Creek Road (see Scenic Guidelines
section of the West of Maroon Creek Plan adopted by Pitkin
County in October of 2013).
Figure 2.2
Figure 2.3
... , DESIGN GUIDELINES 9
61MOM]►�r�i�l�]
Figure 2.4
Figure 2.5
Figure 2.6
10 17.r, . DESIGN GUIDE
V. Subtle use of complimentary roof shapes should be considered
to minimize perceived building mass and create visual interest.
Vi. Roofs should accommodate daylighting of the building. (see
Figure 2.4)
vii. Rooftop equipment should be centrally located and screened to
avoid being seen from the ground and from above. Equipment
and screening design and color should be compatible with the
building's other exterior materials.
viii. Where existing topography will allow integration of the building
into the terrain (earth -sheltered) in a manner compatible with
the natural character of the existing landscape (natural slope,
rolling terrain, etc.) sod roofs and earth sheltering should be
considered.
ix. Utilize "green roofs" where appropriate. (see Figure 2.5)
X. Roofs and overhangs should be designed to shed snow away
from entrances and walkways where possible.
3. Facades
I. Utilize transitional architectural elements that provide weather
protection along pedestrian ways (i.e. overhangs, canopies,
porches, etc.) and also provide visual relief and interest at
building entries.
If. Emphasize horizontality in the facade through the use of
materials, window patterns, and joinery.
!if. Public entries should be accentuated and easily identifiable.
iv. Avoid large monolithic wall expanses.
V. Utilize complimentary combinations of materials, fenestration
and building fa4ade articulation to add interest to buildings and
create appropriate scale. (see Figure 2.6)
vi. Utilize consistent architectural detailing on contiguous building
facades.
4. Fenestration
I. Use of glazing is encouraged to provide views of the natural
surroundings and as a tool to create a strong relationship
between exterior and interior spaces.
II. Care should be taken to avoid reflection from glazed surfaces,
especially on the airfield side of structures.
Iii. All window glazing must incorporate measures to minimize
interior light escaping at night (light pollution).
Iv. Operable windows that promote natural ventilation should be
considered.
V. Window areas should create visual interest through pattern,
order and rhythm, horizontal elements and shading devices.
Inappropriate styles (i.e. residential, historic) should be avoided.
(see Figure 2.7)
vi. Incorporate more extensive glazing on the south side of
structures to provide for wintertime solar energy gain. Shading
to reduce excessive solar gain during summer months should
also be provided.
5. Entrances
I. Building entrances offer the most obvious opportunity to create
a strong relationship between interior and exterior spaces.
Public entrances should be designed to create as seamless a
transition as possible between the interior and exterior through
the use of plants, building materials (especially flooring),
exterior overhangs or canopies, visual connections, lighting,
programming, and furnishings. Exterior gathering spaces should
also be located near public entrances to create a more active
and inviting environment.
If. Public entrances should be easily identifiable, inviting, weather -
protected and designed to human scale.
Ill. Entrances should be designed to stand out against the primary
building facade. (see Figure 2.8)
Figure 2.7
Figure 2.8
DESIGN GUIDELINES 11
SECTION TWO
Figure 2.9
12 "
6. Service Areas
i. Wherever possible locate service areas away from public use
areas and where they would negatively impact views of the
surrounding mountain landscape.
Ii. Provide screening from public roadways, internal airport roads,
and entries, where appropriate.
Ill. Screening elements (landscaping, fences, walls, etc.) should
be compatible with the adjacent building and/or other site
improvements.
b. Roadway Setbacks
1. Highway 82 - All structures and outside uses are required to be
setback 100 feet from the Highway 82 right-of-way line. Outside
uses include parking lots, signs and light fixtures.
2. Owl Creek Road —The following setbacks are recommended:
I. Structures — 100 feet
li. Outside Uses (including parking lots, signs and light fixtures) —
50 feet
3. Building setbacks should be varied to avoid creating the feel of a
continuous wall of structures along either street frontage.
c. Building Height/View Plane Intrusion
1. Low -profile structures, which can be integrated into the surrounding
terrain, are strongly preferred. Where taller structures are
necessary to serve the intended function(s), such structures should
be designed to reduce the perceived height of the building by
locating taller building elements near the center and stepping
outward and down from the taller masses.
2. Compliance with the scenic guidelines contained in the West of
Maroon Creek Plan will also be considered.
3. Building heights must conform to FAA (Part 77) and be approved by
the FAA.
4. Compliance with provisions of the Pitkin County Building Codes,
which address limitations related to height for fire fighting or
other life and safety reasons, will be required unless variations
are approved by the Pitkin County Community Development
Department and the Aspen Fire Protection District.
d. Exterior Materials
1. Visual continuity and use of complimentary exterior materials and
colors is desired throughout the Airport.
2. Materials and treatments which relate to human scale are
encouraged. Such materials (e.g.; brick, stone, masonry, precast
concrete, glazing and metal panels) should be organized in design
modules to create a comfortable scale and emphasize horizontality.
(see Figure 2.10)
3. Exterior materials on adjacent buildings should be compatible.
Subtle use of the same or very similar materials on adjacent
buildings to suggest continuity while avoiding repetition or
monotony is encouraged.
4. Materials should avoid color fading and minimize the appearance of
damaged areas.
5. Textured concrete and dark metal panels may be acceptable if used
in appropriate scale, modules, and combinations. (see Figure 2.7)
6. Materials should be suitable for site-specific functions and climatic
conditions in order to provide durability and low maintenance.
Future replacement, repair, colorfastness, fade resistance and
exposure to freeze -thaw cycles and jet fuel exhaust should be
considered.
7. If used, wood should be treated for protection from the sun and
climate conditions.
8. Avoid excessive variety of materials or large expanses of light-
colored materials on building facades. (see Figure 2.12)
9. Avoid reflective surfaces; glass with reflective or metallic coatings
can be an air-traffic safety issue and is not allowed except on
Figure 2.10
Figure 2.11
Figure 2.12
UESIGN GUIDELINL- 13
SECTION TWO
Figure 2.13
building facades that can't be seen from the airside of structures.
Special care should be taken with solar collectors to ensure that
they do not create a hazard for aircraft operations.
30. The color of materials should relate to the inherent nature of the
materials. In general, natural, earth -toned colors are preferred,
with color accents occurring at entries, circulation elements
(elevators/stairs), and signage. (see Figure 2.13)
11. The colors and patterns of exterior materials should respond to
seasonal changes in weather conditions (ie: should blend well in
winter or summer). It is preferred that building colors relate to the
natural landscape in order to best fit within the site context. Muted
(earth tone) colors and textured (natural matte) materials are
preferred.
e. Landscape Screening/Integration
1. Architecture should be integrated into the site and landscape so
that improvements appear as a seamless composition.
2. New structures and additions to existing structures should take
advantage of existing land forms to the extent possible. This can be
achieved through bunkering or keeping the heights of the roof or
major building elements as close to or below land form heights to
the extent possible.
3. New land forms and grading adjacent to the structures should be
explored when needed and should complement and extend the
lines of existing land forms to the extent possible.
4. Planting should work in tandem with land forms to further connect
the structure to the landscape.
5. Planting can also achieve sustainability goals by shading the
architecture and minimizing solar heat gain in summer.
6. Planting design should incorporate wildfire mitigation measures
as needed. Wildfire breaks, or gaps in the planting, should be
considered when planting adjacent to the architecture is desired.
14 Aspen/Pitkin ro,,ntt arp,,rt DESIGN GUIDELINES
f. Exterior Lighting
1. Lighting associated with the airside facilities at the Airport (runway/
taxiway system, deice pad, aircraft parking areas and other facilities
located inside the security fence) is regulated by the Federal
Aviation Administration (FAA) for safety. Detailed information
related to FAA standards can be found in the FAA Circulars listed
below. These circulars are periodically amended and the reference
below specifies that the applicable standards are those contained
in the version which is most current at the time the project is
proposed.
I. AC 150/5340-30 (current issue) — Design and Installation for
Airport Visual Aids and
Il. AC 70/7460-1 (current issue) — Obstruction Marking and
Lighting
2. The Airport will continue to shield the rotating beacon located on
the commercial passenger terminal building. Should the terminal
building be redeveloped as contemplated in the Airport Master
Plan the new rotating beacon will be designed to provide shielding
similar to or better than the current beacon.
3. All other lighting at the Airport should be designed to achieve a
balance between the safety and security needs of airport users
and the desire to preserve the night sky. Specific standards for
achieving this objective are included in the Scenic Guidelines
section of the WOMP and are listed as follows:
I. Outdoor fixtures other than those associated with the runway/
taxiway system and deice pad shall be installed in a fixed
down direction, shall be full cutoff fixtures and 100% shielded.
Shielding shall be required to reduce glare so that neither the
light source nor its image from the reflective surface shall be
directly visible from beyond the property line. (see Figure 2.14)
Ill. The maximum height of a freestanding outdoor light fixture
shall be twelve feet (12'). This includes fixtures for parking
Figure 2.14
. DESIGN GUIDELINES 15
SECTION TWO
areas, which shall be spaced so as to achieve an average
illumination no greater than 0.5 foot-candles.
iii. All new outdoor lighting fixtures shall be energy efficient.
Energy efficient lights include all high intensity discharge (HID)
lamps (high pressure sodium and low pressure sodium) and any
other fixtures of equal or greater efficiency subject to approval
by the Community Development Department.
IV. Outdoor light fixtures used to illuminate flags shall use a very
narrow cone of light for the purpose of confining the light to the
object of interest and minimize light trespass and glare.
V. Lighting controls that automatically extinguish all outdoor
lighting when sufficient daylight is available using a control
device or system such as a photoelectric switch, astronomic
time switch or equivalent functions from a programmable
lighting controller, building automation system or lighting
energy management system, shall be utilized whenever
possible.
vi. The following outdoor light fixtures shall be prohibited as
specified below. Existing light fixtures legally permitted or
authorized prior to adoption hereof may be maintained.
• Uplighting/backlit canopies
• Neon tubing or band lighting along building structures as
articulation
• Flashing lights
• Illumination of entire building or illumination of buildingfacades
• Floodlighting, up lighting
• Any light that imitates or causes visual interference with a
traffic signal or other necessary safety or emergency light.
• Walkway and path lighting that exceeds three (3) feet in height
(as measured from the light source to existing grade)
4. The design of projects that involve structures or significant outdoor
lighting should include participation from a lighting consultant
16 G,p , ,µ�„ , DESIGN GUTP1
familiar with local lighting standards and regulations.
5. Lighting must be down -directed. (see Figure 2.15)
6. Exterior lighting for public buildings and use areas should be limited
to pedestrian areas, parking lots and select building elements that
should be highlighted such as entries, exits, canopies, circulation
elements (stairs, elevators).
7. Exterior lighting on utility and other non-public buildings should
be limited to entry areas and should be controlled as described in
guideline 2.1(f)(2)(v) above.
g. Regional Expression
1. Aspen's architectural personality is characterized by interesting,
diverse, and creative solutions which exhibit strong design and
are crafted from high-quality materials. While more utilitarian
buildings need not exhibit the same architectural emphasis as those
frequented by the public, the intent is for all buildings at the airport
to be architecturally compatible and express a common, timeless
architectural vocabulary. (see Figures 2.16)
2. Architectural solutions should relate strongly to the natural site and
local geographic context. This can be expressed through references
to the sub -alpine natural environment and mountain geography, as
well as Aspen's unique heritage, which embraces history, culture,
and active outdoor lifestyles.
Figure 2.15
Figure 2 16
3. Aspen's built environment spans a broad range of architectural
American Modernism was
styles including Victorian, chalet, rustic, modernist and
characterized by 'Form follows
Function' and the concept that
contemporary. Incorporating some aspects of the modernist style,
designs should be Individualistic,
which is characterized by well -sited, low -slung structures built from
and expressive of their respective
sites' context. European
indigenous materials, is encouraged. (see Figures 2.18 through
Modernism employed a
systematized approach, utilizing
2 26)
industrial technologies, and
4. Historic "themed" responses should be avoided. Architecture
was exemplified by simple,
asymmetrical compositions with
which responds to current and future needs, along with "timeless"
cubic geometry, metal/glass
contextual designs, is preferred to "themed" or "preconceived,"
frameworks, and large window
openings in horizontal bands.
ub51GN GUIDELINES 17
SECTION TWO
Figure 2.17
18
form -driven solutions. Similar creative solutions should be used for
all structures at the Airport, including public, private, utilitarian and
service facilities. Contextual design responses which relate to the
natural surroundings and environment are preferred.
h. Strong Interior/ Exterior Expression
1. Experiencing the outdoors is a major aspect of the Aspen
experience and every effort should be made to diminish real and
perceived barriers between indoor and outdoor space.
2. The inclusion of appropriate transition spaces will help establish a
strong interior/exterior relationship in public buildings. Adequate
weather -protected walkways, waiting spaces, vertical circulation
connectors and entries are some of the components that could help
diminish the barrier between interior and exterior spaces.
3. Use of similar building materials, signage and lighting on both
interior and exterior spaces will also contribute to a sense of
connection between exterior and interior spaces.
4. Plantings, such as interior green -walls, should be incorporated
within buildings. (see Figure 2.17)
5. Incorporating plantings on buildings such as green walls and roofs is
encouraged.
6. Window placements should frame and emphasize views of the
adjacent landscaped spaces as well as the distant mountain views to
provide a strong visual orientation to the outdoors.
7. Generous use of windows is encouraged to provide natural daylight
which enhances the connection to the outdoors and can also
conserve energy if properly designed.
S. Efforts should be made to diminish the sense of interior -exterior
separation through space programming. Examples of this would
include dining areas having large doors which open to exterior
seating during summer months, or lobby areas that open onto
courtyards or outdoor plazas.
=� I
Si'If:l R��
F
I,
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OIL -
I
SECTION TWO
22
L Temporary Structures
1. During the phasing of certain construction projects, it may be
necessary to utilize temporary structures in order to maintain fully
operational facilities (i.e. temporary terminal elements, screening or
holdroom areas, protected walk -ways, etc.). Temporary structures
should not remain in place for more than two years. These
structures shall comply with the Design Guidelines to the greatest
extent practical (color, scale, heights, massing, etc.). However, the
temporary nature of these structures (i.e. lower durability materials,
utilitarian layout, simplified detailing, site constraints, etc.) is
not well suited to accommodating all the requirements that are
expected of permanent structures.
NFIGHBORHOOD COMPATIBILITY
a. Traffic Impacts
1. The Airport has commissioned a study of best practices for mass
transit service at other similar airports. One of the objectives of
this study is to define specific measures to encourage and prioritize
the use of alternative modes of transportation and to diminish
reliance upon rental vehicles and increased parking. The Airport
intends to pursue implementation of any appropriate findings and
recommendations from this study.
