Oklahoma airport system plan

              Oklahoma Airport System Plan
Executive Summary
System Planning Process
System Planning Process
The airport system planning process consists of seven primary
activities:
􀀴 maintaining inventories of airport facilities, services and
activities;
􀀴 forecasting aviation activity;
􀀴 classifying airports with respect to their service level, role,
design standard and functional classification;
􀀴 conducting a public-participation program;
􀀴 identifying the capital improvements needed at each system
plan airport and the associated costs;
􀀴 preparing the annual capital improvement program; and
􀀴 conducting special studies such as the economic impact of
civil aviation activity, preparing action plans for specific
system plan airports, preparing airport layout plans and
conducting an airport-pavement evaluation and management
program.
Airport inventories are maintained through an annual airport
inspection program and recorded using the Federal Aviation
Administration (FAA) Form 5010-1, Airport Inspection Program.
This information becomes a part of the national database and is
reported in aeronautical publications such as the Airport/Facility
Directory and the Oklahoma Aeronautics Commission Airport
Directory.
The various classifications used for airports included in the
Oklahoma Airport System Plan (OASP) are explained in detail in
the section on airport system plan classifications.
Regional Planning Meetings
The Oklahoma Aeronautics Commission (Commission) has
conducted an extensive public participation process annually since
the summer of 1995. At these meetings, information is provided
on the system planning process, the classifications used in the
system plan, the airport classifications and the associated capital
improvements identified in the system plan for each airport and
the capital improvement program.
Airport sponsors are asked to provide information on
economic activity such as business locations and expansions,
travel and tourism, agriculture, oil and gas activity, industrial
development, sales tax revenue trends, and more. The economic
activity of a community and the classification of the airport are
closely linked.
These meetings provide the Commission staff with a formal
opportunity to better understand the economic dynamics of the
community. This economic activity in turn impacts the system plan
airport classification appropriate for the community’s airport.
Airport sponsors are also asked to provide information on the
amount of aviation activity and type of aircraft that are using their
airport. Comments are requested on the information shown on
the airport development worksheet and the priorities for the
identified development.
Following each meeting, summaries are prepared and the airport
development worksheets are updated. These meetings provide a
structured process for updating the OASP on a continuous basis.
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Commercial Service Airport
Regional Business Airport
District Airport
Community Airport
Oklahoma Airport System Plan Airports
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System Plan Classifications
One of the primary functions of airport system planning is the
appropriate classification of OASP airports by time period. OASP
airports are classified into four categories: airport service level,
airport design standard, airport reference code and airport
classification. The first three classifications are Federal Aviation
Administration (FAA)-developed classifications used in the
National Plan of Integrated Airport Systems (NPIAS). The fourth,
the airport functional classification, was developed for the OASP
to further clarify the function of each airport. The definitions for
these classifications are provided in this section.
Service Level
The airport service level reflects the type of service provided
by the airport to the community. There are four airport service
levels: general aviation airport (GA), reliever airport (RL),
non-primary commercial service (CM) and primary commercial
service (PR). The following is a description of the service level
categories used to classify airports.
General Aviation Airport (GA)
General aviation airports provide access to the population and
economic activity centers of the state. An objective of the
OASP is to provide access to population and mineral resource
centers for business jet aircraft and to agricultural resource
centers for piston-powered aircraft within a reasonable surface
access time. Reasonable surface access time is defined as 30
minutes or less ground travel time (FAA Order 5090.3B, Field
Formulation of the National Plan of Integrated Airport
Systems, September 1985). For the OASP, a 25-statute mile
radius is used to estimate an average ground travel time of 30
minutes.
Reliever Airport (RL)
Reliever airports reduce congestion at commercial service
airports in Metropolitan Statistical Areas (MSAs), as defined
by the U.S. Office of Management and Budget (OMB), by
providing general aviation users with alternative airport
facilities. Reliever airports provide capabilities similar to the
commercial service airport being relieved. Relievers are all-weather,
instrumented facilities that primarily serve itinerant
general aviation aircraft. Relievers are located in such a manner,
with respect to the city center or business or industrial activities
served so that they provide user conveniences equivalent to those
provided by the relieved airport.
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The OASP includes three reliever airports. Wiley Post Airport
in Oklahoma City and the University of Oklahoma Westheimer
Airport in Norman are relievers to Will Rogers World Airport.
Richard L. Jones, Jr. Airport in Tulsa is a reliever to Tulsa
International Airport.
The FAA makes reliever airport designations. At one time,
relievers competed for specifically designated Airport
Improvement Plan (AIP) reliever funding on a national basis.
This is no longer the case, there is no more reliever set-a-side
funding. However, the designation has been retained to
recognize the critical role that reliever airports play within
metropolitan areas.
Non-Primary Commercial Service (CM)
A non-primary commercial service airport is an airport that
receives scheduled passenger service and enplanes at least 2,500,
but less than 10,000 passengers annually, as reported by the FAA.
There are two non-primary commercial service airports in the
OASP: Enid Woodring Regional in Enid and Ponca City Regional
in Ponca City.
Primary Commercial Service (PR)
A primary commercial service airport is an airport that receives
scheduled passenger service and enplanes 10,000 or more
passengers annually, as reported by the FAA. There are three
commercial service airports in the OASP: Lawton-Fort Sill
Regional in Lawton, Will Rogers World in Oklahoma City and
Tulsa International in Tulsa.
Although there is strong interest by some communities in
attracting scheduled air passenger service, no assessment or
evaluation of the feasibility or potential for additional scheduled
passenger service has been done as a part of the airport system
planning process.
Airport Role
The role of the airport influences its design and determines the
type of aircraft the airport can accommodate. In the case of
commercial service airports (PR and CM), the role also influences
the nonstop routes and markets the airport serves. There are three
airport roles associated with commercial service, reliever and
general aviation airports. These roles are basic utility, general utility
and transport.
Closely associated with the role of the airport is the design
standard for the airport. The design standards associated with
the basic utility role are Basic Utility I and Basic Utility II.
The design standards associated with the general utility role
are General Utility I and General Utility II. The design
standard associated with the transport role is the Transport design
standard. These definitions are clarified below.
􀀴 Basic Utility: Basic Utility airports are small airports designed
primarily for single-engine and some light twin-engine aircraft.
Precision approaches are not anticipated.
􀀴 General Utility: General Utility airports are designed for a
broader spectrum of general aviation aircraft than are basic
utility airports. The airports can accommodate air-taxi and
scheduled commuter services. General Utility airports will
accommodate most air-taxi and commuter aircraft with 20
seats or less and some business jet aircraft with low approach
speeds. General Utility airports can serve as reliever airports
when substantial use by jet or large corporate aircraft is not
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anticipated. Precision instrument approaches may be
anticipated at some General Utility airports.
􀀴 Transport: Transport airports are designed for use by aircraft
that cannot be accommodated by a General Utility airport.
Commercial service airports are designed as Transport
airports. Transport airports also serve large corporate aircraft
and business jet aircraft with higher approach speeds.
Precision approaches are provided at Transport airports
designated as commercial service level and at some Transport
airports with a Reliever or General Aviation service level.
Design Standard
The airport roles of Basic Utility, General Utility and Transport
are refined further into runway design standards. The design
standards are defined as follows.
􀀴 Basic Utility Stage I. This type of runway serves 75 percent
of the small (12,500 pounds or less) single-engine and twin-engine
aircraft in Aircraft Approach Categories A and B used
for personal and business purposes. Precision approach
operations are not anticipated. This runway type is designed
for aircraft in Airport Reference Code A-1.
