Source: Dufresne-Henry, Inc., analysis

¹ Existing Apron Area Does not Account for Grass Tie-Downs

4.2.2. Hangar Demand. Hangar demand is a function of a number of different variables. This includes airport location, type of aircraft to be hangared, costs and seasonal variation. As previously stated, most higher performance aircraft will be hangared, while single engine and light twins are usually split between tiedowns and storage facilities. In the northern climes, some aircraft owners will hangar their aircraft in the winter and tiedown in the summer.

At most airports with a preponderance of GA activity, there are two types of hangars that are available to aircraft owners. The first is the T-hangar, typically an individual unit strictly providing storage to single engine and light twin aircraft. Often the individual units are "nested" together to form singular hangar structures ranging from five to ten units per structure.

The second style of hangar is the corporate type. This structure not only provides storage capabilities to based aircraft, but can also provide a venue for aircraft maintenance, FBO offices, and pilot lounges. Generally, these structures range from 5,000 SF to 10,000 SF.

Forecasting hangar demand is very subjective. Because hangars are ineligible for AIP funding and are usually financed by the private sector, cost is usually the determining factor. If an FBO or corporate operation decides to construct a new hangar, this can occur overnight with no correlation to based aircraft hangar needs. On the other hand, there may be a strong demand for new T-hangars, but due to costs to respective aircraft owners, the project does not happen.

It will be assumed that there may be a need to construct some type of hangar(s) at all of the airports under study within the five year development period. The underlying purpose is to ensure that there is adequate space to provide these facilities for each of the airports. For those airports with current Master Plans, hangar demand is depicted on each of the respective ALPs, and is carried over into this study. For all other facilities, the following development assumptions will be applied to project hangar demand through the five year planning period.

Table 4 - 5

Hangar Requirements

4.2.3. Fueling Facilities. Fueling facilities at GA airports are similar to hangars. They are typically funded by the private sector, or built by the Sponsor and leased to an FBO. As a matter of policy, all attended airports should, at a minimum, have an available supply of AVGAS. The need for Jet-A should be made at each airport based on demand and the services provided by the FBO.

4.2.4. Terminal/Administration Buildings. Airport buildings are designed to house specific airport support needs or functions. The fixed base operator (FBO) building typically provides commercial space for aircraft maintenance and repair, flight lessons, charter, fuel sales, and other aircraft commercial support activities. The administration building can accommodate the pilot, passengers, public, and the airport management. The administration building should be located near the FBO but sufficiently separated to preclude conflict between airplanes operating from these areas. In keeping with VAOT policy, all public facilities should be ADA compliant.

It should be noted that lower activity airports may not initially justify the construction of either an FBO or administrative building. The initial airport building is often a maintenance hangar with the attached offices. For an airport to consider construction of a separate administrative type building, there should be a minimum of ten departures and arrivals during the peak hours of a busy day. All attended airports should have as a minimum an area set aside in a hangar or other similar structure which provides a public phone (accessible 24 hours a day); ADA compliant rest rooms; a telephone recording describing the airport facilities and operating hours; a pilot's lounge or waiting area; and a bulletin board.

If construction of an administrative building is necessary, the minimum facilities should accommodate a pilot briefing area, restrooms, an informational booth or bulletin board, a public phone (accessible 24 hours a day) and a telephone recording. This room should have easy access to the restrooms and parking areas. Table 4-6, Existing Administration Building Ammenities describes the current availability of the services described in the above text at each of the Vermont state-owned airports. Airports with commercial service should allow for access to public transportation services at the administration building in addition to the above minimum services. This can range from providing a regularly scheduled bus stop to a simple information kiosk which has phone numbers and information for services such as cabs, rental cars, hotels, restaurants, etc.

Where feasible, airports should also attempt to provide multi-modal links to other transportation networks. One existing example is the parking lot at the Morrisville-Stowe State Airport, which is utilized as a park-and-ride facility due to its proximity to Route 100.

Table 4 - 6

Existing Administrative Building Ammenities

4.2.5. Auto Parking. Auto parking at commercial service facilities is divided between airline passengers and other users and tenants of the airport. Users and tenants include GA passengers and pilots, airport based employees and often rental car companies.