2. Future improvements in the passenger terminal area should
strengthen and enhance pedestrian access to and from the new
transit stations and pedestrian underpass located on Highway 82
as part of an effort to encourage the use of transit and diminish
reliance on private automobiles and rental cars.
3. Traffic impacts on Owl Creek Road will be addressed as part of
an environmental analysis associated with any related projects
requiring federal funding on the west side of the Airport. In
addition, any proposals for a fixed base operator on the west side
of the Airport should include a traffic analysis that addresses traffic
impacts and contains recommendations for measures to mitigate
those impacts, including any necessary improvements to Owl Creek
Road.
b. Parking Adequacy - See Airport MP for data
1. The Airport Master Plan identifies a potential parking need of
approximately 1,300 spaces on the east side, including long-term,
short-term, rental ready, rental car storage and general aviation. An
additional 60 spaces is identified for the potential future fixed base
operator facilities on the west side of the Airport. These numbers
should be considered when evaluating future development and
redevelopment at the Airport.
2. The process of determining the appropriate quantity of off-street
parking for any particular facility should begin with an evaluation
, - DESIGN GUIDELINES 23
61:14JES1'Ml�dL]
Figure 2.27
24 L„ 1"(
based on anticipated traffic generation rates for similar uses as
documented in publications of the Institute of Transportation
Engineers and/or parking requirements for similar uses as
documented in publications of the National Parking Association.
3. The use of travel demand management (TDM) measures may
be required to minimize the need for off-street parking and limit
the overall parking spaces at the Airport to an amount similar to
that which is identified in item 2.2(b)(1)1 above. Proposed TDM
measures will be evaluated on a project -by -project basis.
4. Shared parking between the passenger terminal, general aviation
terminal and other airport facilities is strongly encouraged,
particularly on the east side of the Airport, as part of a strategy to
reduce the overall parking spaces at the Airport.
c. Potential Patio Shelter Enclosure: The Airport Master Plan
recommends enclosing the existing patio shelters (open -sided small
aircraft hangars located to the north of the air traffic control tower)
to provide better weather protection for local based aircraft. The
patio shelters are highly visible from Highway 82 and the design for
their enclosure should be consider factors such as noise and scenic
impacts. To minimize scenic impacts and diminish the potential for
deflecting highway noise in a manner that would adversely affect
nearby residential areas, the Airport should study the potential of
screening all, or a portion of, the Highway 82 side of the patio shelters
with a landform, wall, dense vegetation, or some combination of these
measures.
d. Interior Lighting
1. Interior lighting should be controlled to minimize nighttime light
"spill" toward residential and public areas. (see Figure 2.27)
2. The placement of windows on all structures should consider
potential impacts from interior lighting on nearby residential
areas and the ability to otherwise screen those windows from the
residential areas.
e. Noise
1. Future developments at the Airport should be evaluated to
determine whether the project can help reduce the impacts of
ground noise on the residential areas to the east of the Airport
either through building placement and orientation or related
landscaping and retaining walls.
2. When existing structures at the Airport are removed, consideration
should be given as to what affect the removal may have on ground
noise conditions.
3. Although construction activity is inherently noisy, there are several
steps the Airport employs to make construction on the site quieter
include the following:
I. Construction sites can be established to include temporary
barriers/enclosures (i.e. plywood with sound absorbing
materials) around noisy construction areas. Noise perimeter
zones can be established and outlined in construction layout
plans. Certain loud work activity should be scheduled to take
place only during certain hours of the day.
ll. Specifying the use of quieter equipment. (i.e. Tier IV Diesel
motors on heavy equipment, generators with vibration
dampeners, noise reducing saw blades, etc.)
Iii. All equipment should be well maintained to ensure that it runs
as quietly as possible. Older equipment should be modified to
operate more quietly, if possible.
4. Additional measures can be found in the section discussing noise
guidelines related to Site Improvements & Landscape (Section
3.7(a)).
nspa.Jtltl�n[aniiy Aim. o't DESIGN GU I DELI NES 25
SECTION TWO
'� 4 Z SHE,t1 ISLAND >
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/M
e ai
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�.• � /lwper.� ii}eee...
4,
Arc .... r..d. WA7E •sn.sy p.. ^ A. GhThh Bnsr./C` Ihwawb •'11�`0.vEST • V...:ft.rY.r.M
\ ; V.+lr
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Figure 2.28
2.3 SUSTAINABILITY
a. Sustainability Vision - The Aspen -Pitkin County Airport could be a
leader in the community in terms of sustainability and the promotion
of high -performing buildings with environmentally sensitive materials.
At the time these Design Guidelines were being prepared, the Airport
was in the process of creating an Evolving Sustainability Program the
focus of which will be to promote economic viability, operational
efficiency, natural resource conservation and social responsibility.
This program is being designed to evolve in response to local needs
and available resources and technologies. As part of this work, the
Airport has adopted the Sustainable Aviation Guidance Alliance (SAGA)
definition of sustainability which reads as follows:
"A holistic approach to managing an Airport so as to ensure the
integrity of the Economic Viability, Operational Efficiency, Natural
Resources Conservation and Social Responsibility of the Airport."
26 DESIGN GUIDE.
When the Airport's Evolving Sustainability Program has been completed
more comprehensive standards and guidelines will be available and
will need to be taken into consideration for all future development
at the Airport in addition to the recommendations contained in this
document. Should there be conflicts between these Design Guidelines
and the Airport's future sustainability program, the standards and
recommendations in the sustainability program will take precedence.
All future development at the Airport should incorporate green building
practices and technologies to achieve measurable reductions in energy
consumption, water use, and solid waste production as well as reduced
operating and maintenance costs. The goal of these measures should
be to achieve high standards for sustainability as appropriate for the
type of structure or facility. The decision as to whether to pursue LEED
certification through the U.S. Green Building Council or other design and
construction certifications such as Net -Zero is left up to individual project
developers.
There are measures intended to promote sustainability in all aspects of
development at the Airport included throughout this document. Those
measures have not been repeated here. Rather, the guidelines listed in
this section touch on issues or measures that have not been addressed
elsewhere in this document. The following guidelines should be viewed
as a short list of measures recommended to promote sustainable
development at the Airport. Other measures can be proposed in
association with individual projects and will be considered during the
evaluation of compliance with these Design Guidelines.
Regarding the development of the potential future passenger terminal,
the Airport commissioned a study entitled "Sustainable Design/LEED
Evaluation Report for the ASE Terminal Plan" which includes more
detailed findings and recommendations regarding sustainability. The
findings and recommendations in the LEED Evaluation Report will be
_. - •y A,,.. DESIGN GUIDELINES 27
THREE
SITE IMPROVEMENT &
LANDSCAPE GUIDELINES
SECTION THREE
Figure 3.12 - Permeable pavers provide
benefits such as reducing runoff volume,
improving water quality, and enhancing
groundwater recharge
Figure 3.13
48
the forms and materials used in buildings and site improvement
elements.
4. Designers should consider the experience created by the scale of
lighting. For example, lighting viewed from a vehicle will provide a
different experience than path lighting. The scale at which lighting
is experienced and its placement for safety purposes are important
considerations to evaluate simultaneously.
S. See Section 2.1(f) of these Design Guidelines for additional
guidelines.
d. Drainage — (See Section 3.4 of these guidelines)
e. Pavement
1. Use of permeable pavers should be considered for pedestrian
areas, parking lots and other areas where airside operations/
FAA regulations do not require capturing and piping runoff.
Permeable pavers provide such benefits as reducing runoff volume,
improving water quality, and enhancing groundwater recharge.
Winter maintenance considerations and ADA requirements
should be assessed to determine feasible locations for successful
implementation. The Airport will require that all appropriate
measures are taken to address non -point source pollutants, such
as oil and other Fluids from vehicles, in all paved areas, especially
where permeable pavement is used. (see Figure 3.12)
2. Color, texture and width of pavement should be used to help
define hierarchy for pedestrian circulation paths as well as for
strengthening overall airport campus aesthetics. However, overly
complex paving patterns and materials should be avoided. (see
Figure 3.14)
3. Simple interjections of a secondary material in pavement are a
means for communicating locations/junctions where pedestrian and
vehicular safety precautions are important.
4. Proposed pavement design should take into consideration strategies
for minimizing heat-island affect. For example, pavement systems
that support the integration of trees or vegetation should be
considered, where appropriate. (see Figure 3.13)
S. Paved areas should be minimized through shared parking and other
measures to reduce the heat-island affect and to avoid excessive
stormwater runoff.
6. Planting should be utilized on the interior of parking areas to break
up large paved areas. (see Figure 3.15)
7. Traffic calming measures should be incorporated in parking areas
and internal roads to improve pedestrian safety and reduce the
potential for vehicle accidents.
B. The pavement design for vehicles shall meet AASHTO (American
Association of State Highway and Transportation Officials) standards
for the anticipated vehicle types that will be using the pavement -
9. Pavement design for aircraft shall meet the FAA pavement design
requirements outlined in Advisory Circular 150/5320-6E Airport
Pavement Design and Evaluation as amended.
10. Pavement on the airside must be maintained in good condition
to avoid FOD (Foreign Object Debris). Cracking and deteriorating
pavement can result in FOD, a serious hazard on an airport. FOD
has the potential to damage aircraft during critical phases of flight,
which can lead to catastrophic loss of life and aircraft, and at the
very least increased maintenance and operating costs -
f. ADA Requirements/Universal Design
1. Parking facilities should be designed such that the primary path of
circulation is barrier free and accessible to all users.
2. Refer to the Code of Federal Regulations for the Americans with
Disabilities Act (ADA) Standards for Accessible Design.
Figure 3.14 - Color, texture and width of
pavement should be used to help define
hierarchy for pedestrian circulation paths
Figure 3.15 - Planting adjacent to and
within parking ares effectively softens
views of cars
r,,,, ,;y A, !t DESIGN GUIDELINES 49
SECTION THREE
Figure 3.16 - Treatment of stormwater
and runoff through the use of
appropriately placed swales and rain
gardens
Figure 3.17
a. Proposed improvements should incorporate surface drainage systems
that allow for the treatment of stormwater runoff in appropriate
locations. Suitable locations include landside facilities such as the
passenger terminal, ground access and circulation, automobile parking,
and support facilities. Surface drainage systems include bioswales, rain
gardens, vegetated swales, permeable pavement, sand and organic
filters, infiltration trenches and soil amendments to support infiltration.
(see Figure 3.16)
b. Non -point source pollutants such as oil, grease, and heavy metals are
a few contaminants that are of concern near roads, parking lots and
other non -airside facilities. Rather than directing all runoff to piped
systems in these areas, sustainable drainage systems such as capturing
surface runoff and treating via phytoremediation, should be integrated
into parking lot design. Drainage systems include bioswales, rain
gardens, vegetated swales, permeable pavement, sand and organic
filters, infiltration trenches and soil amendments to support infiltration.
The extent and duration of standing water must be limited so as not to
attract wildlife.
c. Drainage systems should be designed to serve as site amenities and
unifying design elements in addition to their practical purpose.
d. The potential aesthetic value of proposed drain inlets should
be considered as they relate to nearby architecture and site
improvements. Inlets located in pedestrian spaces should be smaller
than those used in roads or in airside facilities.
$o A,,,/Fo1,T n,Lml DESIGN GUIDELINES
3.5. VISUAL IMPACTS
a. View Planes
1. Proposed site improvements should take into account views
as experienced at multiple locations including the view planes
identified within the WOMP.
2. As indicated in the West of Maroon Creek Plan (WOMP)
"landscaping on the Pitkin County Airport should be designed so
as not to obstruct views of Mt. Daly and/or the Buttermilk Ski Area
Mountain as viewed from Highway 82"
3. Site improvements on the west side of the Airport should be
designed in accordance with the scenic guidelines contained in the
WOMP including screening to minimize impacts as viewed from Owl
Creek Road, the Owl Creek Pedestrian Trail and Starwood.
4. Where desired and appropriate, screening of paved areas and other
low -profile site improvements should be achieved through the use
of landforms and native plantings utilizing the least possible grading
and vegetation, and maintaining views to distant ridge lines as
described in the WOMP.
b. Roadway Setbacks
1. See Section 2.1(f) of these Design Guidelines
c. Revegetation and Irrigation
1. Revegetation design should utilize plants that are consistent with
one or more of the four existing native plant communities (see page
55) as appropriate given the existing vegetation in the area where
revegetation is needed.
2. Because of wildlife hazard mitigation requirements, elements in
each plant community that attract wildlife should be removed when
revegetation occurs.
3. Revegetation design occurring on a large scale should take into
consideration the opportunity to express design elements such
Figure 3.18 - Revegetation through the
use of the four existing native plant
communities
Figure 3.19 - Movement conveyed
through the plant palette and design
CnujW,A,,pw, DESIGN GUIDELINES 51
SECTION THREE
Figure 3.20
Figure 3.21
as movement via plant selection and placement. For example,
revegetation using native seed on the northwest side of a berm, will
catch the wind and provide the physical qualities of movement.
4. Revegetation practices should include the practice of stripping
and stockpiling existing topsoil at the start of the construction
process. Stockpiled topsoil should be used for soil preparation prior
to planting. Use of appropriately specified topsoil is required for
optimal vegetation establishment.
S. Transplanting existing vegetation identified for removal should be
incorporated into revegetation plans and specifications to the extent
practical. Mature trees identified for removal are to be protected
for revegetation purposes when feasible.
6. Erosion Control and Revegetation methods:
i. During construction, Best Management Practices, including silt
52 _,/N'kro Co,,t, A,',�, DESIGN GUIDELINES
fences, sediment and erosion control logs, and erosion control
blankets on steep slopes, should be utilized to minimize erosion
caused by storm water run-off. (see Figure 3.20)
li. Following construction, disturbed ground should be dressed
with a minimum use of appropriately specified topsoil prior to
seeding with hydromulch. Topsoil depth depends on the specific
seed mix.
Ill. To ensure revegetation establishment contractors should be
required to supply a 2 -year maintenance bond for twice the
value of the seeding work. During this time, the contractor
would be responsible to maintain, water, and seed as needed
in order to establish growth. At the end of 2 year period, if the
vegetation is not acceptable, the airport can exercise the bond
or extend the duration of it.
Iv. Seeding should be performed only when the ground surface
is not frozen and should be avoided during the summer
period between June 15 and September 1 for conditions most
conducive to germination and early growth. Seeding time
depends upon the specific seed mix.
V. Specified seed mixtures may be drilled or sown at the rate
specified. All seeds sown by broadcast -type seeders should be
"raked -in" or otherwise covered with soil to a depth of at least
Y. -inch.
Vi. Boundaries between different seed mixes should be blended
to create a transitional area. The contractor shall water, mow,
weed, and otherwise maintain the area until the seeded areas
are considered established.
d. Treatment of cut slopes
1. Cut and Fill slopes should be artfully designed so that they fit into
the surrounding landscape and have the appearance of being
natural rather than machined. (see Figure 3.22)
2. Cut and Fill slopes should not exceed a 4:1 slope (horizontal
to vertical), in order to avoid erosion and promote successful
revegetation.