􀀴 Basic Utility Stage II. This type of runway serves 95 percent
of the small (12,500 pounds or less) single-engine and twin-engine
aircraft in Approach Categories A and B. This includes
all aircraft served by Basic Utility Stage I runways, plus
some small business and air-taxi twin-engine aircraft.
Precision approach operations are not anticipated. This type
of runway is designed for aircraft in Airport Reference Code
B-1.
􀀴 General Utility Stage I. This type of runway serves 100
percent of the small (12,500 pounds or less) single-engine
and twin-engine aircraft in Aircraft Approach Categories A
and B. Precision approach operations are not anticipated.
This type of runway is designed for aircraft in Airport
Reference Code B-II.
􀀴 General Utility Stage II. This type of runway serves all aircraft
included in General Utility Stage I, plus most of the large
aircraft (60,000 pounds or less) in Aircraft Approach
Categories A and B. The runway may have the capability for
precision-approach operations. This type of runway is
normally designed for aircraft in Airport Reference Code B-II.
􀀴 Transport. This type of runway serves all the aircraft
accommodated by Basic and General Utility runways, plus
general aviation aircraft in Aircraft Approach Categories C
and D. This type of runway is normally designed for aircraft
in Airport Reference Code C-II.
Airport Reference Code (ARC)
The airport reference code is a coding system used to relate
airport design criteria to the operational and physical
characteristics of the aircraft intended to operate at the airport.
The airport reference code has two components pertaining to the
airport design aircraft. The first component, depicted by a letter,
is the aircraft approach category and relates to the aircraft
approach speed, an operational characteristic. The second
component, depicted by a roman numeral, is the aircraft design
group and relates to the aircraft wingspan, a physical characteristic.
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Generally, runway standards are related to aircraft approach
speed, aircraft wingspan and the approach visibility minimums.
Taxiway and taxilane standards are related to aircraft design group.
As part of the system planning process, information on the types
of aircraft using each system plan airport is collected, typically,
during the regional planning meetings, but also from other sources.
Information is also collected on any aircraft users desiring to use a
particular airport, but who are unable to do so because of airport
design limitations. This information is one of the criteria that the
Commission staff use to develop the recommended airport
reference code by time period for each system plan airport.
Most system plan airports with a general aviation service level
have aircraft approach category designations of A, B or C and an
aircraft design group designation of I or II (See following
definitions). Airports with a commercial service service level may
have aircraft approach category designations of D or E and aircraft
design group designations of III, IV, V or VI.
Aircraft Approach Category. A grouping of aircraft based on
1.3 times their stall speed in their landing configurations at their
maximum certificated landing weight. The categories are:
Category A: 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; and
Category D: Speed 141 knots or more, but less than 166
knots.
Aircraft Design Group. A grouping of aircraft based on
wingspan. The groups are:
Group I: Up to, but not including 49 feet;
Group II: 49 feet up to, but not including 79 feet;
Group III: 79 feet up to, but not including 118 feet;
Group IV: 118 feet up to, but not including 171 feet;
Group V: 171 feet up to, but not including 214 feet; and
Group VI: 214 feet up to , but not including 262 feet.
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Example Airport and Aircraft Classification
Example classifications of airports with their associated aircraft
types are provided below.
Service Level — General Aviation; Role — Basic Utility; Design
Standard — Basic Utility Stage I (BU-I); ARC — A-I; Small
Aircraft (12,500 pounds or less):
Aerospatiale TB10 Tobago
Aerospatiale TB20 Trinidad
Aerospatiale TB360 Tangara
Bellanca Viking 17-30A
Cessna 150/152
Cessna 172 Skyhawk
Cessna 177 Cardinal
Cessna 180/185 Skywagon
Cessna 182 Skylane
Cessna 206 Stationair
Cessna 210 Centurion
Cessna 337 Skymaster
Gulfstream American Lynx
Gulfstream American Cheetah
Mooney Allegro
Mooney Bravo
Mooney Eagle
Mooney Encore
Mooney Ovation
North American Rockwell Commander 111, 112, 114
Piper PA-20 Pacer
Piper PA-22 Tri-Pacer
Piper PA-24 Comanche
Piper PA-28-161 Warrior 3
Piper PA-28-181 Archer 3
Piper PA-28R-201 Arrow
Piper PA-32R-301 Saratoga
Piper PA-34-220T Seneca 5
Piper PA-44-180 Seminole
Piper PA-46-350P Malibu Mirage
Raytheon Beech Bonanza A36
Raytheon Beach Bonanza B36TC
Raytheon Beach Bonanza F33A
Raytheon Beach Bonanza V35B
Raytheon Beach Baron B55/E55
Raytheon Beech Duchess 76
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Service Level — General Aviation; Role — Basic Utility; Design
Standard — Basic Utility Stage II (BU-II); ARC — B-I; Small
Aircraft (12,500 pounds or less):
Cessna 402
Cessna 404 Titan
Cessna 414 Chancellor
Cessna 421 Golden Eagle
Embraer 121 Xingu
Gulfstream Cougar GA-7
Piper Cheyenne III-A
Piper 400LS Cheyenne
Piper 31-310 Navaho
Piper 60-602P Aerostar
Raytheon Beach Baron 58, 58P, 58TC
Raytheon Beech Duke B60
Service Level — General Aviation or Reliever; Role — General
Utility; Design Standard — General Utility Stage I (GU-I);
ARC — B-I or B-II; Small Aircraft with less than 10 passenger
seats:
Cessna 441 Conquest
Cessna 206B Super Cargo Master
Cessna CitationJet
Commander 560
Fairchild Merlin III
Raytheon Beech E18S
Raytheon Beech King Air C90B
Raytheon Beech King Air B200
Typical Small Aircraft in Aircraft Approach Categories A and
B, Design Groups I and II with 10 or more passenger seats:
Cessna 208 Caravan 675
Cessna 208B Grand Caravan
Cessna 421
De Havilland Twin Otter
Embraer 120
Fairchild Merlin IV
Fairchild Metro Executive
Mitsubishi MU-2
Raytheon Beech Airliner C99
Raytheon Beech King Air BE-200
Raytheon Beech King Air BE-300LW
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Service Level — General Aviation or Reliever; Role — General
Utility; Design Standard — General Utility Stage II; ARC — B-II;
Large Aircraft (greater than 12,500 pounds and less than 30,000
pounds):
Bombardier Learjet 28
Bombardier Learjet 29
Bombardier Learjet 31A
British Aerospace Jetstream 31
Cessna Citation 7
Cessna Bravo
Cessna Excel
Cessna Ultra
Dassault Aviation Falcon 10
Embraer-110 Bandeirante
Fairchild Aerospace Merlin 4C
Israel Aircraft Industries Astra SP, SPX
Mitsubishi Diamond MU-300
Piaggio PD-808
Raytheon Beech 1900D Airliner
Raytheon Beech Jet BE 400 A
Raytheon Beech King Air 350
Raytheon Beech Starship BE 2000
Raytheon Aircraft Co. Hawker 800XP
Sabreliner Corp. Sabreliner 40, 60, 65
Shorts 330
Shorts 360
Service Level — General Aviation or Reliever; Role — General
Utility; Design Standard — General Utility Stage II; ARC — B-II;
Large Aircraft (greater than 30,000 pounds and less than 60,000
pounds):
Bombardier (de Havilland) Dash 8Q-200, Dash 8Q-300
Cessna Citation 10
Dassault Aviation Falcon 20, 50
Dassault Falcon 200
Dassault Aviation Falcon 900C, 900EX
Dassault Aviation Falcon 2000
Fokker F-27-500
Service Level — General Aviation or Reliever;
Role — Transport; Design Standard — Transport; ARC — C-II;
Large Aircraft (greater than 12,500 pounds and less than 60,000
pounds):
Bombardier Canadair SE
Bombardier Challenger 600W, 601-IA, 601-3A, 601-3R,
604
Bombardier Corporate Jetliner
Bombardier Learjet 35A, 45, 60
Dassault Aviation Falcon 50EX
Dassault Aviation Falcon 900B
Fairchild Aerospace Envoy 3
Fokker F-28-3000, F28-4000
Israel Aircraft Industries Galaxy
Raytheon Aircraft Co. Beechjet 400A
Raytheon Aircraft Co. Hawker Horizon
Sabreliner Corp. Sabreliner 80
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Functional Classification
The OASP airports are further classified by the functional
classifications of Regional Business Airport, District Airport and
Community Airport. These functional classifications were
developed to more accurately define the purpose of each airport
within the system. The logic for these classifications is similar in
concept to the classifications of rural principal arterial, rural minor
arterial, rural collector and rural local road used to functionally
classify the rural highway system.