There is only one commercial service airport under study, and based on a review of the current Master Plan, parking needs for airline passengers have been determined to be adequate through the planning period. At the other GA airports there are several general planning guidelines that should be used to assess parking needs.

For GA passengers and pilots it is recommended that there should be one space for fifty percent of the based aircraft and 1.5 spaces for the peak day itinerant aircraft parked on the itinerant apron. There should also be adequate parking for airport employees and other visitors. For purposes of this analysis, a total demand of ten employees and visitors will be assumed. It is understood that there may be several airports with a greater demand, but generally this demand is accommodated at each tenants' base of operation. Parking facilities for public buildings should provide for appropriate levels of ADA compliant parking spaces. For airports with nighttime operations, the parking lots should provide for some type of security lighting.

As was done to quantify airport apron needs, parking requirements are determined from existing Master Plans where applicable. Table 4-7 summarizes the parking demand using either the above assumptions or Master Plan data.

Based on review of the table, it would appear that most airports within the system study are under capacity for auto parking. Field reconnaissance of these facilities indicates that the analysis may overstate the parking shortage. This is likely due to several factors, including the basis of the analysis deriving from a peak demand quantification that will only occur sporadically during the summer months. It should also be acknowledged that the assessment of existing parking may not account for many based pilots parking their autos near their aircraft, or in their hangars.

4.2.6. Auto Access. Auto access at any airport focuses on two issues; access to the airport and internal access to airport facilities. At a minimum, access to all airports with paved runways should be a paved, two lane roadway and conform to the minimum standards set forth in each municipalities' bylaws concerning roadway development.

Internal access should be designed to provide a positive separation between airside and terminal area facilities. Ideally, there should be no auto traffic on airport runways, taxiways or aprons. Internal access roads are usually separated from these airside areas with security fencing and gates. In addition to terminal area facility access, there should also be adequate access provided for airport maintenance and emergency vehicles to reach all points of the airfield operation areas.

4.2.7. Airfield Navigational Aids. Navigational Aids is a broad term which encompasses equipment which is utilized by the pilot either on the approach to the airport, or in preparation to depart the airport. The equipment necessary for each type of airport varies, but generally should consist of some type of weather information, vertical approach guidance, horizontal approach guidance, and airfield lighting. The type of equipment necessary is dependant on the approach type of the airport - either a visual approach or a non-precision approach. Table 4-8 summarizes the navigational aid requirements of the Vermont Airport System.

Table 4 - 7

Existing and Required Vehicle Parking

Table 4 - 8

Appropriate Airport Navigational Aids

A/C - Aircraft PAPI - Precision Approach Path Indicator MIRLS - Medium Intensity Runway Lights HIRLS - High Intensity Runway Lights GCO - Ground Communication Outlet AWOS - Automated Weather Observation System

4.2.7.1. - Visual Airport Navigational Aids. For airports with no published approach, the appropriate airfield navigational aids should be considered as a lighted wind sock for rudimentary weather information (wind direction) and airport identification. No visual approach guidance is necessary.

4.2.7.2. - Non-Precision Airport Navigational Aids. For airports with a non-precision approach, the appropriate weather reporting equipment should be considered as a lighted wind sock for rudimentary weather information (wind direction), and an Automated Weather Observation System (AWOS) or an Automated Surface Observation System (ASOS). These two systems consist of identical equipment, with the only difference being that ASOS were installed under a Federal Program by the National Oceantic and Atmospheric Administration (NOAA), whereas AWOS are funded by the airport sponsor. An AWOS or ASOS consists of a 30-35 foot high tower, and several smaller towers within an fenced area of approximately 20 feet by 30 feet. These towers support several weather observation sensors which provide wind, visibility and precipitation data to pilots utilizing the airport.

Visual approach guidance should be provided via a Precision Approach Path Indicator (PAPI) or equivalent for at least one runway at the airport.

Airports that have nighttime operations should provide nighttime visual guidance with pilot controlled Medium Intensity Runway Lights (MIRLs). For airports with nighttime Instrument Flight Rule (IFR) operations, to assist the pilot during low weather operations, any required obstruction lights and an airport rotating beacon are required.