3. For further guidance related to grading, refer to Section 3.1 of these
Design Guidelines.
Figure 3.22
rp,,j,,:,. r,. ,A,port DESIGN GUIDELINES 53
SECTION THREE
Figure 3.23 - Surface water quality system
3.6. ENVIRONMENTAL FACTORS
a. Weed Management
1. Compliance with the Pitkin County Noxious Weed Management Plan
should be required throughout the Airport property.
2. Prior to completion, a new project should provide a weed
management plan specific to the proposed improvements shall be
provided. The proposed weed management plan should identify
weed species for removal and key strategies for weed prevention,
minimization and removal methods in specified locations. Practices
outlined in the weed management plan shall not be detrimental to
people, the environment or the existing native ecosystem.
3. Key areas requiring weed control are landscape zones within close
proximity to the airport terminal and ecologically sensitive areas,
such as the Owl Creek riparian habitat preservation zone.
b. Surface Water Quality
1. Surface water quality standards are regulated by the State of
Colorado Department of Public Health and Environment, Water
Quality Control Commission. Stormwater management and surface
drainage design at the Airport must comply with the requirements
contained in FAA Advisory Circular 150/5320-5D as amended from
time to time.
2. Aspen -Pitkin County Airport operates under a heavy industrial
activity permit issued through the Colorado Discharge Permit
System (CDPS). As part of this permit, the airport maintains a
Stormwater Management Plan (SWMP), which identifies Best
Management Practices (BMPs) to address impacts on water quality
associated with airport operations. The SWMP is on file at the
Airport Administration Office.
3. The airport currently has a Spill Prevention Control and
Countermeasures (SPCC) plan in place that meets all applicable
state and federal regulations regarding the use of fuels and
34 A,,.../PLkin DESIGN GUIDELINES
industrial chemicals on the airport. All fuel tanks and storage pallets
must have the appropriate secondary containment and monitoring
systems, as well as a plan to address and report spills to minimize
the impact to the environment in the event of an accident.
4. Pursuant to EPA rules (40 CFR 449), the Airport is required to use
non -urea -containing deicers, or alternatively, meet a numeric
effluent limitation for ammonia. The airport is also required to
monitor deicing activities to ensure the BMPs are addressing
potential impacts. Sampling is required on an annual basis and
must occur within 72 hours of a storm event with greater than 0.1
inch of rainfall. Runoff can be from rain storms or melting snow.
5. The design and grading for paved areas should consider the
potential impacts of stormwater runoff on nearby surface water
including Owl Creek and its associated riparian area.
6. Solutions for surface water management should include bioswales,
bioremediation and vegetation for phytoremediation. Native
vegetation should be utilized as part of the above surface water
management systems. (see Figures 3.24 and 3.25)
7. Permeable pavement is recommended where feasible.
8. Using potential locations existing in the local native ecosystem
to treat surface water quality is a recommended strategy. For
example, the designed landscape buffers on both sides of the Owl
Creek corridor can aid in clearing pollution from the surface water
without compromising the quality of Owl Creek.
9. The Airport Master Plan specifies a 100 -foot buffer area on either
side of Owl Creek to reduce potential runoff impacts to Owl Creek
and the connected Roaring Fork River.
10. The Airport shall pursue other measures to mitigate impacts to
surface water quality as may be made possible through new
technologies and changes to best practices.
Figure 3.24 - Phytoremediation using
native plants can treat stormwater and
provide educational opportunities
Figure 3.25 - Bioswale
;�0.te={or�A.rprv: DESIGN GUIDELINES 55
SECTION THREE
c. Riparian Habitat Preservation
1. Protection of Owl Creek and the associated riparian corridor was
addressed by the Pitkin County BOCC in the resolution of approval
for the 2012 Airport Master Plan Update (see pages 6-2 through
6-5 of the Airport Master Plan). The following language has been
taken from the Airport Master Plan and reformatted for the Design
Guidelines. The sponsor is committed to ensuring that future
development on the west side of the Airport respects the highest
possible standard for protection of Owl Creek and the associated
riparian corridor while working within FAA safety guidelines
and requirements, including those related to on -airport wildlife
attractants. This objective will be achieved through a multi -tiered
approach. The first tier involves a thorough analysis of the corridor
and potential impacts through the environmental review process
that would be required in association with any west -side projects
that require federal funding. The second tier would be to ensure
compliance with the setback requirements described in items "i"
and "ii" below in association with the design and development of
any facilities on the west side. The third tier would involve the
use of best management practices during the construction and
operation of any west -side facilities.
I. All development on the west side of the Airport shall be setback
a minimum of 100 feet from the centerline of Owl Creek.
Additional setback may be required as determined through
evaluation of an analysis as described in item "ii" as follows.
ii. Any proposal for development on the west side of the Airport
shall be accompanied by a riparian habitat analysis, prepared
by a qualified wildlife biologist, which provides a summary of
the extent and condition of the riparian area in the vicinity
of the project, and which addresses the following criteria for
consideration of an increase to the minimum 100 -foot setback:
$6 nh Arun'! DESIGN GUIDELINES
. Slopes adjacent to the protected feature equal or exceed thirty
(30) percent.
Highly erodible soils or unstable stream bank conditions are
present.
• The proposed use of the property presents a significant special
hazard to water quality or wetlands (e.g., storage or handling
of hazardous or toxic materials).
The 100 -year or intermediate regional flood zone exceeds the
minimum 100 -foot setback requirement.
Additional area is needed to protect existing trees, shrubs, or
other natural features that provide for stream bank stability,
habitat enhancement for aquatic environments, and riparian
area protection.
Habitat for plant, animal, or other wildlife species listed as
threatened or endangered by the United States Fish and
Wildlife Service exists.
. Habitat for plant, animal, or other wildlife species listed by
the State of Colorado as rare, threatened, or endangered, or
species of special concern.
• Additional area is needed to prevent or minimize flood damage
by preserving storm and flood water storage capacity.
. Additional area is needed to protect fish spawning, breeding,
nursery, and feeding grounds.
2. The riparian habitat associated with the Owl Creek corridor is
identified as the single largest wildlife attractant at the Airport.
However, the Owl Creek riparian corridor also contributes
significantly to the Airport's scenic character and helps screen
structures and other Airport facilities from Highway 82. Every effort
should be made to determine whether there are solutions that
could achieve the dual objectives of preserving riparian habitat and
ensuring the safety of aircraft operations for the foreseeable future.
Figure 3.26
f.;peo;7nFi: [o,ncy A,Inort DESIGN GUIDELINES 57
SECTION THREE
Figure 3.27 - Vegetation which attracts
wildlife is not permissible
Figure 3.28 - Maintained wildlife fencing
on Airport property
d. Wildlife Management
1. The Airport has an FAA -approved Wildlife Hazard Management Plan
(WHMP) which identifies wildlife hazards (wildlife species with the
potential for conflicts with aircraft operations) and recommends
management strategies to address safety concerns, including the
modification of wildlife habitat for known wildlife hazard species.
In accordance with the WHMP the Airport has appointed a Wildlife
Coordinator who is responsible for overseeing wildlife hazard
management efforts. The Wildlife Coordinator will be the Airport's
principal liaison for developers considering projects at the Airport
and will be responsible for addressing issues and questions related
to wildlife management and interpreting the recommendations of
the WMHP.
2. Vegetation known to be wildlife attractants, especially fruit bearing
trees and shrubs, should not be used at the Airport. Existing fruit -
bearing trees and shrubs that are not native should be removed.
Existing native fruit -bearing trees and shrubs should be considered
for removal on a case-by-case basis.
3. Remove standing dead and severely declining trees to eliminate
perching and nesting opportunities.
4. Site trash and recycling containers should be bear -proof in their
design. Container contents should be removed nightly to further
discourage wildlife. Large dumpsters and other centrally located
containers should be provided within a structure.
S. Maintain and/or continue the wildlife fencing that exists on the
Airport property in all areas except those requiring public access.
Close any gaps that may exist and ensure that the fence is in good
repair. This fencing is effective in keeping large and smaller, non -
burrowing animals from the property. (see Figure 3.28)
6. Ensure that new fencing does not inadvertently trap animals or
otherwise put them in harm's way especially adjacent to roadways.
58 A.,,r,./r ;0 DESIGN GUIDELINES
f. Historic Resources
1. The Airport Ranch is the only historic site located on the airport
property. Drawing the Airport Ranch landscape vernacular into the
greater airport landscape as well as into smaller pedestrian spaces
will create a stronger connection to the land and the airport's
conception.
2. Coordination with the State Historic Preservation Officer and the
Pitkin County Historic Preservation Officer is required prior to any
construction actions near the Airport Ranch.
(, ur,Arport DESIGN GUIDELINES 59
AACP Quote — 'Historic
7.
Where feasible, the fencing should be screened from view.
preservation connects us to
S.
Incorporate below -grade fencing along fence line to discourage
our heritage, enabling us to
learn from and appreciate
burrowing animals from entering the property.
9.
Incorporate small -opening mesh on the fence's lower half to prevent
the stories and context of our
small mammals from passing through onto the property.
past. Preserving our historic
resources differentiates us as
e. Wetland Impact
a community and contributes
1.
An on-site survey conducted by the jurisdictional Corps of Engineers
to our long-term cultural
identified several wetlands on the Airport. Although wetlands are
awareness and sustainability
an important ecosystem, they, along with the Owl Creek riparian
as a community.
corridor, represent a significant hazard to the safe operation of
aircraft at the Airport as described in the Aspen/Pitkin County
Airport Wildlife WHMP. The WHMP includes recommendations for
monitoring wildlife activity associated with the existing wetlands
and executing appropriate mitigation measures to reduce wildlife
conflicts with aircraft. These measures may include converting
some of the existing wetlands to an upland condition.
2.
Impacts to jurisdictional wetlands require a Clean Water Act 404
Permit from the U. S Army Corps of Engineers and compliance with
any required mitigation.
3.
Any future capital project potentially affecting areas delineated as
wetlands would require detailed examination and, if necessary,
approval of the jurisdictional Corps of Engineers.
f. Historic Resources
1. The Airport Ranch is the only historic site located on the airport
property. Drawing the Airport Ranch landscape vernacular into the
greater airport landscape as well as into smaller pedestrian spaces
will create a stronger connection to the land and the airport's
conception.
2. Coordination with the State Historic Preservation Officer and the
Pitkin County Historic Preservation Officer is required prior to any
construction actions near the Airport Ranch.
(, ur,Arport DESIGN GUIDELINES 59
SECTION THREE
3. Should any construction activity at the Airport expose buried
archaeological material, work Should be stopped in that area and
the FAA and the Colorado Historical Society should be contacted.
Go DESIGN GUIDELINES
nIFIGHBORHOOD COMPATIBILITY
a. Noise
1. Although airport noise cannot be entirely mitigated, there are
design strategies and solutions that can be used to reduce ground
noise in and around the airport. It is critical that these strategies
take into consideration neighboring residential communities and
other noise -sensitive uses.
2. Many of the guidelines for structures and land forms in this
document can help mitigate the impacts of ground noise from the
airport. Site elements with significant mass such as densely planted
landforms or solid landscape retaining walls can help to mitigate
ground noise if they are carefully placed relative to the noise source
and the noise -impacted area(s). (see Figure 3.29)
3. Thorough site analysis should be conducted to determine
appropriate placement and size of site features to successfully
mitigate ground noise. Factors to take into consideration include
distance from the noise source, aesthetic quality, and scenic vistas
that should be maintained.
4. The Airport Master Plan includes a recommendation that a
landscaped buffer be constructed between the existing GA ramp
and the residential area to the east side of Highway 82.
5. Airport operators have limited authority to restrict aircraft
operations to reduce flight noise, but can influence noise exposure
by promoting voluntary noise abatement measures and encouraging
compatible land uses. The Airport has a voluntary noise initiative
known as "Fly Green/Fly Clean" The purpose of the program is to
encourage aircraft owners to operate as quietly as possible at the
Airport. The program is intended to grow and change as new noise
abatement procedures and technologies for aircraft and airspace
management become available. The Airport is committed to
maintaining the Fly Green/Fly Clean program.
Figure 3.29 - The use of berms will
significantly mitigate airport noise
DESIGN GUIDELINES 61
SECTION THREE
Figure 3.30 - On site bike share facilities
that encourage and support sustainable
modes of transportation
Figure 3.31 - Electrical ground power unit
62
6. Other noise abatement measures in effect at the Airport include:
L The runway is closed for takeoffs and landings between the
hours of 11:00 p.m. to 7:00 a.m. as required pursuant to
Ordinance No. 94-27 of the Pitkin County Board of County
Commissioners.
Ii. The use of electrical ground power units, instead of internal
combustion engine powered units to serve aircraft on the apron.
b. Air Quality
1. Design solutions should encourage the use of sustainable modes of
transportation such as transit, electric cars, and bikes through the
thoughtful incorporation of on-site bus stations, electric charging
stations, and bike share facilities.
2. Connections to surrounding trail infrastructure should be enhanced.
This sustainable transportation approach will help to minimize
pollution and runoff into surrounding sensitive riparian areas while
simultaneously reducing toxic emissions.
3. If appropriate based on their use, new buildings, and major
renovations of existing buildings, should incorporate measures to
reduce energy consumption and other green building technologies
as necessary to achieve LEED gold certification or equivalent at a
minimum.
4. The Airport should continue to pursue the use of electrical ground
power to units serve aircraft on the apron and to explore emerging
technologies for reducing impacts to air quality associated with
airport activities. (see Figure 3.31)
c. Exterior Lighting - see Section 2.1(f) of these Guidelines
3 R CWSTnrmFR SFRVICF AND FXPFRIFNCF
a. Informational and Waypoint Signage
1. New informational and wayfinding signs should be designed in
accordance with the Aspen/Pitkin County Airport Design Intent
& Specifications for Exterior Signage document. (see example in
Figure 3.33)
2. The airport's identity sign located at the entrance from State
Highway 82 should set the design character for site signage
at the airport. Its materials of weathering steel and textured
angular stone and its form and placement within the site are
readily identified with the airport. (see Figure 3.32)
3. The Airport should seek additional directional signage along
Highway 82 to make it easier for visitors to find and safely
access the Airport grounds.
4. On-airport signage should be kept to a minimum by
incorporating wayfinding devices into the site and landscape
design. When considering wayfinding needs, integrated design
solutions such as paving choices, planting design, and land
forms should be considered first.