The airport classifications previously described (service
level, role, design standard and airport reference code) focus
primarily on the types of aircraft the airport is designed to
accommodate. These classifications are not sufficient to
understand how individual airports function in a system or
how they relate to each other. For example, the function of a
rural interstate highway (functionally classified as a rural
principal arterial) is to carry high volumes of all types of
highway vehicles traveling long distances. The function of a
regional business airport is to accommodate high volumes of
all types of general aviation aircraft under all weather conditions.
Interstate highways are spaced considerable distances apart, for
example, there are 27 east-west and 32 north-south interstate
highways crossing the U.S. Due to demand and cost, it is
economically feasible to provide only a limited number of these
high-order facilities. Similarly, due to demand and cost, it is
economically feasible to provide only a limited number of Regional
Business Airports.
The functional classification is important as it will affect the role
and the design standard for participation by the state and federal
government with regard to a particular airport. It affects the capital
items that are eligible for programming in the Capital Improvement
Program (CIP), and it also affects the priorities used to prepare
the CIP.
Why A Functional Classification System?
There are a number of reasons for the functional classification
system. Over the past two decades, the cost of personal flying
has increased, and the amount of personal flying has declined.
At the same time, the amount of business flying has increased.
The number of new general aviation aircraft delivered and the
total number of general aviation aircraft has declined since 1983.
However, the value of the aircraft delivered has increased steadily
through the entire time period. This implies that the aircraft being
sold are the expensive aircraft, the $1 million plus aircraft and the
several million dollar aircraft. These are the aircraft being used by
businesses and corporations.
The cost of owning and operating aircraft has increased, while
at the same time the cost of alternative transportation, particularly
commercial passenger transportation, has decreased, primarily
because of airline deregulation. The quality of surface
transportation, the highway system, has shown dramatic
improvement since 1983, as has the quality of personal use vehicles,
automobiles, sports utility vehicles and pick-up trucks used for
intercity transportation.
The overall structural condition of the airports included in the
OASP has declined for a number of years. The functional integrity
of these airports, the condition of the runway, taxiway, apron
pavements and lighting systems was not as good in 1999 as it was
in 1995 or 1990. This decline is a result of insufficient capital to
maintain the amount of infrastructure that has been built. Neither
the federal government nor the state government has proportionally
been able to provide the funds that they were able to provide
when these airports were built. Local governments have been
unable to provide, from local funds, sufficient capital to make up
for the decline in state and federal funding for general aviation
airports. Many local governments have difficulty finding sufficient
local revenue to properly maintain and operate their airport. More
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recently, since implementation of the federal Non-Primary
Entitlement (NPE) program in fiscal year 2001, the structural
condition of these airports eligible for NPE funding has improved,
and, as a result, the overall condition of the airports in the system
has improved.
One purpose of the system planning process is to help focus
capital resources on those airports where the investment in
improvements will provide the most benefit for the system as
a whole. The functional classification system will help achieve
this purpose.
Characteristics of a Regional Business Airport
A key characteristic of a Regional Business Airport is that it serves
multiple communities. Typically, it will serve a community of at
least 5,000 persons, generally larger. It will serve a county
population of 10,000 or more persons. It is located near the center
of a local sustaining economy. Local sustaining economies are
geographical regions that function with some degree of
independence from the rest of the state. The Oklahoma Department
of Commerce (ODOC) has identified 47 of these regions. The
airports functionally classified as Regional Business Airports closely
match the local sustaining economies identified by the ODOC.
Regional Business Airports serve major employers that are defined
as businesses with 50 or more employees. Major employers are
typically the types of companies that use corporate aircraft or
whose customers or suppliers use corporate aircraft.
It is critical that the sponsor of a Regional Business Airport
demonstrate the financial capability to continue to develop, maintain
and operate their airport and demonstrate continuing interest in
their airport. In some cases, communities have the financial
capability, but not the interest. In other cases, communities have
the interest, but not sufficient financial capability. To make the
Regional Business Airport concept work, the airport sponsors
must be financially capable and have a strong community interest.
Typically, a Regional Business Airport will have 20 or more
based aircraft and provide services to general aviation piston-powered
aircraft, turboprop and jet aircraft. The airport is
attended and has an on-site manager. The airport has jet fuel and
aviation gasoline available. Typically, there will be a fixed based
operator providing airframe and engine repair services, flight
instruction and aircraft rental. The airport also has a modern public
terminal building.
Without question, a single airport can effectively serve
multiple communities, and this is a key part of the Regional Business
Airport concept. In terms of the sponsorship of airports it does
not work this way. In almost all cases, an airport is financially
supported by one sponsor. That one airport sponsor is bearing
the cost burden for maintaining and operating a facility that serves
a geographic area much larger than the corporate limits of the
airport sponsor and, in most cases, an area larger than the county
where the airport is located.
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A Regional Business Airport is already, or can be developed
into, a General Utility Stage Two (GU-II) or Transport (T) airport
design standard. A Regional Business Airport also has a non-precision
instrument approach. In the future, with the improving
global positioning system (GPS) technology, many of the Regional
Business Airports will have the capability of approach minimums
as low as three-quarters of a mile visibility and 300 feet ceiling
height, and many will have vertical approach guidance. Terminal
weather reporting is essential for achieving an all-weather capability
at a Regional Business Airport. Many of the Regional Business
Airports now have weather observation equipment on the airport,
and additional systems are being installed. These systems allow
pilots to obtain, prior to takeoff and during flight, the weather
conditions at the destination airport.
Characteristics of a District Airport
The District Airport is the second functional classification. Typically,
these airports are providing access to a part of the state that is not
well served by a Regional Business Airport. They are also airports
whose sponsor has demonstrated a financial capability and
continuing interest in the airport. Normally, there will be about five
or more based aircraft at these airports or an equivalent number
of annual itinerant operations. The airports are attended, aviation
gasoline is available and there is a public terminal building.
Characteristics of a Community Airport
The Community Airport is the third functional classification. These
are entry-level airports. These airports routinely serve small
communities. In almost all cases, the city population is less than
5,000, and for many, the population is less than 2,000. Usually,
they are not attended, many have no services available, and the
sponsor has limited financial capability to fund capital improvement
work on the airport.
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System Plan Overview
The Oklahoma airport system has developed over many years
through close cooperation among federal, state and local agencies.
Historically, the FAA has taken an active role in guiding the planning
and development of the nation’s airport system. The FAA’s
planning guidance significantly influences the preparation of state
system plans and individual airport master plans. Its comprehensive
library of advisory circulars guides the planning, construction,
maintenance and operations of all publicly owned civil airports.
FAA’s system planning guidance has been followed in the
preparation of the OASP. As the nation’s airport system
matured, FAA’s role in general aviation airports has shifted
from being an active participant in the planning, funding and
construction of new general aviation airports to one of
providing guidance, oversight and funding to state aviation agencies.