All airports which have either a non-precision or a precision approach should have a ground communication outlet (GCO). Without an GCO, there is no direct radio communication link between pilots and the Terminal Control Area (TCA). When departing from an Airport under IFR conditions, the pilot must file a flight plan and obtain a clearance from TCA prior to departure. Without the GCO, the pilots must use a payphone at the airport, and are given a void time limit of 5-15 minutes. If the pilot has not departed by this time, another clearance must be obtained. The GCO would allow the pilot to contact TCA directly from the aircraft, which could save several minutes. During inclement weather conditions, or while waiting for a aircraft making an approach to the airport, these few minutes could be the difference between departing on time, or having to leave the aircraft, return to the terminal building, and contact TCA for another clearance.

4.2.8. Airport Instrument Approaches. At the end of January, 1999, results concluding a six month long risk assessment test sponsored by the FAA confirmed that augmented GPS can be the only "sole-service" navigation system installed in an aircraft. GPS has planned to make most precision approaches within then next ten years. Currently, the FAA has determined that GPS establishes a safer approach than both the Non-Directional Beacon (NDB) and the Very-high frequency Omnidirectional Range (VOR) for turning or circling approaches. Because of the effort that the FAA is putting into GPS, it is anticipated that eventually precision approaches will be executed utilizing GPS rather then ground based equipment. However, the completion date for GPS precision approaches has been delayed several times, and at the time of the writing of this report, no official deadline has been established.

Currently, the FAA is funding a Local Area Augmentation System (LAAS) to augment the GPS satellites. The LAAS will provide land-based equipment developed to incorporate additional accuracy into the airspace system. This system will provide the accuracy needed to conduct precision approaches. Since the FAA is currently no longer procuring and installing land-based conventional instrument approach equipment (such as localizers and glideslopes) as a general practice, and GPS precision approaches may still be several years from implementation, other types of precision approach equipment should be considered for installation at the Vermont System Airports that require an upgrade to a precision approach. If this upgrade is required, the airport and VAOT will have to work closely with the FAA to justify this expenditure. One such airport which is investigating this option is Rutland State, which is evaluating the feasibility of a Transponder Landing System (TLS) to provide a precision approach. This equipment is not yet certified by the FAA, but is expected to be shortly. It has the capability of providing curved and "dog-leg" approach and missed approaches, which could have significant benefits for airports in mountainous terrain such as the Vermont Airports.

To be considered as a potential candidate for a precision approach upgrade, the airport must have a minimum of five peak hour instrument operations, and the upgrade must provide a minimum of a 10% reduction in the ceiling or visibility minimums. Since it is likely that the FAA will be requested to provide funding, or at least to take over maintenance of the approach equipment once the installation is complete, FAA concurrence of the installation of a full precision approach is mandatory.

4.2.9. Security Fencing. All of Vermont state-owned airports should have a full perimeter fence installed to protect against the inadvertent entry of personnel or wildlife. Most all of the Vermont state-owned airports currently have at least partial security fencing installed.

4.2.10. Taxiway Systems. As stated in Advisory Circular 150/5300-13, a basic airport should consist of at least one runway, a full parallel taxiway and adequate transverse(connecting) taxiways. Although there are no specific guidelines indicating when a full parallel taxiway should be added to the airfield layout, it is recommended that all commercial service airports within the state system have a full parallel taxiway for each runway. It is also recommended that those GA airports with an ARC of B-II or higher be evaluated for a full parallel taxiway on each airport's primary runway.

The requirement for a taxiway system is typically triggered by either an airfield capacity constraint, or the need to increase airfield safety. The recommendation for a full parallel taxiway cannot be justified for any of the airports due to airfield capacity, but it should be a goal for at least a partial parallel taxiway to the primary runway end. As an interim measure, if a partial parallel taxiway cannot be justified due to economic or environmental constraints, a runway turnaround (a widened section of pavement at the runway end to facilitate the turning around of aircraft) should be installed at all runway ends without taxiway access.

4.2.11. Current Airport Layout Plan. To be considered for FAA funding, a project must be shown on an approved Airport Layout Plan (ALP). The FAA requires that all ALPs be kept current. At a minimum, the ALP should be updated every 10 years, and sooner if there has been a significant change in the level of operations or the type of aircraft regularly operating at the airport.