5. Signage should be scaled to the user, eg: small signs work best
for pedestrians who will experience the sign from a close up,
while larger signs are needed for vehicle occupants who will
view them from further away.
6. Lighting should be incorporated into the design of some or all
of the signage to ensure it is usable both day and night. This
could include signs with integrated lighting or lighting designed
for the sign's setting. All lighting must comply with Pitkin
County lighting code requirements.
b. Pedestrian Convenience and Quality of Experience
1. Incorporating public open space and gathering areas
throughout the site will promote social interaction and improve
visitor experience.
Figure 3.32
Figure 3.33
DESIGN GUIDELINES 63
SECTION THREE
Figure 3.34 - Site furnishings that reflect
the program of a space and facilitate
social interaction and engagement
64
2. It is essential to establish a cohesive connection between indoor
and outdoor programs and spaces, relating the architecture to the
landscape.
3. The culture and character of Pitkin County as well as the airport
itself should be reflected in design elements through the use of
materiality, plantings, and public art and sculptures. Infusing a
sense of the community into the design will create a strong sense of
place and identity for the airport.
c. Site Furniture
1. Site furniture shall reflect the program of particular spaces. In the
public open spaces site furniture shall encourage and promote
social interaction and engagement. Site features should reflect
community character through the use of materiality and design
aesthetic. Design features, such as paving, plantings, and forms,
shall also convey a sense of movement to relate to the airports
primary program of travel and efficiency.
SECTION FOUR
CONSTRUCTION
MANAGEMENT
SECTION FOUR
Construction
Managment
The Plan is intended to
act as a guide to help
construction projects of all
size levels achieve a greater
degree of environmental,
social, and financial
sustainability.
Section 4 -Construction Management
4.1. CONSTRUCTION MANAGEMENT
The Airport has a history of aggressive construction management due to the
inherent nature of many airport improvement projects which often involve
substantial earthmoving, grading and vegetation removal. In October of
2011 the Airport completed a comprehensive construction management
plan which is grounded in the principles of sustainability. The Sustainable
Construction Management Plan, as the document is titled, is structured
around the U.S. Green Building Council's (USGBC) Leadership in Energy and
Environmental Design (LEED) green building rating systems. The Sustainable
Construction Management Plan is applicable to use on both airfield (inside
the security fence) and landside (outside the security fence) construction
projects. The Plan is intended to act as a guide to help construction projects
of all size levels achieve a greater degree of environmental, social, and
financial sustainability. The Plan addresses construction impacts in the
following categories:
• Air Quality
• Water Resources
• Energy Efficiency
• Noise Pollution
• Aesthetics and Light Pollution
• Materials and Resources
• Surface Transportation Traffic
The Sustainable Construction Management Plan identifies the Airport's
construction -related sustainability goals and defines measures and practices
to achieve those goals. The measures are divided into four groups; Existing
Practice, Expected Practice, Constrained Practice, and Policy/Locationally
Strained Practice. For purposes of considering compliance with these
Design Guidelines, improvement projects will be expected to comply with
all measures in the "Existing Practice" group. In addition, every effort
69 AspenfPokm County Airpun DESIGN GUIDELINES
should be made to comply with the measures in the "Expected Practice'
group of the Sustainable Construction Management Plan.
The Sustainable Construction Management Plan will be updated periodically
to reflect changes in technology and best practices. Developers and project
managers must inquire with the Airport Administration office as to the most
current version of the Plan.
Where construction projects include landforms that would help mitigate
noise for adjacent residential areas, these landforms should be installed as
early as possible in the construction schedule.
70
SECTION FIVE
REVIEW PROCESS
SECTION FIVE
Process
y
Section S -Review Process
This section describes the process for reviewing all future airport
improvement projects for consistency with the design guidelines contained
in this document. The review process is structured to accommodate
projects in two categories; minor and major projects. This was done to
allow some tailoring of the review process and the associated application
materials based on the size and complexity of the project. The passenger
terminal area redevelopment project will be reviewed as a major project
after the BOCC-defined design process has been completed (see Figure
5.1). Item a of this section includes a table which defines major and minor
The process of reviewing
projects and item b describes the composition and responsibilities of the
projects for consistency
review committee assigned to evaluate consistency with these design
with these guidelines will
guidelines. These committees vary somewhat for each of the project
be tailored based on project
categories.
type.
It is important to note that the review committees described in this section
are informal and advisory in nature and that final authority for approving
projects will depend on the project. However, any project that has been
defined as major will be subject to the Location and Extent Review process
(ME), which is administered by the Pitkin County Community Development
Department (see item a (4) in this section). The ME process is defined by
Colorado State Statutes and requires approval by the Pitkin County Planning
and Zoning Commission after a legally noticed public hearing. The sole
review criteria for the ME process is general compliance with the applicable
county master plan. Persons interested in developing facilities at the
Airport are directed to contact the Pitkin County Community Development
Department for more information regarding the ME process and the
building permit review process.
Items c through g in this section outline the actual review process for
evaluating consistency with the design guidelines contained in this
73 Pspep/Pitkin County Airport. DESIGN GUIDELINES
document. Process flow diagrams have also been provided (Figures 5.1 and
5.2) to clarify the review process and show the difference between projects
which are sponsored by the County versus projects which are proposed by
a private party such as a fixed base operator. Items c and f of this section
address aspects of the review process which will apply to all projects such
as acquiring necessary background documents and information, conducting
a pre -application meeting (Item c), and requesting reconsideration of a
finding of inconsistency (Item f). Items d, e, and g describe aspects of the
Airport's review process specific to each project category.
One significant aspect of projects undertaken by the County is that they
are subject to a series of internal reviews and decision points by the Board
of County Commissioners (BOCC) prior to the Design Guidelines review
process. Acting in its role as owner/operator of the Airport, the BOCC will
have been informed of airport improvement projects through numerous
communications including memorandums of interest, work session
meetings and other reports. In addition, the BOCC will have considered
and approved the Airport's annual budget which contains all planned
improvements for the coming fiscal year. In the case of more significant
projects, the BOCC would typically be briefed regarding engineering studies,
environmental reviews and other technical studies prior to authorizing the
project for further review, including the review for consistency with the
design guidelines described in this section and the ME review described
above. The potential redevelopment of the Commercial Passenger Terminal
and surrounding facilities will be subject to such studies, which is reflected
on Figure 5.1.
n!' IC, -. t,U11)F 11NF5 74
SECTION FIVE
5.1. REVIEW PROCESS
a. Determination of status and definition of applicable standards.
The following table identifies potential airport improvement projects as
either minor or major for purposes of defining the appropriate process for
determining consistency with the Airport Design Guidelines. The table also
identifies other permits and approvals that may be required by departments
or government agencies other than the Airport. These other permits
and approvals are provided for general information. Applicants will be
responsible for determining what other permits and approvals are required
for their project and for obtaining those permits and approvals from the
appropriate departments or agencies.
Projects identified as minor in the table below will be reviewed for
consistency with the Airport Design Guidelines pursuant to provisions b(1)
(i), c and d of this section. Major projects will be reviewed pursuant to
provisions b(1)(ii), c and a of this section. Additional provisions related to
the redevelopment of the Commercial Passenger Terminal are identified in
provision g of this section.
Routine maintenance and repair projects which do not involve grading or
vegetation removal, such as routine interior maintenance and repairs, and
minor repairs to building exteriors and fences, routine annual landscape
maintenance, irrigation systems repairs, drainage maintenance, and other
similar activities are exempt from review for consistency with these Airport
Design Guidelines. In addition, the Airport Director has the authority to
determine whether a particular improvement project identified as "minor"
in the table below will require review pursuant to the full process described
in this section. For those projects that are deemed not to require the full
review process, only a memorandum to the file that describes the proposed
improvement and a general description as to why it is consistent with the
Airport Design Guidelines will be required. The Airport Director also has
the authority to initiate measures to address emergency or safety-related
75 Aspen/Pitkin County Airport, DESIGN GUIDELINES
issues. Such measures could include temporary signs, barriers or other
measures to inform people regarding inconveniences or protect them from
safety hazards stemming from damage to Airport facilities, or grounds
resulting from weather conditions or other events outside the Airport's
control.
Table 5.1 Project Type/Review Category
Pavement maintenance
✓
Dead or dying tree replacement
✓
Extedorfinishes-siding, roofing, painting, staining of
✓
existing structures
Lighting upgrades airside lighting including runway,
taxiway, de-ice pad, approach lighting, apron lighting,
✓
safety beacons, (same lighting identified as exempt in
the WOMP)
Interior remodels that do not constitute a change in use
✓ ✓
Signs - new and replacement exterior signs which ane
consistent with the Airport's adopted sign standards
✓
12006 Aspen/Pitkin County Airport Design Intent &
Specifications for Exterior Signage)
Window replacement and upgrades on existing
V, ✓
buildings
Electric vehicle charging stations
✓
Flags
✓
Navigational aids Including localizer antenna and
✓
similar facilities
Drainage Improvements and maintenance that do
not significantly alter the look of the existing terrain.
Examples include drainage ditch Improvements and
✓
maintenance, installation of small-scale culverts, adding
rip rap and other erosion control measures to existing
drainage ways, etc.
Any others determined to be appropriate by the Pitkin
✓
County Community Development Department
Commercial Terminal Area Redevelopment
✓ ✓ ✓
All other Improvement projects not Identified as minor
In this table except maintenance and repair projects
✓ ✓ Do
deemed exempt by the Director of Aviation
' Includes all permits administered by the Building Division of the Pitkin County Community
Development Department.
'Other Permits may include permits issued by Pitkin County (sign permit) or by other
agencies Including the US Army Corps of Engineers, FAA, or other state or federal agencies
FA
TOD
(T
. _. A I DF SIGN GUIDELINES 76
Figure 5.1 - Process Diagram N1 - BOCC is Applicant
' obtain
Inform) ation
I
Pre -
Application `
Meeting 1
1
MINOR MAIOR It RMINAL AREA
Submit Submit BOCC-Defined Design
Application Application Process
Project Team Selection
1 I • Broad Public Input
j • Public Hearing
Admin. ADRC • BOCC Authorizes
Comm. Meeting Further Review
Meeting
i 1
MOI ��� Nol Q
Findings Findings
COn1O4m u�_. Jou Cms�irinl �
I yon R tC � n
Yq yti o ti
C � C
rd'
J e. Reconsir I�18E Review `Community
Finding _ti' .Application Development
r $ Iip - ecson_DepartmentDlf)
Noticed Public Hearing
0
a �
o O
o� � � •o c c�
A b oQ t, QV,y
n 7 �fir QcQ
Y' PQao �J\ct, �CPaa
�e t`
BOCC Hearing
1
BuOdhtg
Community
Permit
Development
(if necessary)
Department
1
CONSTRUCTION
77 Asper./Pitkin County Alrpo,t DESIGN GUIDELINES
J,_ All Projects
Minor Projects
M Major Projects
OAirport DG Process
OOther Process
Figure 5.2 - Process Diagram p2 - Private Party is Applicant
MINOR MAJOR
LVI\JIAV�-IIVI\
I . - ok�,I Pd CuIVELINES 78
SECTION FIVE
b. Design Review Committee
1. Composition and responsibilities
i. Minor — Administrative Review Committee (ARC)
• Composition
u Assistant Aviation Director of Operations and Facilities
• Airport Facilities Manager
• Airport Security Director
u Airport on-call engineer (non-voting, resource only)
Ii. Major — Airport Design Review Committee (ADRC)
• Composition - Projects other than Commercial Passenger
Terminal Area Redevelopment
u Assistant Aviation Director of Operations and Facilities
u Airport Facilities Manager
• Pitkin County Planning Commission Member—Airport
liaison during their appointed term (Selected by P&Z —
Airport preference for P&Z member who has participated
on Airport Master Plan or other airport planning projects)
u Two Community Members (selected by Airport Director —
preference for persons who have served on task force for
Airport Master Plans or other airport planning projects)
Airport on-call engineer (non-voting, resource only)
• Composition -Commercial Passenger Terminal Area
Redevelopment Project
Selected by Pitkin County Board of County Commissioners
(up to 7 members)
— One P & Z member
— Two Airport Tenants
— Two Community Members (Selected by the BOCC)
— Up to Two at large
Airport on-call engineer (non-voting, resource only)
79 AspenlPltkin County Atrport DESIGN GUIDELINES
c. Process - All Projects
1. Predevelopment information packet obtained from Airport
Administration
1. Airport Master Plan, including current Airport Layout Plan
ii. Airport Design Guidelines
iii. Airport Landscape Master Plan
iv. Other Documentation as appropriate (i.e. WMHP, Signage
Plan, etc.)
2. Pre -submittal meeting (w/ representative of Airport
Administration)
1. Review preliminary project concept
fl. Define project category (major, minor, terminal) and review
process
iii. Interpret Design Guidelines & Master Plan, if necessary
iv. Provide guidance regarding airport goals and project
compatibility
V. Fees and other costs
vi. Define checklist of items for submittal
d. Process — Minor Projects
1. Application Submission
i. Submission requirements —Specific to minor projects— see
Table 5.1
• Include construction management plan and phasing
plan, if appropriate
• Application must include narrative addressing
consistency with the applicable design guidelines in this
document
ii. Submit to Airport Director
iii. Airport Schedules Review Meeting — ARC
2. Consistency Review Meeting — ARC
I. Meeting protocol — quorum, applicant presentation, etc.
80
SECTION FIVE
Ii. Discussion and findings
Ili. Vote (Majority)
Iv. Record Keeping
3. Letter of Findings
I. If consistent — Airport Director issues letter of findings
regarding consistency and referral to Community Development
Department.