The state aviation agencies have taken the lead in continuing to
develop and maintain a general aviation airport system that is now
largely in place. The FAA continues to be active in the planning,
development and funding of the airport system’s Commercial
Service and Reliever airports.
Relationship of the OASP to the NPIAS
The guiding principles used to develop the nation’s airport
system during the past 50 years have remained largely unchanged.
These principles, as shown in the NPIAS, 2005-2009, dated
September 2004, include the following.
􀀴 Airports should be safe and efficient, be located at optimum
sites, and developed and maintained to appropriate standards.
􀀴 Airports should be operated efficiently for both users and the
government, relying primarily on user fees and placing mini-mal
burden on the general revenues of the local, state and
Federal governments.
􀀴 Airports should be flexible and expandable, able to meet in-creased
demand, accommodate new aircraft types and pro-vide
opportunities for competitive service.
􀀴 Airports should be permanent, with assurance that they will
remain open for aeronautical use over the long term.
􀀴 Airports should be compatible with surrounding communi-ties,
maintaining a balance between the needs of aviation and
the requirements of residents in neighboring areas.
􀀴 Airports should be developed in concert with improvements
to the air traffic control system.
􀀴 The airport system should support national objectives for de-fense,
emergency readiness and postal delivery.
􀀴 The airport system should be extensive, providing as many
people as possible with convenient access to air transporta-tion,
typically not more than 20 miles of travel to the nearest
NPIAS airport.
􀀴 The airport system should help air transportation contribute
to a productive national economy and international competi-tiveness.
The OASP
The above principles have guided the development of the OASP.
The OASP has focused particularly on the principles that airports
should be safe and efficient; located at optimum sites; developed
and maintained to standards; affordable to federal, state and local
governments; be extensive and contribute to economic
competitiveness. In addition, the OASP has focused on the need
to carefully identify the function of each airpport included in the
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system to ensure that limited federal, state and local government
financial resources can be optimally allocated to achieve the
greatest system benefit. This functional classification system is
explained in detail below.
Early in the planning process, a decision was made to include
almost all the state’s publicly owned general aviation airports in
the system regardless of their level of aviation activity, their physical
condition, or the financial ability or interest of the airport sponsor.
In 2004, this initial decision was re-visited and after staff
evaluation and input during public meetings, staff made a
recommendation to the Commission to delete seven publicly
owned general aviation airports from the OASP. On February
10, 2005, the Commission voted to delete Crazy Horse Municipal
(Davis), Haddock Field (Erick), Freedom Municipal, Nowata
Municipal, Seiling, Stilwell/Cherokee Nation and the Vici
Municipal airports. A variety of factors, including limited aviation
demand, poor pavement condition, proximity to other system
airports, and the financial capability of the airport sponsor, led to
this decision.
Although some system airports are used little at present, such
airports may become vital assets in the future due to changing
aircraft technology and costs or changing demographic patterns.
Once an airport is lost due to closing or neglect, re-opening the
airport at a later date can be very difficult, if not impossible.
The OASP consists of 114 airports. The airports in the plan
are classified according to service level, role, design standard,
airport reference code and functional classification. By service
level, there are three primary commercial service airports, two
non-primary commercial service airports, three reliever airports
and 106 general aviation airports.
Commercial Service Airports
In addition to providing scheduled passenger service, the five
commercial service airports function as Regional Business Airports
and provide all-weather access for all types of general aviation
aircraft. The Commission is not involved with the planning, capital
development or funding of Will Rogers World Airport or Tulsa
International Airport. The Commission has participated in capital
projects at the Lawton-Fort Sill Regional Airport and participates
in the planning, capital development and funding for Enid Woodring
Regional and Ponca City Regional airports.
Primary commercial service airports receive funding from the
federal Airport Improvement Program based on the number of
enplaned passengers and tons of cargo enplaned. These airports
may also elect to use Passenger Facility Charges as a source of
capital funding. Several Oklahoma cities have a strong interest in
attracting scheduled passenger service. However, no studies on
the economic feasibility of scheduled passenger service at new
locations were performed as a part of this system plan update.
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Reliever Airports
Reliever airports perform a special role within the airport system.
The relievers identified in the OASP are located within the state’s
two largest metropolitan areas and provide alternative facilities
for general aviation aircraft users who might otherwise use the
Will Rogers World or Tulsa International airports. There are two
reliever airports in the Oklahoma City metropolitan area and one
in the Tulsa metropolitan area. The reliever airports also function
as Regional Business Airports providing all-weather access for
most types of general aviation aircraft. All of the reliever airports
are currently developed to a transport design standard. At one
time, the U.S. Congress provided separate funding within the
Airport Improvement Program for reliever airports. This is no
longer the case. Reliever airports now compete for the same funding
as general aviation airports.
General Aviation Airports
General aviation consists of all flying that is
not scheduled commercial service or military.
These airports provide air access to
communities throughout the state and
obviously make up the majority of the state’s
airport system. Every community, with any
significant population, can be reached by air
through one of these airports. The runway
capabilities and services provided at these
airports vary widely. To better understand
the contribution of each general aviation
airport in the system, the airports are further
classified by function, role, design standard
and airport reference code.
New System Airports
A new replacement airport is planned for the community of Atoka
that will also serve the community of Coalgate and Atoka County.
Functional Classifications
The airport functional classification was developed to further clarify
the contribution of each airport in the OASP. In order of
importance, the functional classifications are Regional Business
Airport, District Airport and Community Airport. Functional
classification criteria were developed for each classification. The
Commission staff applied the criteria and made the initial
designations. Subsequently public meetings were held throughout
the state to explain the criteria and to receive public comment.
Changes in the initial functional classification designations were
made on the basis of new information provided at the public
15
meetings. The designations shown here are based on application
of the criteria using the most accurate information available through
research, the public meetings and staff judgement.
Regional Business Airport Criteria
System Planning Criteria
􀀴 Does the airport serve multiple communities of greater than
2,500 persons? (Y or N)
􀀴 Is the number of highway miles from the airport to the center
of the local sustaining economy less than 25 miles? (Y or N)
􀀴 Is the number of highway miles to the nearest GU-II or T
airport greater than 25 miles? (Y or N)
􀀴 Is the airport location needed to provide air access to a part
of the state that would not otherwise be served? (Y or N)
􀀴 Is the city population served greater than 5,000 persons? (Y
or N)
􀀴 Is the county population served greater than 10,000 persons?
(Y or N)
􀀴 Are annual retail sales greater than 0.2 percent of the state’s
retail sales? (Y or N)
􀀴 Is the county’s income greater than 0.2 percent of the state’s
income? (Y or N)
􀀴 Is the county’s farm and ranch income greater than 0.4
percent of the state’s farm and ranch income? (Y or N)
􀀴 Is the county’s mineral income greater than 0.4 percent of
the state’s mineral income? (Y or N)
􀀴 Is the county’s employment greater than 0.2 percent of the
state’s employment? (Y or N)
􀀴 Is the number of private corporations with more than 50
employees greater than 10? (Y or N)
􀀴 Is there a private employer with 150 employees or more?