4.2.12. Americans with Disabilities Act (ADA) Compliance. It is the policy of the State of Vermont and the Federal Government to not discriminate on the basis of disabilities. All public use facilities at the airport (terminals, FBO offices and administrative buildings) should be constructed or modified to meet current ADA requirements.

4.2.13. Maintenance of Infrastructure. The FAA, VAOT and the local community have invested literally millions of dollars into the construction of the airport facilities in Vermont. As a policy, it is incumbent on VAOT to regularly maintain and repair these facilities. Those projects which are required to maintain the existing airports (i.e., runway pavement overlays, building rehabilitations, or major NAVAID repair) should be given a high priority.

4.2.14. Airport Picnic Areas. VAOT has received numerous requests to install picnic facilities at the airports for the use of itinerant pilots, as well as the general public. As part of VAOT's desire to reach out to the local population and explore possible uses of the airport that could benefit the community, consideration should be given for the installation of low cost picnic facilities. These sites should be located in areas where there is convenient public access, but not in areas which would encourage inadvertent entrance to the airside. If necessary, security fencing could be installed to provide positive separation between the picnic area and the airside.

4.3 FAA SAFETY STANDARDS

The FAA has published guidelines that will establish the appropriate airport safety standards for each of the Vermont system airports. The safety guidelines outlined below have been previously developed by the FAA for airport development and improvement in the Airport Design Advisory Circular (AC 150/5300-13). These guidelines ensure that safety is the main focus of any airport facility improvement or development. The FAA recommends that all airports and airport sponsors follow these guidelines.

The Airport Design Advisory Circular (AC) transitions from a recommendation status to becoming a requirement for airports or airport sponsors requesting federal aid. These guidelines have been established over many years of research and development testing by the FAA, National Transportation Safety Board (NTSB) and the United States Department of Transportation (USDOT). The Airport Design Advisory Circular is periodically appended with changes in design standards as the operational characteristics of aircraft change and new safety enhancements are developed. The Airport Design Advisory Circular provides many airport development standards that will be complimentary to the appropriate standards for the Vermont state airports.

4.3.1. Aircraft Characteristics. Many design standards pertaining to aircraft operating areas found in the Airport Design Advisory Circular are based upon aircraft characteristics and approach visibility minimums. There are aircraft characteristics that set specific design criteria for the aircraft intending to operate at the airport. These aircraft characteristics provide a basis to determine which specific design standard are appropriate for an individual airport. The three aircraft characteristics which the airport design standards refer to are the weight, the approach speed and the wingspan. The following section explains each of the above aircraft characteristics.

4.3.1.1 - Aircraft Weight. The FAA refers to an aircraft's maximum certificated takeoff weight when establishing runway and taxiway design standards in the Airport Design AC. The following two aircraft sizes reference this weight.

4.3.1.2 - Airport Reference Code. The next two aircraft characteristics which provide guidance to the specific standards that will be applicable to the airport have been grouped into the FAA Airport Reference Code system. This coding system was previously described in Section 4.1.4.

4.3.2. Runway Design Standards. This section describes the various runway design standards, as established in the Airport Design Advisory Circular. This section will reference the layouts depicted in Figure 4-1.

Figure 4-1 - Runway Design Standards

4.3.2.1 - Runway Safety Area (RSA). The RSA is an imaginary protection surface centered along the runway centerline, surrounding each runway. The terrain in the RSA must be clear of all obstacles to reduce the risk of damage to airplanes in the event of an undershoot, overshoot, or excursion from the runway. The RSA must have the following design characteristics:

• clear of obstacles, graded and it must contain no hazardous ruts, humps, depressions, or other surface variations;



• drained by grading or storm sewers to prevent water accumulation;



• in dry conditions it must be capable of supporting snow removal equipment, aircraft rescue and fire fighting equipment, and the occasional passage of aircraft without causing structural damage to the aircraft; and

• free of objects, except for objects that need to be located in the runway safety area because of their function, such as a NAVAID antenna. These objects must be designed to easily breakaway on impact at a point no more than three inches above grade.

4.3.2.2 - Runway Protection Zone (RPZ). The RPZ is an area off the runway end that enhances the protection of people and property on the ground. The RPZ is trapezoidal in shape and centered about the extended runway centerline. It is related to the approach and begins 200 feet beyond the runway end, regardless of whether or not the runway has a displaced threshold. The RPZ consists of the following Runway Object Free Area (OFA) and Controlled Activity Area.