If. If inconsistent — Airport Director issues letter of findings and
provides summary of options, i.e. request reconsideration by
Airport Director or resubmit revised application
• 15 days to submit notice of request for reconsideration or
intent to resubmit
• 60 days application deemed closed, or request extension
Ili. Submit building permit application to Pitkin County Community
Development Department, if necessary
e. Process -Major Projects
1. Application Submission
Submission requirements — More substantive and include material
necessary to address all design criteria, including architectural guidelines, if
appropriate
• Include construction management plan and phasing plan, if
appropriate
• Application must include narrative addressing consistency
with the applicable design guidelines in this document
I. Submit to Airport Director
ii. Airport Schedules Review Meeting — Airport Design Review
Committee (ADRC)
2. Consistency Review Meeting—ADRC
I. Meeting protocol —quorum, applicant presentation, etc.
Ii. Discussion and findings
Ili. Vote (Majority)
Iv. Record Keeping
81 A<pen/Pitkin Countq Airport DESIGN GUIDELINES
3. Letter of Findings
i. If consistent — Airport Director issues letter of
findings regarding consistency and direction to submit
application to Pitkin County Community Development
Department for ME Review
II. If inconsistent — Airport Director issues letter of
findings and provides summary of options, i.e. request
reconsideration of inconsistency by Airport Director or
resubmit revised application
• Applicant may submit within 15 days to submit
notice of appeal or intent to resubmit
• 120 days application deemed closed, or request
extension
4. Pitkin County ME review
i. Pre -application meeting with Community Development
Department
ii. Application preparation and submission
iii. Completeness review and referral to review agencies
iv. Public hearing w/P&Z
V. Staff review and summary memo
vi. Public hearing w/P&Z
vii. Notice of P&Z decision
viii. If denial — option to appeal through process specified
in State Statutes, appeal goes to Board of County
Commissioners
5. Submit revised plans to airport for ADRC review (if changes
required through ME process)
6. Final ADRC review of revised plans, if necessary
7. Submit building permit application to Pitkin County
Community Development Department, if necessary
Air, t DESIGN GUIDELINES 82
f. Reconsideration of finding of Inconsistence with airport design
guidelines
1. Request for reconsideration in writing to Airport Director within 15
days of issuance of letter of findings
2. Airport Director may seek input from BOCC regarding request for
reconsideration (major review only)
3. Airport Director issues letter of decision regarding request for
reconsideration with rationale for decision provided to applicant
4. If finding of inconsistency upheld, advise applicant of terms to
resubmit revised plans
S. If finding of inconsistency reversed, advise applicant regarding next
steps
I. Submission of L&E application, building permit application (if
necessary)for major projects
ii. Submission of building permit application (if necessary) for
minor projects
g. Process — Commercial Passenger Terminal Area Redevelopment
1. Design process defined by BOCC with input from Airport
Administration
2. Items c (1) and (2) (Process - All Projects) above to be completed
prior to proceeding to BOCC-defined process
3. Items a (1) through (7) (Process - Major Projects) to be completed
after completion of BOCC-defined process
5.2. ONGOING DOCUMENTAI ION AND COMPLIANCE
MONITORING
a. Airport facilities and properties database creation and
maintenance
1. Contractor must provide copies of all submittals, operating manuals,
and as -built drawings to the airport for archived records at
completion of project.
83 Aspen/Pitkin County Mrpnn DESIGN GUIDELMLti
b. Compliance monitoring and enforcement
1. Perform quality Acceptance testing to verify that
completed construction elements meet specifications.
2. The Airport Director has the authority to enforce ongoing
violations of the Airport Design Guidelines and other lease
infractions at his/her discretion.
3. Time frame for corrective action — Written notification of
violations will be provide by the Airport Director. The letter
will describe the nature of the violation and will provide a
time frame for correction.
84
Introduction
AVIATION GLOSSARY OF TERMS
Above Ground Level (AGL). An altitude that is
measured with respect to the underlying
ground.
Accelerate -stop distance available (ASDA). The
runway plus stopway length declared available and
suitable for the acceleration and deceleration of an
airplane aborting a takeoff.
Administrator. Federal Aviation Administrator or any
person to whom he has delegated his authority in
the matter concerned.
Advisory Circular (AC). External
communications or publications issued by the
FAA to provide non -regulatory guidelines for
the recommendations relative to a policy, and
guidance and Information relative to a specific
aviation subject matter.
Air Carrier. A person or company who
undertakes directly by lease, or other
arrangement, to engage in air transportation.
Aircraft. A device that is used or Intended to be
used for flight in the air.
Airplane. An engine -driven fixed -wing
aircraft heavier than air that is
supported in flight by the dynamic
reaction of the air against its wings.
• Large Airplane. An airplane
of more than 12,500 pounds
maximum certified takeoff
weight.
• Small Airplane. An airplane
of 12,500 pounds or less
maximum certified takeoff
weight.
Balloon. A lighter -than -air aircraft that
is not engine -driven, and that sustains
flight through the use of either gas
buoyancy or an airborne heater.
Glider. A heavier-than-air aircraft that is
supported in flight by the dynamic reaction
of the air against its lifting surfaces and
whose free flight does not depend
principally on an engine.
HeavyAircroft. Aircraft capable of takeoff
weight of more than 255,000 pounds
whether or not they are operating at this
weight during particular phase of flight.
Helicopter. A rotorcraft that, for horizontal
motion, depends principally on its engine -
driven rotors.
Large Aircraft. Aircraft of more than 41,000
pounds maximum certified takeoff weight,
up to 255,000 pounds
Regional Jet (RI). There is no regulatory
definition for an RJ; however, for FAA use,
an RJ is a commercial jet airplane that
carries fewer than 100 passengers.
Rocket. An aircraft propelled by ejected
expanding gases generate in engine from
self-contained propellants and not
dependants on the intake of outside
substances.
Rotorcraft. A heavier-than-air aircraft that
depends principally for it support in flight
on the lift generated by one or more rotors.
Small Aircraft Aircraft of 41,000 pounds or
less maximum certified takeoff weight.
Aircraft Accident Safety Zone. This zone represents
data clusters of historical aircraft accidents. The data
Is collected from the NTSB and analyzed in several
studies to Hirst determine the shape of the zone
based on the greatest cluster of accident sites per
acre and second on the ratio of accidents per acre
changes.
Aircraft Approach Category. An alphabetical
classification of an aircraft based upon 1.3 times the
stall speed in a landing configuration at their
maximum certified landing weight. The categories
are as follows:
.J V IATION DRAFT 3/21/2014 1
CategoryA: Speed less than 91 knots.
Category B: Speed 91 knots or more but
less than 121 knots
Category C: Speed 121 knots or more
but less than 141 knots.
Category D: Speed 141 knots or more
but less than 166 knots.
Category E: Speed 166 knots or more.
Aircraft Deicing Pad. See Deicing Pad.
Aircraft Operation. See Operation.
Aircraft Rescue and Fire Fighting (ARFF). A
special category of fire fighting that involves
the response, hazard mitigation, evacuation
and possible rescue of passengers and crew of
an aircraft involved in (typically) an airport
ground emergency.
ARFF Building. A facility located at an airport
that provides emergency vehicles,
extinguishing agents, and personnel
responsible for minimizing the impacts of an
aircraft accident or incident.
Airplane. See Aircraft
Airplane Design Group (ADG). A numerical
classification aircraft based on wingspan or tail
height. Where an airplane is in two categories,
the most demanding category should be used.
The groups are as follows:
Group 1: Up to but not including 49
feet wingspan or tail height up to but
not including 20 feet. (e.g. Cessna 172)
Group ll: 49 feet up to but not
including 79 feet wingspan or tail
height from 20 up to not including 30
feet. (e.g. Cessna Citation Business
jet).
Group 111:79 feet up to but not
including 118 feet wingspan or tail
height from 30 up to but not including
45 feet. (e.g. Boeing 737)
Group IV: 118 feet up to but not including
171 feet wingspan or tail height from 60 up
to but not including 66 feet. (e.g. Boeing
767)
Group V: 171 feet up to but not including
214 feet wingspan or tail height from 60 up
to but not including 66 feet. (e.g. Boeing
747)
Group VI: 214 feet up to but not including
262 feet wingspan or tail height from 66 up
to but not including 80 feet. (e.g. Airbus
A380)
Table:
Airplane Design Groups
(ADG)
p
Tail Height (ft.)
Wingspan (ft.)
1
<20
<49
11
20 530
49!579
111
30 545
79 5118
IV
45 560
1185171
V
60<66
171<_214
VI
66 580
214 5262
Airport. An area of land or water that is used or
intended to be used for the landing and takeoff of
aircraft, and includes its buildings and facilities, if
any.
Cargo Service Airport. An airport served by aircraft
providing air transportation of property only,
including mail, with an annual aggregate landed
weight of at least 100 million pounds.
Certificated Airport. An airport that has been issued
an Airport Operating Certificate by the FAA under
the authority of FAR Part 139, Certification and
Operation.
Commercial Service Airport. A public airport
providing scheduled passenger service that enplanes
at least 2,500 annual passengers.
General Aviation Airport. An airport that provides
air service to only general aviation.
JVIATION DRAFT 3/21/2014 2
Hub Airport. An airport that an airline uses as a
transfer point to get passengers to their intended
destination. It is part of a hub and spoke model,
where travelers moving between airports not served
by direct flights change planes en route to their
destinations.
Large Hub Airport. An airport that handles over 1%
of the country's annual enplanements.
Medium Hub Airport. An airport that handles 0.25%
z 1% of the country's annual enplanements.
Small Hub Airport. An airport that handles 0.05%>
0,25% of the country's annual enplanements.
Non -Hub Airport. An airport that handles over
10,000 enplanements, but less than 0.05% of the
country's annual enplanements.
Incursions. See Runway Incursion.
International Airport. Relating to international flight,
it means:
• An airport of entry which has been
designated by the Secretary of Treasury or
Commissioner of Customs as an
international airport for customs service.
• A landing rights airport at which specific
permission to land must be obtained from
customs authorities in advance of
contemplated use.
• Airports designated under the Convention
on ICAO as an airport for use by
international commercial air transport
and/or international general aviation.
Primary Airport. A commercial service airport
that enplanes at least 10,000 annual
passengers.
Reliever Airport. General aviation airports in a
major metropolitan area that provides pilots
with attractive alternatives to using congested
hub airports.
Uncontrolled Airport. An airport without an air
traffic control tower at which the control of
VFR traffic is not exercised. Pilots "see and
avoid" other traffic without the aid of air traffic
control.
Airport Authority. A quasi -government public
organization responsible for setting the policies
governing the management and operation of
an airport or system of airports under its
jurisdiction.
Airport Capital Improvement Plan. The
planning program used by the FAA to identify,
prioritize, and distribute funds for airport
development and the needs of National
Airspace System (NAS) to meet specified
national goals and objectives.
Airport Elevation. The highest point of an
airport's usable runway(s) expressed in feet
above mean sea level (MSL).
Airport facility Directory. A publication with
information on all airports, seaplane bases, and
heliports open to the public. This publication is
issued in seven volumes according to
geographical area, and includes
communications data, navigational facilities,
and certain special notices and procedures.
Airport Improvement Program (AIP). A program
authorized by the Airport and Airway Improvement
Act of 1982 that provides funding for the airport
planning and development.
Airport Influence Area. The area defined by
overlaying the FAR Part 77 Imaginary Surfaces,
Aircraft Accident Safety Zone data, and Noise
Contour data over the top of an existing land use
map, critical areas map or other base map.
Airport Layout Plan /ALP). A scaled drawing of the
airport showing the layout of existing and proposed
facilities necessary for current and future operation
and development of the airport.
Airport Layout Plan Drawing Set. A set of planning
drawings that depicts existing airport facilities and
proposed development as determined from the
planners' review of the aviation activity forecasts,
facility requirements, and alternative analysis.
Minimum components of the set are:
J V I ATI ON DRAFT 3/21/2014 3
• Cover Sheet
• Airport Layout Plan (ALP)
• Data Sheet
• Facilities Layout Plan
• Terminal Area Plan(s)
• Airspace Drawing
• Inner Approach Surface Drawing(s)
• Departure Surface Drawing(s)
• On -Airport Land Use Drawing
• Off -Airport Land Use Drawing
• Airport Property (also known as the Exhibit
A)
• Utility Drawing(s)
Airport Lighting. Various lighting aids that may be
installed on an airport. Types of airport lighting
include:
ALS. See Approach Light System.
Boundary Lights. Lights defining the
perimeter of an airport or landing area.
Runway Centerline Lighting. Flush
centerline lights spaced at 50 -foot intervals
beginning 75 feet from the landing
threshold and extending to within 75 feet of
the opposite end of the runway. Only used
on Category II/III ILS Runways.
Runway Edge Lights. Lights used to outline
the edges of the runways during periods of
darkness or restricted visibility conditions.
They are usually uniformly spaced at
intervals of approximately 200 feet, and
intensity may be controlled or preset. These
light systems are classified according to the
intensity they are capable of producing:
• High Intensity Runway Lights
(HIRLs).
• Me&umIntensity Runway Lights
(MIRLs).
• Low Intensity Runway Lights
(LIRLvI•
Runway End Identi ler Lights
(REIL).Provides rapid and positive
identification of the approach end of
particular runway. The system consists of a
pair of synchronized flashing lights, one on
each side of the runway threshold.
Threshold Lights. Fixed lights arranged
symmetrically left and right of the
runway centerline, identifying the
runway threshold. Lights are green for
arriving aircraft and red for departing
aircraft.
Touchdown Zone Lighting. Two rows
of transverse light bars located
symmetrically about the runway
centerline normally at 100 foot
intervals. Only used on Category II/III
ILS Runways.
Airport Markings. Markings used on runway
and taxiway surfaces to identify a specific
runway, a runway threshold, a centerline, a
hold line, etc. A runway should be marked in
accordance with its present usage such as: 1)
Visual, 2) Nonprecision instrument, 3) Precision
Instrument.
Airport Master Plan. A comprehensive study of
an airport that focuses on the short-, medium-,
and long-term development plan to meet
future aviation demand of the airport.
Airport Obstruction Chart. A scaled drawing
depicting the FAR Part 77 imaginary airspace
surfaces, a representation of objects that
penetrate these surfaces, runway, taxiway, and
ramp areas, navigational aids, buildings, roads,
and other detail in the vicinity of the airport.
Airport Operations Area (ADA). An area of a n
airport used or intended to be used for landing,
takeoff, or surface maneuvering of aircraft. An
AOA includes such paved areas or unpaved
areas that are used or intended to be used for
the unobstructed movement of aircraft in
addition to its associated runway, taxiways, or
apron.
Airport Operator. The operator (private or
public) or sponsor of a public -use airport.
JVIATION DRAFT 3/21/2014 4
Airport Reference Code (ARC). A coding system
be signs other than mandatory signs. They
used to relate the airport design criteria to the
have black inscriptions on a yellow background.
operational and physical characteristics of the
intersections, ILS critical areas, OFZ boundaries,
airplanes intended to use the airport or the
Location Sign. These signs identify the taxiway
critical aircraft. It is a two character code
or runway upon which the aircraft is located.
consisting of the Aircraft Approach Category
The sign has a yellow inscriptions on a black
and the Airplane Design Group.
background with a yellow border and does
may also be used to indicate a taxiway exit
NOT use arrows.
Airport Reference Point (ARP). The latitude
operations. These signs have a white numeral
and longitude of the approximate center of the
Eft
runway(s) at an airport.
-11
Airport Signs. Signs used to identify items and
locations on the airport.