(Y or N)
􀀴 Is there a significant on-airport industry requiring a GU-II or
T runway? (Y or N)
􀀴 Is there a demonstrated ability of the community to promote
business and local job formation? (Y or N)
Sponsor Criteria
􀀴 Has the sponsor demonstrated the financial capability to
operate and maintain the airport? (Y or N)
􀀴 Has the sponsor consistently demonstrated an interest in the
airport? (Y or N)
Demand Criteria
􀀴 Is the number of active based aircraft greater than 20? (Y or
N)
􀀴 Is the number of based turboprop aircraft greater than 2? (Y
or N)
􀀴 Are there any based jets? (Y or N)
Services Criteria
􀀴 Is the airport attended? (Y or N)
􀀴 Is there an airport manager on the airport? (Y or N)
􀀴 Are fixed base operator or repair services available? (Y or
N)
􀀴 Is aviation gasoline available? (Y or N)
􀀴 Is Jet A fuel available? (Y or N)
􀀴 Is there a public terminal? (Y or N)
Airport Planning Criteria
􀀴 Is the current OASP role GU-II or T? (Y or N)
􀀴 Does the airport have an approved Airport Layout Plan (ALP)
that meets current FAA requirements? (Y or N)
16
􀀴 Does the airport have an Airport Master Plan (AMP) or
Airport Action Plan (AAP) that the sponsor is using to guide
development of the airport? (Y or N)
􀀴 Is the surrounding land use compatible with a GU-II or T
role? (Y or N)
􀀴 Does the airport have an adopted height hazard zoning
ordinance? (Y or N)
Airfield Geometric Criteria
􀀴 Will it cost less than $2 million to extend the runway to 5,000
feet corrected for altitude? (Y or N)
􀀴 Is the runway width 75 feet or greater? (Y or N)
􀀴 Does the runway have a full parallel taxiway, or is a full parallel
taxiway economically feasible? (Y or N)
􀀴 Is the taxiway width 35 feet or greater? (Y or N)
􀀴 Are the runway protection zones (RPZs) for the current
published approach owned fee simple or controlled through
easements? (Y or N)
􀀴 Does the airport have a 34:1 approach slope to one runway
end, and does the airport sponsor own fee simple or have
easements for the runway protection zone for that approach?
(Y or N)
􀀴 Does the airport runway safety area meet the criteria for an
ARC B-II runway with lower than 3/4 statute mile approach
visibility minimum, 300 feet wide and 500 feet beyond runway
end? (Y or N)
􀀴 Does the airport meet Federal Aviation Regulations (FAR)
Part 77 criteria? (Y or N)
􀀴 Does the airport have a non-precision approach to one
runway end? (Y or N)
􀀴 Does the airport have a rotating beacon? (Y or N)
􀀴 Does the airport have a lighted wind indicator? (Y or N)
􀀴 Does the airport have medium intensity runway lights? (Y or
N)
17
Regional Business Airports
1. Ada Ada Municipal
2. Altus Altus Quartz Mountain Regional
3. Alva Alva Regional
4. Ardmore Ardmore Downtown Executive
5. Ardmore Ardmore Municipal (industrial
airport)
6. Bartlesville Bartlesville Municipal
7. Blackwell Blackwell-Tonkawa Municipal
8. Chickasha Chickasha Municipal
9. Claremore Claremore Regional
10. Clinton Clinton Municipal
11. Clinton Clinton-Sherman (industrial airport)
12. Cushing Cushing Municipal
13. Duncan Halliburton Field
14. Durant Eaker Field
15. Elk City Elk City Municipal
16. El Reno El Reno Municipal
17. Enid Enid Woodring Regional
18. Frederick Frederick Municipal
19. Grove Grove Municipal
20. Guthrie Guthrie-Edmond Regional
21. Guymon Guymon Municipal
22. Hobart Hobart Municipal
23. Hugo Stan Stamper Municipal
24. Idabel McCurtain County Regional
25. Lawton Lawton-Fort Sill Regional Airport
26. McAlester McAlester Regional
27. Miami Miami Municipal
28. Muskogee Davis Field
29. Norman University of Oklahoma
Max Westheimer
30. Oklahoma City Clarence E. Page
31. Oklahoma City Wiley Post
32. Oklahoma City Will Rogers World
33. Okmulgee Okmulgee Regional
34. Pauls Valley Pauls Valley Municipal
35. Perry Perry Municipal
36. Ponca City Ponca City Regional
37. Poteau Robert S. Kerr
38. Pryor Creek Mid-America Industrial (industrial
airport)
39. Sallisaw Sallisaw Municipal (not to 5,000
feet)
40. Sand Springs William R. Pogue Municipal
41. Seminole Seminole Municipal
42. Shawnee Shawnee Regional
43. Stillwater Stillwater Regional
44. Tahlequah Tahlequah Municipal
45. Tulsa Tulsa International
46. Tulsa Richard L. Jones, Jr.
47. Watonga Watonga Municipal
48. Weatherford Thomas P. Stafford (not to 5,000
feet)
49. Woodward West Woodward
18
Commercial Service Airport
Regional Business Airport
Commercial Service and Regional Business Airports
Area of Coverage
19
District Airport Criteria
Airport System Planning Criteria
􀀴 Is the airport location needed to provide air access to a part
of the state not served by a regional business airport? (Y or
N)
Sponsor Criteria
􀀴 Has the sponsor demonstrated support for the airport over
a significant period of time? (Y or N)
􀀴 Has the sponsor demonstrated the financial capability to
operate and maintain the airport? (Y or N)
􀀴 Does the sponsor have an effective airport pavement
management program? (Y or N)
Demand Criteria
􀀴 Is the number of active based aircraft greater than 5, or is
there an equivalent number of annual itinerant operations,
about 1,000 operations per year, which is about 10 arrivals
per week? (Y or N)
Services Criteria
􀀴 Is the airport attended? (Y or N)
􀀴 Is aviation gasoline available? (Y or N)
􀀴 Is there a public terminal? (Y or N)
Airport Planning Criteria
􀀴 Does the airport have an approved ALP? (Y or N)
􀀴 Is the surrounding land use compatible with a BU-II or GU-I
design standard? (Y or N)
􀀴 Does the airport have an adopted height hazard zoning
ordinance? (Y or N)
Airfield Geometric Criteria
􀀴 Are the runway protection zones (RPZs) for the currently
published approach (visual or non-precision) owned fee
simple or controlled through easements? (Y or N)
􀀴 Does the airport have a 20:1 approach slope to each runway
end? (Y or N)
���� Does the airport runway safety area meet the criteria for an
ARC B-II runway with visual runways and runways with
not lower than 3/4 statute mile approach visibility minimums,
150 feet wide and 300 feet beyond runway end? (Y or N)
􀀴 Does the airport meet FAR Part 77 criteria? (Y or N)
20
District Airports
1. Afton Grand Lake Regional
2. Anadarko Anadarko Municipal
3. Antlers Antlers Municipal
4. Atoka Atoka Municipal (new airport on
existing site)
5. Beaver Beaver Municipal
6. Boise City Boise City Municipal
7. Bristow Jones Memorial
8. Chandler Chandler Municipal
9. Cleveland Cleveland Municipal
10. Cookson Tenkiller Lake Airpark
11. Fairview Fairview Municipal
12. Goldsby David Jay Perry
13. Grandfield Grandfield Municipal
14. Henryetta Henryetta Municipal
15. Hinton Hinton Municipal
16. Hollis Hollis Municipal
17. Kingfisher Kingfisher (new airport on existing site)
18. Madill Madill Municipal
19. Mangum Scott Field
20. Medford Medford Municipal
21. Purcell Purcell Municipal
22. Skiatook Skiatook Municipal
23. Stigler Stigler Municipal
24. Sulphur Sulphur Municipal
25. Thomas Thomas Municipal
26. Vinita Vinita Municipal
27. Wagoner Hefner/Easley
28. Wilburton Wilburton Municipal
21
District Airport
District Airports
Grand Lake
Regional
Vinita
Municipal
Skiatook
Municipal
Hefner/
Easley
Cleveland
Municipal
Tenkiller Lake
Henryetta Airpark
Municipal
Stigler
Municipal
Wilburton
Municipal
Jones
Memoiral
Chandler
Municipal
Antlers
Municipal
Atoka
Municipal
(New)
Madill
Municipal
Sulphur
Municipal
Grandfield
Municipal
Purcell
Municipal
David Jay
Perry
Anadarko
Municipal
Hinton
Municipal
Thomas
Municipal
Kingfisher
(New)
Fairview
Municipal
Medford
Municipal
Scott
Field
Beaver
Municipal
Boise City
Municipal
Hollis
Municipal
22
Community Airport Criteria
Airport System Planning Criteria
􀀴 Is the airport owned by a municipality? (Y or N)
Sponsor Criteria
􀀴 None.