Table 4-9

Runway Protection Zone (RPZ) Dimensions

Notes:

1. The RPZ dimensional standards are for the runway end with the specified approach visibility minimums. The departure RPZ dimensional standards are equal to or less than the approach RPZ dimensional standards. When a RPZ begins other than 200 feet beyond the runway end, separate approach and departure RPZs should be provided. Refer to AC 150/5300-13 Change 5, Appendix 14 for approach and departure RPZs.

2. Letters correspond to the dimensions on Runway Design Standards Figure.

Source: Advisory Circular 150/5300-13 Change 5 "Airport Design".

4.3.2.3 - Runway Object Free Area (ROFA) is an area on the surface centered along the runway centerline that is free of any objects, except for the objects that need to be located there because of their function. The only obstacles that are allowed in the ROFA are those that need to be located there due to their function. These obstacles may be lighting, navigational aids, signs and service roads. All objects installed in the ROFA must be designed to break away easily on impact.

4.3.2.4 - Controlled Activity Area is the portion of the RPZ beyond and to the sides of the ROFA. The function and use in this area is restricted.

The ROFA and the Controlled Activity Area vary in size according to the Aircraft Design Group for which the runway is designed and the approach procedures to the runway (visual, non-precision, and precision).

4.3.2.5 - Obstacle Free Zone (OFZ). The OFZ is the three dimensional airspace situated along the runway and extended runway centerline. This airspace is above the established airport elevation and below 150 feet. This area is required to be cleared of taxiing and parked airplanes and object penetrations, with the exception of NAVAIDs that have been designed to easily break away on impact. The OFZ contains the runway OFZ, the inner-approach OFZ and the inner-transitional OFZ.

The Runway OFZ is the area surrounding the runway along the runway centerline and at the same elevation as the runway centerline. The Runway OFZ extends 200 feet beyond each end of the runway. The width of the Runway OFZ is determined by the aircraft size which the runway serves. The Runway OFZ widths are:

• runways serving large aircraft - the larger of 400 feet, or 180 feet plus the wingspan of the most demanding airplane plus 20 feet for every 1,000 feet of airport elevation.



• runways serving only small aircraft - 300 feet for precision instrument runways, 250 feet for runways serving aircraft with approach speeds of 50 knots or more, or 120 feet for runways serving aircraft with approach speeds of less than 50 knots.

The Inner-Approach OFZ is an area centered along the approach area and only applies to runways with an approach lighting system. The inner-approach OFZ begins 200 feet beyond the runway threshold at the same elevation as the runway threshold and extends 200 feet beyond the last light unit in the approach lighting system. The width is equal to the Runway OFZ. The inner-approach OFZ rises in elevation at a slope of 50:1 away from the runway end.

The Inner-Transitional OFZ is an area located along the sides of precision instrument runways and the inner-approach OFZ. The inner-transitional OFZ surface slopes 3:1 out from the edges of the Runway OFZ and Inner-Approach OFZ to a height of 150 feet above the established airport elevation.

4.3.2.6 - Primary Surface. The Primary Surface is an imaginary surface area surrounding the runway and centered along the runway. The elevation at any point is the same as the elevation of the nearest point on the runway centerline. The width of the primary surface is as follows:

• 250 feet for utility runways with a visual approach and 500 feet for utility runways with a non-precision instrument approach.



• 250 feet for other than utility runways with a visual approach, 500 feet for other than utility runways with a non-precision instrument approach and visibility minimums greater than ¾ of a statute mile, and 1,000 feet for other than utility runways with either a non-precision instrument approach and visibility minimums lower than ¾ of a statute mile or a precision approach.

4.3.2.7 - Obstacle Transition Surface. The Transition Surface is a two-dimensional plane beginning at the edge of the Primary Surface rising at an upward slope of 7:1.

4.3.2.8 - Runway Line of Sight Standards. Along individual runways, two points five feet above the runway centerline must be mutually visible along the entire runway length. If the runway has a parallel taxiway extending the full runway length, then the line of sight may be obstructed for any point five feet above the runway centerline to any other point five feet above the runway centerline, for only one-half of the runway's length.