Boundary Sign. These signs are used to identify
the location of the boundary of the RSA/ROFZ
Mandatory Instruction Sign. They denote
or ILS critical areas for a pilot, or an existing the
taxiway/runway intersections, runway/runway
runway. These signs have a black inscription on
intersections, ILS critical areas, OFZ boundaries,
a yellow background.
runway approach areas, CAT II/II operations
®
areas, military landing zones, and entry
areas. These signs have white inscriptions with
Direction Sign. These signs indicate directions
a black outline on a red background.
of taxiways leading out of an intersection. They
signs are used to provide distance remaining
may also be used to indicate a taxiway exit
information to pilots during takeoff and landing
Destination Sign. These signs indicate the
general direction to a remote location. They
Roadway Sign. These signs are located on the
have black inscriptions on a yellow background
airfield and are solely intended for vehicle
and ALWAYS contain an arrow.
operators. They should conform to the
categorical color codes established by the
Manual on Uniform Traffic Control Devices
(MUTCD).
Direction Sign. These signs indicate directions
Runway Distance Remaining Signs. These
of taxiways leading out of an intersection. They
signs are used to provide distance remaining
may also be used to indicate a taxiway exit
information to pilots during takeoff and landing
from a runway. These signs have black
operations. These signs have a white numeral
inscriptions on a yellow background and
inscription on a black background.
ALWAYS contain arrows.
�L Li
Information Sign. These signs are installed on Airport Sponsor. The entity that is legally
the airside of an airport and are considered to responsible for the management and operation
of an airport including the fulfillment of the
JVIATION DRAFT 3/21/2014 5
requirements of laws and regulations related expected to occur at the airport based on a
thereto. given level of delay.
Airport Surveillance Radar (ASR). A radar
Anti -Icing. Following aircraft deicing, anti -icing
system used at airports to detect and display
chemicals can applied to protect against the
the position of aircraft in the terminal area.
accumulation of ice or snow for a limited
period of time, known as the holdover time.
Air Route Traffic Control Centers (ATRCC). A
facility responsible for en route control of
Approach (or Departure) Airspace. The
aircraft operating under IFR in a particular
airspace, within five statue miles of an airport,
volume of airspace (within its area of
through which aircraft more during landing and
jurisdiction) at high altitudes between airport
takeoff.
approaches and departures. Approximately 26
such centers cover the United States.
Approach Surface. See Imaginary Surfaces.
Airside. The portion of an airport that contains
Approach Light System (ALS). An airport
the facilities necessary for the operations of
lighting facility aids in runway identification
aircraft.
during the transition from instrument flight to
visual flight for landing.
Air Taxi. An aircraft operating under an air taxi
operating certificate for the purpose of
Approach Light System with
carrying passengers, mail, cargo for revenue in
Sequenced Flushing (ALFS).
accordance with FAR 121 or FAR Part 135.
Lead -in -light System (LOIN). Consists
Air Traffic. Any aircraft operating in the air or
of one or more series of flashing lights
on an airport surface, exclusive of loading
installed at or near ground level that
ramps and parking areas.
provides positive visual guidance
along an approach path, either curving
Air Traffic Control (ATC). A service provided by
or straight, where special problems
ground-based controllers who direct aircraft on
exist with hazardous terrain,
the ground and in the air. The primary purpose
obstructions, or noise abatement
of ATC systems is to separate aircraft to
procedures.
prevent collisions, to organize and expedite the
flow of traffic, and to provide information and
Medium -intensity Approach Light
other support for pilots when able.
System with Runway Alignment
Indicator (MALSR). A lighting system
Air Traffic Control Tower (ATCT). A facility in
installed on the approach end of a
the terminal air traffic control system located
runway and consists of a series of
at an airport which consists of a tower cab
lightbars, strobe lights, or a
structure and an associated instrument flight
combination that extends outward
rules rooms, if radar equipped, that uses
from the runway end. It usually serves
ground -to -air and air -to -ground
a runway that has an instrument
communications and radar, visual, signaling,
approach procedure associated with it
and other devices to provide for the safe and
and allows the pilot to visually identify
expeditious movement of terminal area air
and align self with the runway
traffic in the airspace and airports within its
environment once the pilot has
jurisdiction.
arrived at a prescribed point on the
approach.
Annual Service Volume (ASV). The number of
annual operations that can reasonably be
J V IATION DRAFT 3/21/2014 6
Omnidirectional Approach Lighting
System (OOAC.S). Consist of seven
omnidirectional flashing lights located
in the approach area of a non -
precision runway. Five lights are
located on the runway centerline
extended with the first light located
300 feet from the threshold and
extending at equal intervals up to
1,500 feet from the threshold. The
other two lights are located on each
side of the runway, with a lateral
distance of 40 feet from the runway
edge, or 75v feet from the runway
edge when installed on a runway
equipped with VAST.
Runway Alignment Indicator Lights
(RAILS). Sequenced Flashing Lights
which are installed only in
combination with other lighting
systems.
Apron. A specific portion of the airfield used
for passenger, cargo or freight loading and
unloading, aircraft parking, and the refueling,
maintenance and servicing of aircraft. Also
referred to as ramp or tarmac.
Approach (or Departure) Airspace. The airspace,
within five statue miles of an airport, through which
aircraft more during landing and takeoff.
Approach Surface. See Imaginary Surfaces.
Arrival Time. The time an aircraft touches down on
arrival.
Automated Flight Service Station (AFSS). An
automated air traffic facility that provides
information and services to aircraft pilots
before, during, and after flights, but it is not
responsible for giving instructions or clearances
or providing separation.
Automated Surface Observation System
(ASOS). Similar data reporting as an AWOS, but
usually owned and maintained by the National
Weather Service.
Automated Weather Observation System
(A WOS). An automated sensor suite which is
voice synthesized to provide a weather report
that can be transmitted via VHF radio, NDB, or
VOR ensuring that pilots on approach have up-
to-date airport weather for safe and efficient
aviation operations. Most AWOS observe and
record temperature and dew point in degrees
Celsius, wind speed and direction in knots,
visibility, cloud coverage and ceiling up to
12,000 feet, freezing rain, thunderstorm
(lightning), and altimeter setting.
Avigation Easement. A contractual right or a
property interest in land over which a right of
unobstructed flight in the airspace can occur.
Balloon. See Aircraft.
Baggage Claim. An area where passengers
obtain luggage that was previously checked
at an airline ticket counter at the departing
airport.
Based Aircraft. The general aviation aircraft
that use a specific airport as a home base.
Base Leg. See Traffic Pattern.
Benefit -Cost Analysis (SCA). An analysis of the
cost, benefit, and the uncertainty associated
with a project or action. A formal BCA is
required for capacity projects of $5 million or
more Alp discretionary funds.
Birds Balls. High-density plastic floating balls that
can be used to cover ponds and prevent birds from
using the sites.
Blast Fence. A barrier used to divert or
dissipate jet blast or propeller wash.
BoundaryLights. See Airport Lighting
Boundary Sign. See Airport Signs.
Building Restriction Line (BRL). A line that
identifies suitable building area locations on
airports to limit building proximity to aircraft
movement areas. Typically base on the FAR
Part 77 Airport Imaginary Surfaces.
JVIATION DRAFT 3/21/2014 7
Capacity (Throughput Capacity). A measure of
Conical Surface. See Imaginary Surfaces.
the maximum number of aircraft operations or
that operates, or is expected to operate, at the
their airport components which can be
Consultant. A firm, individual, partnership,
accommodated on the airport.
corporation, or joint venture that performs
typically during a Master Plan.
architectural, engineering or planning service
Capital Improvement Plan (CIP). The planning
as defined in AC150/5100-14D, employed to
program used by the FAA to indentify,
undertake work funded under an FAA airport
prioritize, and distribute AIP funds for airport
grant assistance program.
development and the needs of the NAS to
centerline or the intended flight path of an
meet specified national goals and objectives.
Controlled Airspace. Airspace of defined
off distance requirements.
dimensions within which air traffic control
Cargo Service Airport. See Airport.
service is provided to IFR flight and to VFR
marked on the ground it is used to calibrate an
flights in accordance with the airspace
Ceiling. The height above the earth's surface of
classification. Controlled airspace is a generic
the lowest layer of clouds or obscuring
term that covers Class A, Class B, Class C, Class
phenomena that is reported as broken,
D, and Class E Airspace.
overcast or obscured.
Critical (Design) Aircraft. The most demanding
Certificated Airport. See Airport.
aircraft with at least 500 annual operations
Citizen's Advisory Committee (CAC). A group of
that operates, or is expected to operate, at the
individuals that weight recommendations
airport.
against community goals, values, and needs,
Crosswind. A wind that is not parallel to a
typically during a Master Plan.
runway centerline or to the intended flight
Clear Zone. Former term for Runway
path of an aircraft.
Protection Zone.
Crosswind Component. The component of
Clearway (CWY). A defined rectangular area
wind that is at a right angle to the runway
beyond the end of the runway cleared or
centerline or the intended flight path of an
suitable for use in lieu of runway to satisfy take
aircraft.
off distance requirements.
Crosswind Leg. See Traffic Pattern.
Commercial Service Airport. See Airport. Decision Height (DH). This is associated with
Common Traffic Advisory Frequency (CTAF).
precision approaches and the aircraft is
The VHF radio frequency used for air-to-air
continually descending on final approach.
communication at uncontrolled airports or
When the aircraft reaches the DH, the pilot
where no control tower is currently active.
must make a decision to land or execute the
Pilots use the common frequency to coordinate
missed approach procedure.
their arrivals and departures safely, give
Deicing. The removal, though application of a
position reports, and acknowledge other
max of heated water and propylene or
aircraft in the airfield traffic pattern.
ethylene glycol, of frost, ice, slush, or snow
Compass Rose. A circle, graduated in degrees,
from the aircraft in order to provide clean
printed on some charts or marked on the
surfaces,
ground at an airport. It is used as a reference to
Deicing Pad. A facility where an aircraft
either true or magnetic direction. When
received deicing or anti -icing.
marked on the ground it is used to calibrate an
aircraft's compass.
JVIATION DRAFT 3/21/2014 8
Delay. The difference between constrained
Environmental Assessment (EA). An
and unconstrained operating time.
environmental analysis performed pursuant to
the Nation Environmental Policy Act to
Demand. The number of aircraft operations,
determine whether an action would
passengers, or other factors that are required
significantly affect the environment and thus
in a specific period of time.
require a more detailed environment al impact
Department of Transportation (DOT). The
statement.
United States federal department that
Environmental Impact Statement (EIS). A
institutes and coordinates national
document required of federal agencies by the
transportation programs; created in 1966. The
National Environmental Policy Act (NEPA) for
FAA is an organization within the DOT.
major projects or legislative proposals affecting
the environment. It is a tool for decision-
Departure Airspace. See Approach Airspace.
making describing the positive. If no significant
Destination Sign. See Airport Signs.
impact is found a Finding of No Significant
Impact (FONSI) is issued.
Detention Ponds. Storm water management
ponds that hold storm water for short periods
Federal Aviation Administration (FAA). An
of time, a few hours to a few days.
agency of the United States Department of
Transportation with authority to regulate and
Direction Sign. See Airport Signs.
oversee all aspects of civil aviation in the
United States.
Discretionary Grant Funds. Annual Federal
grant funds that may be appropriate to an
Federal Aviation Regulations (FAR). The
airport based upon designation by the
general and permanent rules established by
Secretary of Transportation or Congress to
the executive departments and agencies of the
meet a specified national priority such as
Federal government for aviation which are
enhancing capacity, safety, and security or
published in the Federal Register. These are
mitigating noise.
the aviation subset of the U.S. Code of Federal
Regulations (CFR).
Displaced Threshold. See Threshold.
Federal Grant Agreement. A Federal
Distance Measuring Equipment (DME). See
agreement that represents an agreement
Navigation Aid.
made between the FAA (on the behalf of the
Downwind Leg. See Traffic Pattern.
United States) and an airport sponsor for the
grant of Federal Funding.
Emergency Locator Transmitter (ELT). A radio
transmitter attached to the aircraft structure
Federal Grant Assurance. A provision within a
that aids in locating downed aircraft by
Federal grant agreement to which the recipient
radiating a audio tone on 121.5 MHz or 243
of Federal airport development assistance has
MHz.
agreed to comply in consideration of the
assistance provided.
Enplonement. The boarding of a passenger,
cargo, freight or mail on an aircraft at an
Finding of No Significant Impact (FONSI). A
airport.
public document prepared by a Federal agency
that presents the rationale why a proposed
Entitlement Grant Funds. Annual federal funds
action will not have a significant effect on the
for which all airports in the NPIAS are eligible
environment and for which an environmental
for.
impact statement will not be prepared.
JVIATION DRAFT 3/21/2014 9
Fixed Base Operator (ABO). A business
body, usually the board or authority and are
enterprise located on the airport property that
then used for airport improvements or other
provides services to pilots including aircraft
expenses.
rental, training, fueling, maintenance, parking,
General Aviation (GA). The segment of
and the sale of pilot supplies.
Gap Analysis. See Safety Management System.
Flight Service Station (FSS). An air traffic
Gate. An aircraft parking position used by a
facility that provides information and services
single aircraft loading or unloading passengers,
to aircraft pilots before, during, and after
mail, or cargo, etc.
flights, but unlike ATC, is not responsible for
General Aviation (GA). The segment of
giving Instructions, clearances, or providing
aviation that encompasses all aspects of civil
separation.
aviation except certified air carriers and other
Flight Standards District Office (FSDO). An FAA
commercial operators, such as airfreight
field office serving an assigned geographical
carriers.
area and staffed with Flight Standard personnel
General Aviation Airport. See Airport.
who serve the aviation industry and the
Agreement.
general public on matters relating to the
Geographic Information System (GIS). A
certification and operation of air carrier and
technology that manages, analyzes, and
general aviation aircraft. Activities include
disseminates geographic data.
general surveillance of operation safety,
and from the airport by ground transportation
certification of airmen and aircraft, accident
Glider. See Aircraft.
prevention, investigation, enforcement, etc.
freight, and airport services.
project involving the construction of a new
Glideslape. See instrument Landing System.
Foreign Object Debris (FOD). Any object found
Global Positioning System (GPS). satellite
on an airport that does not belong in or near
o
based navigational system that provides signals
navigational
airplanes, and as a result can Injure personnel
and damage aircraft.
in the cockpit of aircraft defining aircraft
position in terms of latitude, longitude, and
Form 7460-1, Notice of Proposed Construction
altitude.
orAltemation. Federal law requires filing a
Notice of Proposed Construction or Alteration
GPS Runway. See Runway.
(Form 7460) for all structures over 200 feet
Grant Agreement. See Federal Grant
AGL or lower if closer than 20,000 feet to a
Agreement.
public use airport with a runway over 3,200
feet in length.