Demand Criteria
􀀴 None.
Services Criteria
􀀴 None.
Airport Planning Criteria
􀀴 Does the airport have an approved Airport Layout Drawing?
(Y or N)
􀀴 Is the surrounding land use compatible with a BU-I design
standard? (Y or N)
􀀴 Does the airport have an adopted height hazard zoning
ordinance? (Y or N)
Airfield Geometric Criteria
􀀴 Are the RPZs for the currently published approach (visual
or non-precision) owned fee simple or controlled through
easements? (Y or N)
􀀴 Does the airport have a 20:1 approach slope to each runway
end? (Y or N)
􀀴 Does the airport runway safety area meet the criteria for an
ARC B-I runway, 120-feet wide and 240 feet beyond
runway’s end? (Y or N)
􀀴 Does the airport meet FAR Part 77 criteria? (Y or N)
23
Community Airports
1. Broken Bow Broken Bow Municipal
2. Buffalo Buffalo Municipal
3. Canadian Arrowhead State Park
4. Carnegie Carnegie Municipal
5. Chattanooga Sky Harbor
6. Cherokee Cherokee Municipal
7. Cheyenne Mignon Laird Municipal
8. Cordell Cordell Municipal
9. Eufaula Eufaula Municipal
10. Eufaula Fountainhead Lodge Airpark
11. Gage Gage Municipal
12. Healdton Healdton Municipal
13. Holdenville Holdenville Municipal
14. Hominy Hominy Municipal
15. Hooker Hooker Municipal
16. Ketchum Craig County South Grand Lake
17. Kingston Lake Texoma State Park
18. Laverne Laverne Municipal
19. Lindsay Lindsay Municipal
20. Mooreland Mooreland Municipal
21. Okeene Christman Field
22. Okemah Okemah Flying Field
23. Olustee Olustee Municipal
24. Overbrook Lake Murray State Park
25. Pawhuska Pawhuska Municipal
26. Pawnee Pawnee Municipal
27. Pond Creek Pond Creek Municipal
28. Prague Prague Municipal
29. Sayre Sayre Municipal
30. Stroud Stroud Municipal
31. Talihina Talihina Municipal
32. Texhoma Texhoma Municipal
33. Tipton Tipton Municipal
34. Tishomingo Tishomingo Municipal
35. Walters Walters Municipal
36. Waynoka Waynoka Municipal
37. Westport Westport Airport
24
Community Airport
Community Airports
Craig County
South Grand Lake
Pawhuska
Municipal
Hominy
Municipal
Westport
Airport
Pawnee
Municipal
Stroud
Municipal
Okemah
Flying Field
Fountainhead
Lodge Airpark
Eufaula
Municipal
Arrowhead
State Park
Lake Texoma
State Park
Tishomingo
Municipal
Lake Murray
State Park
Healdton
Municipal
Lindsay
Municipal
Walters
Municipal
Sky Harbor
Carnegie
Municipal
Tipton
Municipal
Olustee
Municipal
Mignon Laird
Municipal
Gage
Municipal
Christman
Field
Pond Creek
Municipal
Buffalo
Municipal
Laverne
Municipal
Hooker
Municipal
Texhoma
Municipal
Cordell
Municipal
Sayre
Municipal
Cherokee
Municipal
Waynoka
Municipal
Mooreland
Municipal
Holdenville
Municipal
Talihina
Municipal
Broken
Bow
Prague
Municipal
25
OASP Minimum Design Standards
The OASP has established minimum design standards for each
OASP Minimum Design Standards for General Aviation Airports
airport classification. These standards are highlighted in the fol-lowing
table.
Functional
Classification
Regional
Business Airport
Regional
Business Airport District Airport District Airport Community
Airport
Design Standard Transport General Utility
Stage II
General Utility
Stage I
Basic Utility
Stage II
Basic Utility
Stage I
Design Aircraft Heavy business jetHeavy business jet
Light business jet,
turboprop or piston
twin
Light turboprop,
piston twin or
single
Light piston twin
or single eingne
Approach
Category Cand D AandB AandB AandB A andB
Minimum Land
Landing Area 136 acres 62 acres 40 acres 36 acres 36 acres
Approach Area 160 acres 60 acres 50 acres 50 acres 50 acres
Building Area 24 acres 24 acres 24 acres 12 acres 12 acres
Runways
Length 5,000' 5,000' 4,000' 3,200' 3,000'
Width 100' 75' 75' 60' 50'
Strength 30,000 lbs. 30,000 lbs. 12,500 lbs. 12,500 lbs. 12,500 lbs.
Lighting MIRL MIRL MIRL MIRL LIRL
26
System Plan Performance Measures
Performance measures evaluate how well any particular system
or part of a system of airports meets a particular set of criteria. In
this section, the performance of the airports designated as Regional
Business Airports is illustrated using some of the criteria used to
functionally classify the airports selected for inclusion in the OASP.
The 49 airports classified as Regional Business Airports, when
fully developed, will meet most of the goals established for the
OASP. The airports comprising this part of the system can provide
all-weather jet access to most communities in Oklahoma. The
inclusion of the District Airports provides significant additional
coverage to support the mineral and agriculture sectors of the
economy. The measures described are based on the airports as
they existed on May 1, 2005. As improvements are made to the
Regional Business Airports, some of the described measures will
improve.
Airport System Planning Criteria
􀀴 Communities With More Than 2,500 Population. The
percent of communities with populations of more than 2,500
within the service area of a designated Regional Business
Airport is 98.4 percent. Oklahoma has 125 communities
with populations of more than 2,500, of which 123 are within
the service area of one or more of the 49 designated Regional
Business Airports. The two communities with populations of
more than 2,500 that are not within the service area of a
designated Regional Business Airport are Atoka and Fairview.
There are nine airports designated as Regional Business
Airports that do not yet have runways of at least 5,000 feet.
Until these runways are extended, several communities with
populations greater than 2,500 are not yet served to the
desired level of service. These communities are Alva, served
by Alva Regional; Antlers and Hugo served by Stan Stamper
Municipal; Heavener, Pocola and Poteau served by Robert
S. Kerr; Muldrow, Roland, Sallisaw and Stigler served by
Sallisaw Municipal; Stilwell served by Tahlequah Municipal;
Watonga served by Watonga Municipal and Weatherford
served by Thomas P. Stafford.
􀀴 Population. The percent of the state’s population within the
service area of a designated Regional Business Airport is
96.7 percent. The estimated 2004 population of Oklahoma
is 3,523,553 of which 116,277 do not live within the service
area of one or more of the 49 designated Regional Business
Airports. Until these runways area extended, approximately
195,000 persons are not yet served to the desired level.
27
􀀴 Economic Indicators. The percent of the state’s retail sales
and civilian labor force served by the Regional Business
Airport system tracks very closely with the the percent of
the population served by the Regional Business Airport
system.
􀀴 In 1997 there were 14,353 retail establishments in Oklahoma
with retail sales of $27,065,555,000, an annual payroll of
$2,406,936,000, and 161,613 paid employees. (Retail
Trade - Geographic Area Series, U.S. Census Bureau, 1997
Economic Census, December 3, 1999).