4.3.2.9 - Runway Threshold. The runway threshold is the beginning pavement area of the runway suitable for landing. Runway thresholds located other than at the beginning of the runway pavement are referred to as follows:

• Relocated Threshold - the pavement beyond this threshold is not available for landing but is available for taxiing aircraft.



• Displaced Threshold - the pavement beyond this threshold may be available for takeoffs in either direction, yet are only available for landings as overruns from the opposite direction.

TABLE 4-10 Runway Design Standards for Airplane Approach Category A & B

Visual And Not Lower Than ¾ - Statute Mile Approach Visibility Minimums

Notes:

1. Letters correspond to the dimensions on Runway Design Standards figure.

2. These dimensional standards pertain to facilities for only small airplanes. Small airplanes are aircraft 12,500 pounds or less maximum certificated takeoff weight.

3. The runway safety area and runway object free area lengths begin at each runway end when stopway is not provided. When stopway is provided, these lengths begin at stopway end.

Source: Advisory Circular 150/5300-13 Change 5 "Airport Design".

TABLE 4-11 Runway Design Standards for Airplane Approach Category A & B

Lower Than ¾ - Statute Mile Approach Visibility Minimums

Notes:

1. Letters correspond to the dimensions on Runway Design Standards figure.

2. These dimensional standards pertain to facilities for only small airplanes. Small airplanes are aircraft 12,500 pounds or less maximum certificated takeoff weight.

3. The runway safety area and runway object free area lengths begin at each runway end when stopway is not provided. When stopway is provided, these lengths begin at stopway end.

Source: Advisory Circular 150/5300-13 Change 5 "Airport Design".

TABLE 4-12 Runway Design Standards for Airplane Approach Category C & D

Notes:

1. Letters correspond to the dimensions on Runway Design Standards figure.

2. These dimensional standards pertain to facilities for only small airplanes. Small airplanes are aircraft 12,500 pounds or less maximum certificated takeoff weight.

3. The runway safety area and runway object free area lengths begin at each runway end when stopway is not provided. When stopway is provided, these lengths begin at stopway end.

Source: Advisory Circular 150/5300-13 Change 5 "Airport Design".

4.3.3 - Taxiway Design Standards. This section describes the various taxiway design standards, as established in the Airport Design AC. Taxiways are paved areas (separate access ways or lanes painted on aprons) over which airplanes move (taxi) from one part of an airport to another. One of their more important uses is to provide access between airside terminal areas and the runways.

There are three types of taxiways: parallel, exit and access. Taxiways parallel to runways generally provide a route for aircraft to reach certain distant points on the runway. Exit taxiways, which usually connect runways to parallel taxiways, provide paths for aircraft to leave the runway after they have landed. Access taxiways and taxilanes provide a means for aircraft to move among the various airside components of the airport - T-hangars, terminal tie-downs, fueling areas, runways, etc.

Since aircraft often land and/or takeoff at a relatively great distance from a terminal, good access to those distant points helps to improve the overall operational efficiency of an airport.

The design of the airfield taxiway system is intended to increase airfield capacity and enhance operational safety between arriving and departing aircraft. Throughout the Vermont system airports included in this program, taxiway development for the sake of increasing operational capacity can not be justified. This issue is typically limited to the nation's large air carrier airports. However, there are related safety concerns at these smaller commercial service and GA airports that should be addressed. This includes the need to avoid back-taxiing on active runways, especially at uncontrolled fields with commercial service and/or a relatively high number of larger GA aircraft operations.

4.3.3.1 - Taxiway Safety Area (TSA). The TSA is the imaginary surface surrounding the taxiway. The terrain in the TSA must be clear of objects to reduce the risk of damage to an airplane that unintentionally strays off the taxiway. The TSA must also incorporate the following characteristics:

• graded with no hazardous bumps, ruts etc.;



• drained by grading or storm sewers to prevent water accumulation;



• capable of supporting aircraft rescue and firefighting equipment and to allow occasional passage of an aircraft in dry conditions, without causing structural damage to that aircraft; and



• free of all objects except objects that need to be located in this area because of their function. Objects higher than three inches will be designed to easily break away if impacted. Other objects should be constructed at grade.