Ground Access. The transportation system on
and around the airport that provides access to
Form 7480-1, Notice of Landing Area Proposal.
and from the airport by ground transportation
Submitted to the FAA Airport Regional Division
vehicle for passengers, employees, cargo,
Office or ADO as formal written notification for
freight, and airport services.
project involving the construction of a new
airport; the construction, realigning, altering,
Hazard. See Safety Management System.
activating, or abandoning of a runway, landing
strip, or associated taxiway; or the deactivation
Hazardous Wildlife. Species of wildlife (birds,
or abandoning of an entire airport.
mammals, reptiles) including feral animals and
domesticated animals not under control, that
Fuel Flowage Fee. A tax assessed on the user,
are associated with aircraft strike problems,
which is paid at the pump. Fuel flowage fee
are capable of causing structural damage to
revenues are sent to the airport governing
JVIATION DRAFT 3/21/2014 10
airport facilities, or act as attractants to other
Conical Surface. An imaginary obstruction -
wildlife that pose a strike hazard.
limiting surface defined in FAR Part 77 that
prepared surface, on a heliport, airport,
extends from the edge of the horizontal
Heavy Aircraft. See Aircraft.
surface outward and upward at a slope of 20 to
area used for takeoff, landing, or parking of
1 for a horizontal distance of 4,000 feet.
Helicopter. See Aircraft.
horizontal dimension of this surface is a
Helipad. A small, designated area, usually with
Horizontal Surface. An imagery obstruction -
limiting surface defined in FAR Part 77 that is
prepared surface, on a heliport, airport,
specified as a portion of a horizontal plane
landing/takeoff area, apron/ramp, movement
surrounding a runway located 150 feet above
area used for takeoff, landing, or parking of
the established airport elevation. The specific
helicopters.
horizontal dimension of this surface is a
Heliport. An area of land, water, or structure
function of the types of approaches existing or
used or intended to be used for the landing
planned for the runway.
and takeoff of helicopters.
Primary Surface. An imaginary obstruction -
High Intensity Runway Lighting (HIRL). See
limiting surface defined in FAR Part 77 that is
Airport Lighting.
specified as a rectangular surface longitudinally
limiting surface defined in FAR Part 77 which is
centered about a runway. The specific
Holdover Time. The estimated time the
dimensions of this surface are function of types
application of anti -icing fluid will prevent the
of approaches existing or planned for the
formation of frozen contamination on the
runway.
protected surfaces of an aircraft. With a one-
Instrument Flight Rules Procedures for
step deicing/anti-icing operation, the holdover
Transitional Surface. An imaginary obstruction -
beings at the start of the operations; with a
limiting surface defined in FAR Part 77 that
two-step operations, the holdover beings at
extends outward and upward at right angles to
the start of the final anti -icing application.
the runway centerline and the runway
centerline extended at a slope of 7 to 1 from
Horizontal Surface. See ImaginarySurfaces.
the slides of the primary surface.
Hub Airport. See Airport.
Incursion. The unauthorized entry by an
aircraft, vehicle, or obstacle into the defined
Imaginary Surfaces. Are surfaces defined in
protected area surrounding an active runway,
FAR Part 77, and are in relation to the airport
taxiway, or apron.
and each runway. The size of these imaginary
surfaces is based on the category of each
Information Sign. See Airport Signs.
runway for current and future airport
operations. Any objects which penetrate these
Inner Marker (IM). See Instrument Landing
surfaces are considered an obstruction and
System,
affects navigable airspace.
Instrument Approach. A series of
Approach Surface. An imaginary obstruction
predetermined maneuvers for the orderly
limiting surface defined in FAR Part 77 which is
transfer of an aircraft under instrument flight
longitudinally centered on an extended runway
conditions from the beginning of the initial
centerline and extends outward and upward
approach to a landing or to a point from which
from the primary surface at each end of a
a landing may be made visually.
runway at a designated slope and distance
Instrument Flight Rules Procedures for
upon the type of available or planned approach
each
the conduct of flight in weather conditions
by aircraft to a runway.
below Visual Flight Rules (VFR) weather
JVIATION DRAFT 3/21/2014 11
minimums. The term IFR is often also used to
define weather conditions and type of flight
plan under which an aircraft is operating. IFR is
defined as the weather condition that occurs
whenever the cloud ceiling is at least 500 feet
above ground level, but less than 1,000 feet
and/or visibility is at least one statue mile, but
less than 3 statute miles.
Instrument Landing System (ILS). A precise
ground based navigation system for aircraft
that provides precision guidance to an aircraft
approaching a runway. It uses a combination of
radio signals and, in many cases, high-intensity
lighting arrays to enable a safe landing during
instrument meteorological conditions.
Normally consists of the following components
and visual aids:
Localizer. The component of an ILS
which provides horizontal guidance to
the runway.
Glideslope. An independent ILS
subsystem that provides vertical
guidance to aircraft approaching a
runway. It is an antenna array that is
usually located on one side of the
runway touchdown zone.
Outer Marker (OM). A marker beacon
at or near the glideslope intercept
altitude of an ILS approach and it
keyed to transmit two dashes per
second.
Middle Marker (MM). A marker
beacon that defines a point along the
glideslope of an ILS normally located
at or near the point of DH (CAT I). It is
keyed to transmit alternate dots and
dashes.
Inner Marker (IM). A marker beacon
use with an ILS (CAT II & CAT III)
precision approach located between
the middle marker and the end of the
ILS runway, transmitting a radiation
pattern keyed at six dots per second,
and indicating that the pilot, both
aurally and visually, is at the DH
Approach Lights. See Approach
Lighting Systems.
ILS Categories:
Precision Approach Category I (CAT/).
An instrument approach procedure
which provides for an approach to a
DH of not less than 200 feet and
visibility of not less than''/: mile or RVR
2,400 (RVR 1,800 with operative
touchdown zone and runway
centerline lights).
Precision Approach Category 11 (CAT
Il). An instrument approach procedure
which provides for an approach to a
minima less than CAT I to as low as a
DH of not less than 200 feet and
visibility of not less than 100 feet and
RVR of not less than RVR 1,200.
Precision Approach Category III (CAT
III An instrument approach procedure
which provides for an approach to
minima less than CAT II.
Instrument Meteorological Conditions (IMC).
Meteorological conditions expressed in terms
of specific visibility and ceiling conditions that
are less than the minimums specified for visual
meteorological conditions. IMC are defined as
period when cloud ceiling are less than 1,000
feet above ground and/or visibility less than
three miles
Instrument Runway. See Runway.
International Civil Aviation Organization
(ICAO). An agency of the United Nations which
codifies the principles and techniques of the
international air navigation, and fosters the
planning and development of international air
transport to ensure safe and orderly growth.
The ICAO Council adopts standards and
recommended practices concerning air
navigation, prevention of unlawful
J V IATION DRAFT 3/21/2014 12
interference, and facilitation of border -crossing
procedure for international civil aviation.
Itinerant Operations. See Operation.
Knot. A unit of speed equal to one nautical
mile per hour, or 1.15 statue mile per hour.
Land and Hold Short Operations (LAHSO). To
increase airport capacity, efficiency, and safety,
LAHSO clearances usually instruct an aircraft to
land, and then hold short of an intersecting
runway, taxiway, or predetermined point.
Large Hub Airport. See Airport.
Landside. The portion of an airport that
provides the facilities necessary for the
processing of passengers, cargo, freight, and
ground transportation vehicles.
Large Airplane. See Aircraft.
Lead -In -Light System (LOIN). See Approach Light
System.
Localizer. See Instrument Landing System.
Local Operations. See Operation.
Location Sign, See Airport Signs.
Low Intensity Airport Lighting. See Airport
Lighting.
Magnetic (Compass) Heading. The heading
relative to the magnetic poles of the Earth. Is
the heading indicated by a magnetic compass.
Mandatory Instruction Sign. See Airport Signs.
Maximum Certified Takeoff Weight (MTOW).
The Maximum certificated weight for the
airplane at takeoff, i.e. the airplane's weight at
the start of the takeoff run.
Mean Sea Level (MSL). The average or mean
height of the sea, with reference to a suitable
reference surface.
Medium Hub Airport. See Airport.
Medium Intensity Approach Light System with
Runway Alignment Indicator (MASLR). See
Approach Light System.
Medium Intensity Runway Lights (MIRL). See
Airport Lighting.
Middle Marker (MM). See instrument Landing
System.
Military Operations. See Operation.
Minimum Descent Altitude. This is associated
with non -precision approaches and is the
lowest altitude an aircraft can fly until the pilot
sees the airport environment. If the pilot has
not found the airport environment by the
Missed Approach Point (MAP) a missed
approach is initiated.
Missed Approach Point (MAP). The point prescribed
in an instrument approach at which a missed
approach procedure shall be executed if visual
reference of the runway environment is not in sight
or the pilot decides it is unsafe to continue. The MAP
is similar in principle to the Decision Height.
Movement Area. The runway, taxiways, and
other area of an airport an airport/heliport
which are utilized for taxiing, air taxiing,
takeoff, and landing of aircraft, exclusive of
loading ramps and parking areas. At those
airports with a tower, specific approval for
entry onto the movement area must be
obtained from ATC.
National Airspace System (NAS). The network
of air traffic control facilities, air traffic control
areas, and navigational facilities throughout
the U.S.
National Environmental Policy Act (NEPA).
Federal legislation that established
environmental policy for the nation. It requires
an interdisciplinary framework for federal
agencies to evaluate environmental impacts
and contains action -forcing procedures to
ensure that federal agency decision makers
take environmental factors into account.
J V IATION DRAFT 3/21/2014 13
National Plan of Integrated Airport Systems
(NPIAS). The national airport system plan
developed by the Secretary of Transportation
on a biannual basis for the development of
public use airports to meet national air
transportation needs.
National Transportation Safety Board (NTSB).
A federal investigatory board whose mandate
is to ensure safe public transportation. As part
of the DOT, the NTSB investigates accidents,
conducts studies, and makes recommendations
to federal agencies and the transportation
industry.
Navigation Ald (NAVAID). Any visual electronic
device, airborne or on the surface, which
provides point-to-point guidance information
or position data to aircraft in flight.
Distance Measuring Equipment (DME).
Equipment (airborne and ground) used to
measure, in nautical miles, the slant range
distance of an aircraft from the DME NAVAID.
Non -Directional Beacon (NDB). A radio
transmitter at a known location used as a
NAVIAD. The signal transmitted does not
include inherent directional information, in
contrast with other NAVIADS such as VOR and
TACAN.
Precision Approach Path Indicator (PAPI). A
path indicator that uses a single row of lights
arranged to provide precision descent guidance
information during approach to a runway.
Rotating Beacon. A visual NAVAID used to
assist pilots in finding an airport, particularly
those flying in IMC or VFR at night. The beacon
provides information about the type of airport
through the use of a particular set of color
filter:
• Green flashed alternated with two quick
white flashes: lighted military land
airport.
• Alternating White and green flashes:
lighted civilian land airport.
• Alternating white and yellow flashes:
lighted water airport
• Alternating yellow, green, and white:
lighted heliport.
Tactical Air Navigation (TACAN). An ultra-high
frequency electronic rho -theta NAVAID which
provides suitably equipped aircraft a
continuous Indication of bearing and distance
to the TACAN station.
Visual Approach Slope Indicator (VASE). A
system of lights arranged to provide vertical
visual approach slope guidance to aircraft
during approach to landing by radiating a
directional pattern of high intensity red and
white focused light beam.
VOR (Very High Frequency Omni -directional
Radio -range). A ground-based electronic
NAVAID transmitting very high frequency
navigation signals, 360 azimuth, oriented from
magnetic north, used as a basis for navigation
in NAS.
VORTAC. A NAVAID providing VOR
azimuth, TACAN azimuth, and TACAN
DME at one site.
Night. The time between the end of evening
civil twilight and the beginning of morning civil
twilight, as published in the American Air
Almanac, converted to local time.
Noise Abatement Procedures. Procedures
developed by the FAA and community to
reduce the level of noise generated by aircraft
departing over populated areas.
Noise Contour. A continuous line on a map of
the airport vicinity connecting all points of the
same noise level. These contours represent
noise levels generated from aircraft operations,
takeoff and landing of aircraft. They are
generated based on mythology developed by
the FAA and the data provides information that
can be used to identify varying degrees of
noise impacts on the surrounding area.
-AVIATION DRAFT 3/21/2014 14
Non -Directional Beacon (NDB). See Navigation landing or taking off from the runway, and for
Aid. missed approaches.
Non -Hub Airport. See Airport.
Obstruction. An object of greater height than
any of the surfaces presented in FAR Part 77.
Non -Movement Area. Taxilanes and apron
(Obstructions to air navigation are presumed to
areas not in the movement area and therefore
be hazards to air navigation until an FAA study
no under the control of traffic control.
has determined otherwise.)
Nonprecision Approach Procedure. A standard
Omnidirectional Approach Lighting System
instrument approach procedure in which no
(ODALS). See Approach Light System.
electronic glideslope is provided.
Operation. The landing, takeoff, or touch-and-
Nonprecisfon Runway. See Runway.
go procedure by an aircraft on a runway at an
airport. Operations can be categorized into the
Notice to Airmen (NOTAM).A notice containing
information concerning the establishment,
following categories:
condition, or change in any component
Itinerant Operations. Operations by
(facility, service, procedure of, or hazard in the
aircraft that leaves the local airspace.
NAS) the timely knowledge of which is
essential to personnel concerned with flight
Local Operations. Aircraft operations
operations.
performed by aircraft that are based
at the airport and that operate in the
Object. Includes, but is not limited to above
local traffic pattern or within sight of
ground structures, NAVAIDs, people,
the airport, that are known to be
equipment, vehicles, natural growth, terrain,
departing for or arriving from flights in
and parked aircraft.
local practice areas within a
Object Free Area (OFA). An area on the ground
prescribed distance from the airport,
centered on a runway (ROFA), taxiway (TOFA),
or that execute simulated instrument
or taxilane centerline provided to enhance the
approaches at the airport.
safety of aircraft operations by having the area
Military Operations. Aircraft
free of objects, except for objects that need to
operations performed in military
be located in the OFA for air navigation or
aircraft. May be itinerant or local
aircraft ground maneuvering purposes.
operations.
Obstacle. An existing object which may be
Transient Operations. Operations by
expected at a fixed location within prescribed
aircraft that are not based at a
area with reference to the vertical clearance
specified airport.
that must be provided during flight operations.
Outer Marker (OM). See Instrument Landing
Obstacle Free Zone (OFZ). The OFZ is the
System.
airspace below 150 feet above the established
airport elevation and along the runway and
Parallel Runways. See Runway.
extended runway centerline that is required to
be clear of all objects, except for frangible
Parallel Taxiways. See Taxiway.
visual NAVAIDs that need to be located in the
Passenger Facility Charge (PFC). The collection
OFZ because of their function, in order to
of PFC fees for every enplaned passenger at
provide clearance protection for aircraft
commercial airports controlled by public
agencies to be used to fund FAA -approved
JVIATION DRAFT 3/21/2014 15
projects that enhance safety, security, or
Ramp. Synonymous with Apron. See Apron.