􀀴 In March 2005 the Oklahoma civilian labor force was
1,719,700 (ODOC April 25, 2005).
􀀴 Agriculture. The percent of the state’s agricultural income
served by regional business airports is 81.5 percent. Total
state agricultural cash receipts in 1996 were $4,042,852,000.
Cash receipts outside the service area are estimated to be
$752,484,500. Two important agriculture counties, Beaver
and Cimarron, are outside the service area of a Regional
Business Airport but are served by the District Airports —
Beaver Municipal and Boise City Municipal.
􀀴 Oil and Gas. The percent of the state’s oil and gas income
served by Regional Business Airports is 75.2 percent. Total
oil and gas production taxes in 1998 were $387,851,900.
Oil and gas production taxes within the service area are
estimated to be $291,671,240. Two important oil and gas
counties, Beaver and Cimarron, are outside the service area
of a Regional Business Airport, but are served by the District
Airports — Beaver Municipal and Boise City Municipal.
􀀴 Employers. The percent of private corporations with greater
than 50 employees served by Regional Business Airports is
96.8 percent. This measure used estimates from the county
community profile data prepared for all counties by the
ODOC. This estimate is low because data from Oklahoma
and Tulsa Counties only included private corporations with
more than 100 employees.
􀀴 Gaps in the Regional Business Airport system exist in Beaver
and Cimarron counties, a 15-mile radius around Atoka, and
the northern half of Pushmataha and McCurtain counties
where they meet with Latimer and Le Flore counties.
􀀴 Oklahoma covers 68,686 square miles. The 25-mile service
areas of Regional Business Airports encompass 52,203
square miles, or 76 percent of Oklahoma’s land area.
Sponsor Criteria
􀀴 The percentage of airports in the Regional Business Airport
system that have sponsors who have demonstrated financial
capability is 98 percent.
􀀴 The percentage of airports in the Regional Business Airport
system whose sponsors have an effective pavement
maintenance program is 88 percent. The Commission has
initiated with the state’s airport sponsors an airport pavement
management program. As this program matures, this measure
will improve.
28
Demand Criteria
􀀴 The percentage of the state’s publicly based aircraft located
at the 49 Regional Business Airports is 85.1 percent.
Regional Business and District Airports together account for
96.9 percent of the aircraft based at publicly owned airports
in Oklahoma. There are 92 based aircraft at the 36
community airports which comprise 3.0 percent of the state’s
aircraft based at publicly owned airports. There are 948
aircraft based at 215 private airports in Oklahoma. The top
15 privately owned airports comprise 638 or 68 percent of
the 948 aircraft based on privately owned airports.
􀀴 The percentage of the state’s jet aircraft that are based within
the service area of a Regional Business Airport is 100 percent.
There is one jet aircraft based at Chandler Municipal, a
District Airport.
Services Criteria
􀀴 The percentage of Regional Business Airports that are
attended is 100 percent.
􀀴 The percentage of Regional Business Airports with an on-site
airport manager is 100 percent.
􀀴 The percentage of Regional Business Airports with a fixed
base operator (FBO) and repair services available is 87.8
percent. There are 36 of the Regional Business Airports with
major airframe and powerplant repair, six with both minor
airframe and powerplant repair, and one with minor
powerplant repairs only, for a total of 43.
􀀴 The percentage of Regional Business Airports with aviation
gasoline available is 100 percent.
􀀴 The percentage of Regional Business Airports with Jet A
fuel is 85.7 percent.
􀀴 All but one Regional Business Airport has a public terminal.
Airport Planning Criteria
􀀴 The percentage of Regional Business Airports in the system
that are currently a General Utility Stage II or a Transport
design standard is 82 percent. A total of nine airports do not
currently meet these design criteria. They are Alva,
Blackwell-Tonkawa, Clinton Municipal, Stan Stamper -
Hugo, Poteau, Sallisaw, Tahlequah, Watonga, and Thomas
Stafford-Weatherford. The runway length deficiencies at
these nine airports are the most critical system shortcoming.
􀀴 The percentage of Regional Business Airports in the system
with adopted height zoning ordinances is 92 percent.
Airfield Geometric Criteria
􀀴 The percentage of Regional Business Airports with a full
parallel taxiway or where a full parallel taxiway is financially
feasible is 90 percent.
􀀴 The percentage of Regional Business Airports with Runway
Protections Zones for current published approaches that are
owned fee simple or controlled through easements is 96
percent.
􀀴 The percentage of Regional Business Airports with a straight
in non-precision approach to one runway end is 96 percent.
The Mid-America Industrial Airpark in Pryor Creek and the
McCurtain County Regional Airport do not have non-precision
instrument approaches.
29
􀀴 The percentage of Regional Business Airports with a precision
approach is 24 percent. With the advances in GPS technology,
additional precision approaches should be possible in the
future.
􀀴 The percentage of Regional Business Airports with a terminal
weather system is 90 percent. The installation of systems at
five additional airports is critical to the goal of providing all
weather capability at all Regional Business Airports.
Blackwell-Tonkawa Municipal, Miami Municipal, Clarence
E. Page, Perry Municipal and the Mid-America Industrial
Airpark need a terminal weather system.
􀀴 The percentage of Regional Business Airports that have a
34:1 approach slope to one runway end, and the airport
sponsor/owner owns fee simple or has easements for the
Runway Protection Zone for that approach is 91.5 percent.
30
System Plan Implementation
The planning process described previously resulted in the selection
of the airports and their respective classifications required to meet
the OASP goals and objectives. Also, as a part of the continuous
planning process, the capital improvements and associated costs
needed at each system airport are identified.
Airport Development Worksheet
The airport development worksheet is the primary document
used for system planning. An airport development worksheet
is prepared for each system airport. The worksheet for any system
airport is available on the Commission Internet site.
The worksheet for a particular airport is jointly developed by
the airport sponsor and the Commission staff. The worksheet for
an airport is updated whenever the airport classification changes;
the physical conditions of runways, taxiways, aprons, or lighting
changes indicating the need for a capital project; a capital project
is completed; or other new information becomes available.
The airport development worksheet shows the airport name,
airport sponsor, NPIAS status, the ARC, functional classification,
the projects that need to be accomplished and the project cost,
construction type, objective code, airport component and project
status.
The Commission staff maintains a project history file for each
airport showing the capital projects completed at the airport since
1970 that were funded with state or federal dollars. Besides
providing a historical record, the project histories are used to help
evaluate pavement life cycles and to help predict the timing for
future pavement rehabilitation projects.
􀀴 Project Description
The project description is a brief explanation of a project
that needs to be accomplished on one component of the
airport. For example: “Extend RW 17/35, 1000' x 75',
30,000#, 35 end.” This is the notation for showing that the
project will extend the runway 1,000 feet long and 75 feet
wide to the south and will have a pavement strength designed
to support a 30,000-pound aircraft.
􀀴 Project Costs
The project costs developed at this stage of the process are
planning, not engineering, costs. Project costs are based on
recent construction experience. When the project is ready
for programming, engineering costs will be prepared.
􀀴 Construction Type
Each project is coded with a construction type code.
Construction type codes are used for runway, taxiway or
apron paving; runway or taxiway lighting; land acquisition;
installation of visual approach aids such as a rotating beacon,
lighted wind cone; construction of structures such as a terminal
building and an other category that includes items such as
fencing, access roads, or vehicle parking.