4.3.3.2 - Distance from Taxiway Centerline to Fixed or Movable Object. The distance from the taxiway's centerline to a distance where no objects are allowed, even the maintenance and service road edges.

4.3.3.3 - Taxiway and Taxilane Object Free Area (OFA). A taxilane is the portion of the aircraft parking area used for access between taxiways and aircraft parking positions. The taxiway and taxilane OFAs are centered on the taxiway and taxilane centerlines. The taxiway and taxilane clearing standards prohibit service vehicle roads, parked airplanes, and above ground objects, except for objects that need to be there for navigational and aircraft ground maneuvering purposes. Vehicles may operate within the OFA provided they give the right-of-way to on-coming aircraft.

TABLE 4-13 Taxiway Standards

Notes:

1 Letters correspond to the dimensions on Taxiway Design Standards figure.

2 For airplanes in Airplane Design Group III with a wheelbase equal to or greater than 60 feet, the standard taxiway width is 60 feet.

3 The taxiway edge safety margin is the minimum acceptable distance between the outside of the airplane wheels and the pavement edge.

4 For airplanes in Airplane Design Group III with a wheelbase equal to or greater than 60 feet, the taxiway edge safety margin is 15 feet.

5 Airplanes in Airplane Design Groups V and VI normally require stabilized or paved taxiway shoulder surfaces.

Source: Advisory Circular 150/5300-13 Change 5 "Airport Design".

4.3.4 Airport Safety Standard Summary

The following tables summarize the Pertinent Development and Safety Standards for the 11 publically owned, public use general aviation airports in the Vermont Airport System. At the conclusion of these tables is a summary of the VAOT and FAA standards for the Vermont Airport system, which can be found in Table 4-14.

PERTINENT DEVELOPMENT AND SAFETY STANDARDS

Source: Dufresne-Henry Analysis

PERTINENT DEVELOPMENT AND SAFETY STANDARDS (CONT.)

Source: Dufresne-Henry Analysis

PERTINENT DEVELOPMENT AND SAFETY STANDARDS

Source - 2000 Partial Master Plan Update, URS Greiner Woodward Clyde, Inc.

PERTINENT DEVELOPMENT AND SAFETY STANDARDS (CONT.)

Source: Dufresne-Henry Analysis

PERTINENT DEVELOPMENT AND SAFETY STANDARDS

Data Source - 1988 Master Plan Update - Rist-Frost Associates, P.C.

PERTINENT DEVELOPMENT AND SAFETY STANDARDS (CONT.)

Source: Dufresne-Henry Analysis

PERTINENT DEVELOPMENT AND SAFETY STANDARDS

Source: Dufresne-Henry Analysis

PERTINENT DEVELOPMENT AND SAFETY STANDARDS (CONT.)

Source: Dufresne-Henry Analysis

PERTINENT DEVELOPMENT AND SAFETY STANDARDS

Source: Dufresne-Henry Analysis

PERTINENT DEVELOPMENT AND SAFETY STANDARDS (CONT.)

Source: Dufresne-Henry Analysis

PERTINENT DEVELOPMENT AND SAFETY STANDARDS

Source: Dufresne-Henry Analysis

PERTINENT DEVELOPMENT AND SAFETY STANDARDS (CONT.)

Source: Dufresne-Henry Analysis

PERTINENT DEVELOPMENT AND SAFETY STANDARDS

Middlebury State Airport (6BO)
Design Criteria Airport Reference Code B-I		Design Standards (Runway Ends)		Existing Conditions (Runway Ends)		Within Standards
		1	19	1	19
Runway Safety Area	Length	240 feet		150	240	No
	Width	120 feet		120	120	Yes
Runway Protection Zone (Should Own or Have Land Use Control Over Property in RPZ)	Length	1,000 feet		-		No
	Inner Width	500 feet		-		No
	Outer Width	700 feet		-		No
Runway Object Free Area	Length Beyond Runway End	240 feet		240	240	Yes
	Width	250 feet		250	250	Yes
Part 77 Primary Surface Width		500 feet		N/A		N/A
Taxiway Safety Area Width		79 feet		79		Yes
Taxiway Object Free Area Width		131 feet		131		Yes
Runway Width		60 feet		50		No
Taxiway Width		35 feet		25		No
Runway/Taxiway Separation		240 feet		150		No