Capacity; reduce noise; or increase air carrier
ponds that hold water for several months.
competition.
Record of Decision (ROD). A public document
of accuracy, integrity, availability, continuity
that reflects the FAA's final decision of an EIS,
Peak Hour (PH). An estimate of the busiest
rationale behind that decision, and
hour in a day. This is also known as the design
commitments to enforce and monitor
hour.
mitigation.
Performance -Based Navigation (PBN). It
Regional Jet. See Aircraft.
specifies that aircraft RNP and RNAV systems
ponds that hold water for several months.
performance requirements be defined in terms
Regression Analysis. A statistical technique
of accuracy, integrity, availability, continuity
that seeks to identify and quantify the
and functionality required for the proposed
relationships between factors associated with a
operations in the context of a particular
forecast.
airspace, when supported by the appropriate
Reliever Airport. See Airport.
navigation infrastructure.
JVIATION DRAFT 3/21/2014 16
Retention Ponds. Storm water management
Area Navigation (RNAV). A method of
ponds that hold water for several months.
navigation that permits aircraft operations on
any desired flight path.
Risk Assessment. See Safety Management
System.
Required Navigation Performance (RNP). A
type of Performance -Based Navigation (PBN)
RNAV. See Performance Based Novigatia.n
that allows an aircraft to fly a specific path
between two, 3 dimensionally defined points in
RNP. See Performance Based Navigation.
space.
Roadway Sign. See Airport Signs.
Planning Activity Level (PAL). Selected activity
levels that may trigger the need for additional
Rocket. See Aircraft.
facilities or improvements.
Rotating Beacon. See Navigation Aid.
Precision Approach Categories 1, ll, 111 (CAT 1,
Rotorcraft. See Aircraft.
CAT Il, CAT III). See Instrument Landing System.
Runway (RW). Defined as rectangular surface
Precision Approach Procedure. A standard
on an airport prepared or suitable for the
precision approach procedure in which an
landing and takeoff of airplanes. Runways can
electronic glideslope is provided, such as ILS or
be classified as the following:
PAR.
Instrument Runway. A runway
Primary Airport. See Airport.
equipped with electronic and visual
navigation aids for which a precision
Primary Surface. See Imaginary Surfaces.
or nonprecision approach procedure
Poor Visibility and Ceiling (PVC). Is a condition
having straight -in landing minimums
that exists whenever the cloud ceiling is less
has been approved.
than 500 feet and/or the visibility is less than
GPS Runway. A runway having a
one statue mile.
precision or nonprecision approach
Precision Approach Path Indicator (PAP1). See
procedure using GPS navigational
Navigational Aid
guidance with or without vertical
guidance.
JVIATION DRAFT 3/21/2014 16
Nonprecision Instrument Runway. A
Runway Distance Remaining Sign. See Airport
runway having an existing instrument
Signs.
approach procedure utilizing air
navigation facilities with only
Runway Edge Lights. See Airport Lighting.
horizontal guidance for which a
Runway End Identifier Lights (REIL). See
straight -in or side-step nonprecision
Airport Lighting.
approach procedure has been
approved.
Runway Environment. The physical runway
and the areas surrounding the runway out to
Nonprecision Runway. A runway with
the hold position marking.
only horizontal guidance available.
Runway Gradient. The ratio of the change in
Parallel Runways. Two or more
elevation divided by the length of the runway
runways at the same airport whose
expressed as a percentage.
centerlines are parallel. In addition to
runway number, parallel runways are
Runway Heading. The magnetic direction that
designated as L (left) and R (right) or,
corresponds with the runway centerline
if three parallel runways exist, L (left),
extended.
C (center), and R (right).
Runway Incursion. Any occurrence at an
Precision Instrument Runway. A
airport involving the incorrect presence of an
runway having an existing instrument
aircraft, vehicle, or person on the protected
approach procedure utilizing air
area of a surface designated for the landing
navigation facilities with both
and takeoff of aircraft.
horizontal and vertical guidance for
which a precision approach procedure
Runway Lights. See Airport Lighting.
has been approved.
Runway Protection Zone (RPZ). A trapezoidal
Utility Runway. A runway that is
area off the runway end intended to enhance
constructed for and intended to used
the protection of people and property on the
by propeller driven aircraft of 12,500
ground,
pounds maximum gross weight and
Runway Safety Area (RSA). A defined surface
less.
surrounding the runway prepared or suitable
Visual Runway. A runway without an
for reducing the risk of damage to airplanes in
existing or planned straight -in
the event of an undershoot, overshoot, or
instrument approach procedure and
excursion from the runway.
no instrument approach
Runway Visual Range (RVR). The distance over
procedure/equipment.
which a pilot of an aircraft on the centerline of
Runway Alignment Indicator Lights (RAILS).
the runway can see the runway surface
See Approach Light System.
markings delineating the runway or identifying
its centerline. RVR is normally expressed in
Runway Blast Pad. A surface adjacent to the
feet.
ends of the runways provided to reduce the
erosive effect of jet blast and propeller wash.
Safety Assessment. See Safety Management
System.
Runway Centerline Lighting. See Airport
Lighting.
Safety Assurance. See Safety Management
System.
JVIATION
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17
Safety Management System. The formal top-
sharing activities that supports the
down business -like approach to managing
implementation and operation of an
safety risk. It includes systematic procedures,
SMS in an organization.
practices, and policies for the management of
safety (including safety risk management,
Safety Risk Control. Anything that
safety policy, safety assurance, and safety
mitigates the safety risk of a hazard.
promotion).
Safety risk controls necessary to
mitigate an unacceptable risk should
Gap Analysis. Identification of
be mandatory, measureable, and
existing safety components, compare
monitored for effectiveness.
to SMS program requirements. Gap
analysis provides an airport operator
Safety Risk Management (SRM). A
an initial SMS development plan and
formal process within the 5MS
Safety roadmap to compliance.
composed of describing the system,
identifying the hazards, assessing the
Hazard. Any existing or potential
risk, analyzing the risk, and controlling
condition that can lead to injury,
the risk. The SRM process is
illness, or death to people; damage to
embedded in the operation system: is
or loss of a system, equipment, or
not a separate/distinct process.
property, or damage to the
environment. A hazard is a condition
Severity. The consequence or impact
that is a prerequisite to an accident or
of a hazard in terms of degree of loss
incident.
or harm.
Risk Assessment. Assessment of the
Safety Policy. See Safety Management System.
system or component to compare the
Safety Promotion. See Safety Management
achieved risk level with the tolerable
System.
risk level.
Safety Risk. See Safety Management System.
Safety Assessment. A systematic,
comprehensive evaluation of an
Safety Risk Control, See Safety Management
implemented system.
System.
Safety Assurance. SMS process
Safety Risk Management (SRM). See Safety
management functions that
Management System.
systematically provides confidence
that organizational products/services
Scope. The document that identifies and
meet or exceed safety requirements.
defines the tasks emphasis, and level of effort
associated with a project or study.
Safety Policy. Defines the
fundamental approach to managing
Self -Fueling. The fueling of an aircraft by the
safety that is to be adopted within an
owner or operator of the aircraft.
organization. Safety policy further
defines the organization's
Segmented Circle. A circle located on an
commitment to safety and overall
airport where wind and runway pattern
information are located. It performs two
safety vision.
function: it aids the pilot in locating the
Safety Promotion. A combination of
obscure airports, and it provides a centralized
safety culture, training, and data
location for wind and traffic pattern indicators
as may be required on a particular airport.
JVIATION
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W
Separation. The spacing of aircraft to achieve
Takeoff Run Available (TORR). The runway
their safe and orderly movement in flight, and
length declared available and suitable for the
while landing and taking off.
ground run of an airplane taking off.
Severity. See Safety Management System.
Taxi. The movement of an airplane under its
own power on the surface of an airport.
Shoulder. An area adjacent to the edge of
paved runways, taxiways, or aprons providing a
Taxilane (TL). The portion of the aircraft
transition between the pavement and the
parking area used for access between taxiways
adjacent surface; support for aircraft running
and aircraft parking positions.
off the pavement; enhanced drainage; and
blast protection.
Taxiway (TW). A defined path established for
the taxiing aircraft from one part of an airport
Small Airplane. See Aircraft.
to another.
Small Hub Airport. See Airport.
Parallel Taxiway. A taxiway whose centerline
is parallel to an adjacent runway.
Snow Removal Equipment (SRE). Equipment,
such as plow trucks and brooms, to remove
Taxiway Safety Area (TSA). A defined surface
snow from the paved surfaces on an airport.
alongside the taxiway prepared or suitable for
reducing the risk of damage to an airplane
Sponsor. A public agency or private owner of a
unintentionally departing the taxiway.
public -use airport that submits to the Secretary
an application for financial assistance for the
Technical Advisory Committee (TAC). A group
airport.
of individual that provide input on technical
issues.
Surface Movement Guidance and Control
System (SMGCS). Systems providing routing,
Terminal Area. A general term used to
guidance, surveillance and control to aircraft
describe airspace in which approach control
and affected vehicles in order to maintain
service or airport traffic control service is
movement rates under all local weather
provided.
condition within the Aerodrome Visibility
Operational Level (AVOL) whilst maintaining
Terminal Area Forecast (TAF). The official
the required level of safety.
forecast of aviation activity, both aircraft and
enplanements, at FAA facilities. This includes
System of Airport Reporting (SOAR). The FAA
FAA -towered airports, federally contracted
Office of Airport integrated database that
towered airports, non-federal towered
contains airport planning, development, and
airports, and many non -towered airports.
financial information.
Terminal Instrument Procedures (TERPS).
Tactical Air Navigation (TACAN). See
Published flight procedure standards for
Navigation Aid.
conducting instrument approaches to runways
under instrument meteorological conditions.
Tailwind. Any wind more than 90 degrees to
Information on TERPS is contained in FAA
the longitudinal axis of the runway.
Order 5260.3, United States Standard for
Takeoff Distance Available (TODA). The TORA
Terminal Instrument Procedures (TERPS).
plus the length of any remaining runway or
Threshold (TH). The beginning of that portion
clearway (CWY) beyond the far end of the
of the runway available for landing. In some
TORA.
J V IATION DRAFT 3/21/2014 19
instances, the landing threshold may be
Upwind Leg. A flight path parallel to
displaced.
the landing runway In the direction of
opposite to landing. The downwind
the landing.
Displaced Threshold. A threshold that is
by day and prominent lighted objects may be
located at a point on the runway other than
Transitional Surface. See Imaginary Surfaces.
the designated beginning of the runway.
in terms of the horizontal distance at which a
Transient Operations. See Operation.
Threshold Lighting. See Airport Lighting.
Transportation Security Administration (TSAJ.
Through -the -Fence Operations. Those
An agency established in 2001 to safeguard
activities permitted by the airport sponsor
United States transportation systems and to
through an agreement that permits access to
insure safe air travel. TSA operates under the
the public landing area by independent entities
Department of Homeland Security.
or operator offering an aeronautical activity or
to owners of aircraft based on land adjacent to,
True Heading. A heading relative to the actual
but not a part of, the airport property. The
North and South Poles of the Earth, rather than
obligation to make an airport available for the
the magnetic poles.
use and benefit of the public does not impose
Uncontrolled Airport. See Airport.
any requirement for the airport sponsor to
permit ground access by aircraft from adjacent
Uncontrolled Airspace. Airspace where an ATC
property.
service is not deemed necessary or cannot be
provided for practical reasons. Uncontrolled
Throughput Capacity. See Capacity.
airspace is a generic term that covers Class F
Touchdown Zone Lighting. See Airport
and Class G Airspace.
Lighting.
Universal Integrated Communications
Traffic Pattern. The traffic flow that is
(UNICOM). An air -ground communication
prescribed for aircraft landing at, taxiing on, or
facility operated by a private agency to provide
taking off from an airport. The following
advisory service at uncontrolled airport.
defines components of a standard traffic
Aircraft call the ground station to make
pattern:
announcements of their intentions. In some
cases, the ground station is not staffed. If no
Base Leg. A flight path at right angles
one is staffing the ground station, pilots
to the landing runway off its approach
broadcast their location and intentions over
end. The base leg extends from the
the UNICOM or CTAF channel. When the
downwind leg to the intersection of
ground station Is closed this is done without an
the extended runway centerline.
acknowledgement.
Crosswind Leg. A flight path at right
Upwind Leg. See Trak Pattern.
angles to the landing runway off its
upwind end.
Utility Runway. See Runway.
Downwind Leg. A flight path parallel
Visibility. A measure of the horizontal opacity
to the landing runway in the direction
of the atmosphere at which prominent
opposite to landing. The downwind
unlighted objects may be seen and identified
leg normally extends between the
by day and prominent lighted objects may be
crosswind leg and the base leg.
seen and identified by night; and is expressed
in terms of the horizontal distance at which a
JVIATION DRAFT 3/21/2014 20
person should be able to see and identify, is
VOR. See Navigation Aid.
measured in statute miles.
structure, land -use practice, or human -made or
VORTAC. See Navigation Aid.
Visual Approach. An approach conducted on
sustain hazardous wildlife within theapproach
an IFR flight plan which authorizes the pilot to
Wide Area Augmentation System (WAAS). An
proceed visually and clear of clouds to the
enhancement of the GPS that includes integrity
airport. The pilot, at all times, must have either
broadcasts, differential correction, and
the airport or the preceding aircraft in sight.
additional ranging signals for the purpose of
Reported weather at the airport must be
providing the accuracy, integrity, availability,
ceiling at or above 1,000 feet and visibility of
and continuity required to support all phases of
three miles or greater.
flight.
Visual Approach Slope Indicator (VASI). See
Wildlife Attractants. Any human -made
Navigational Aid.
structure, land -use practice, or human -made or
natural geographic feature that can attract or
Visual Flight Rules (VFR). Procedures for the
sustain hazardous wildlife within theapproach
conduct of flight in weather conditions above
or departure airspace or the airport's AOA.
Visual Flight Rules (VFR) weather minimums.
These attractants can include architectural
The term VFR Is often also used to define
features, landscaping, waste disposal sites,
weather conditions and type of flight plan
wastewater treatment facilities, agricultural or
under which an aircraft is operating. VFR is
aquaculture activities, surface mining, or
defined as the weather condition whenever
wetlands.
the cloud ceiling is at least 1,000 feet above
ground level and visibility is at least three
Wildlife Hazard Assessment (WHA).
statue miles.
Wind Direction. Is the opposite direction in
Visual Meteorological Conditions (VMC).
which the windsock is pointing, and is specified
Meteorological conditions expressed in terms
in terms of magnetic heading.
of specific visibility and ceiling conditions which
are equal to or greater than the threshold
Windsock (Wind Cone). A conical textile tube
values for IMC.
designed to indicate wind direction and
relative wind speed.
Visual Runway. See Runway.
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