􀀴 Objective Codes
Each project is coded with an objective code. Objective
codes are: safety/special — reserved for projects with an
immediate safety impact such as a lighting system that has
31
failed; preservation — used for projects to preserve existing
pavements or lighting systems; reconstruction — used for
projects where the existing pavement needs to be rebuilt
from the base up; standards — used for projects to correct
an existing deficiency for an airport’s current classification,
for example installing lights on an airport that does not have
lights; upgrade — a project that will result in a change to the
airports design standard or the type of aircraft the airport
can accommodate; capacity — a project to increase the
capacity of an airport component such as to expand the size
of the apron; and new airport access — a project to provide
a new airport where air access does not currently exist.
􀀴 Airport Component
Each project is coded with a component code. Component
codes are primary runway, primary taxiway, secondary
runway, secondary taxiway, apron, hangar area, terminal,
other landside, and planning.
The codes are used to categorize the types of development
needed for the system as a whole or for specific parts of the
system, and for setting project priorities that are used in the
programming process. For example, a project to reconstruct a
primary runway will have a higher priority than will a project to
reconstruct a secondary runway. A project to construct a hangar
access taxiway will have a lower priority than a project to expand
an apron.
32
Construction Type
Description
PAVE (Paving) runway, taxiway, or apron paving.
LITE (Lighting) runway, taxiway, or apron lighting.
LAND (Land) acquisition of land for a new airport, a runway extension, a larger runway protection zone,
landside development, etc.
AAID (Approach Aids) installation of any approach aid, such as a rotating beacon, visual approach
guidance indicator, runway end identifier lights, etc.
BLDG (Buildings) construction of a public terminal building.
OTHR (Other) any development item not otherwise coded, such as fencing, access roads, vehicle parking,
a terminal-weather observation system, environmental assessment, airport layout plan, etc.
33
Objective Codes
SAFE (Safety) work required to make the airport safe for aircraft operations. Examples: removal of an obstruction in
the runway protection zone, or replacement of a lighting system that has failed.
PRSV (Preservation) work required to preserve the functional or structural integrity of the airport. Examples: joint
cleaning and resealing of a concrete pavement, or crack filling and sealing of an asphalt pavement.
RECON
(Reconstruction) work required to reconstruct a portion of the airport pavement, lighting, or approach aid
systems to their original configuration. Reconstruction work is more substantial than preservation work.
Examples: reconstruct an asphalt runway, taxiway, or apron to its previous dimensions, reconstruct a runway
lighting system that has reached the end of its design life.
STDS
(Standards) improvements required to bring the airport to design standards for current users. Examples:
replacement of a low intensity lighting system with a medium intensity lighting system at a Basic Utility Stage II
airport or installation of visual approach aids at a Transport airport.
UPGR
(Upgrade) improvements required to expand the airport to accommodate heavier aircraft or longer stage
lengths consistent with the airport's functional classification. Examples: developing a General Utility Stage I
airport to a General Utility Stage II airport so that the airport can fulfill its function as a regional business
airport.
CAPT (Capacity) expansion required to accommodate more aircraft or higher activity levels. Examples: construction
of an additional apron so the airport can accommodate additional based or transient aircraft.
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Airport Component Codes
Component Component Description
PRWY (Primary Runway) a project constructed on the airport's primary runway. The primary runway is the
runway aligned with the dominate wind direction.
PTXY (Primary Taxiway) a project constructed on the airport's primary taxiway. The primary taxiways are
all the taxiways serving the primary runway.
APRN (Apron) a project constructed on the apron designed to serve based or itinerant aircraft.
ANAS (Airside Not Area Specific) any other project constructed on the airside of the airport, the airside
being the part of the airport provided for the operation of aircraft.
SRWY (Secondary Runway) a project constructed on the crosswind runway or on a short runway parallel to
the primary runway.
STXY (Secondary Taxiway) a project constructed on any of the taxiways serving the secondary runway.
HANG (Hangar Area) a project constructed in the hangar area of the airport's terminal area, typically
hangar access taxiways. Does not include the cost of constructing hangars.
TERM (Terminal) a project to construct a public terminal building.
OLSD
(Other Landside) any other project constructed on the landside of the airport. The landside includes
that part of the airport used for structures, access roads, vehicle parking areas, terminal area or
perimeter fencing, etc.
PLAN
(Airport Plan) any planning project for the airport that does not involve construction. Examples
include the preparation of an Airport Master Plan (AMP), an Airport Action Plan (AAP), a height
hazard zoning ordinance, a detailed terminal area plan, etc.
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Relationship Between Planning and Programming
The relationship between airport system planning and project
programming is really quite simple. The system planning
process involves all the steps described previously:
maintaining inventories, classifying airports, forecasting
aviation activity, conducting a public participation program,
identifying the capital improvements needed at each system
airport, and conducting special studies. The capital projects
identified in system planning are not constrained by the dollars
of revenue that the funding agencies are expected to have
available during any particular time period. Programming is
the process of deciding, based on established system priorities,
which projects will be funded in which time period with the
dollars that are expected to be available in that time period.
Programming is constrained by dollars. The Commission’s
programming process is detailed in the Oklahoma Aeronautics
Commission 3-Year Capital Improvement Plan, updated and
adopted annually by the Commission.
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System Plan Airport Classifications
37
Oklahoma Airport System Plan Airports
Key to Headings
City Name of city that is the airport sponsor.
Airport Name Name of airport, new, if not a currently existing site.
NPIAS Is airport included in the National Plan of Integrated Airport Systems?
Service Level Primary type of service airport provides: primary commercial service, non-primary
commercial service, reliever, or general aviation.
Functional Classification The function that the airport serves within the Oklahoma airport system: regional
business service, district service, or community service.
Design Standard The airport design criteria associated with the airport reference code. Transport airports
serve C and D aircraft. Utility airports serve A and B aircraft.
Airport Reference Code
The airport reference code (ARC) is used to relate airport design criteria to the
operational and physical characteristics of the aircraft that the airport serves. The first
component, depicted by a letter, is the aircraft approach category and relates to the
aircraft approach speed, an operational characteristic. The second component,
depicted by a roman numeral, is the aircraft design group and relates to the aircraft
wingspan, a physical characteristic.
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OASP Facilities Plan Service Design Standard Airport Reference Code (ARC)
City Airport Name NPIAS Service
Level
Functional
Classification Current 0-5 Year 6-10 Year Current 0-5 Year 6-10 Year
Ada Ada Municipal Y GA RB T T T C-II C-II C-II
Afton Grand Lake Regional Y GA D BUII BUII BUII B-I B-I B-I
Altus Altus/Quartz Muntain
Regional Y GA RB GUII GUII T B-II B-II C-II
Alva Alva Regional Y GA RB GUI GUII GUII B-II B-II B-II
Anadarko Anadarko Municipal N GA D BUI BUII BUII B-I B-I B-I
Antlers Antlers Municipal Y GA D BUII BUII BUII B-I B-I B-I
Ardmore Downtown Executive Y GA RB GUII GUII GUII B-II B-II B-II
Ardmore Ardmore Municipal Y GA (IA) RB T T T C-III C-III C-III
Atoka Atoka (new) Y GA D Ñ GUI GUI B-II B-II B-II
Bartlesville Bartlesville Municipal Y GA RB T T T C-II C-II C-II
Beaver Beaver Municipal Y GA D BUI BUII BUII B-I B-I B-I
Blackwell Blackwell-Tonkawa
Municipal Y GA RB BUII GUII GUII B-I B-II B-II
Boise City Boise City Municipal Y GA D BUI BUI BUI* B-I B-I B-I
Bristow Jones Memorial Y GA D BUII BUII BUII B-I B-I B-I
Broken BowBroken Bow Municipal Y GA C BUII BUII BUII B-I B-I B-I
Buffalo Buffalo Municipal Y GA C BUII BUII BUII B-I B-I B-I
Canadian Arrowhead State Park Y GA C BUII BUII BUII B-I B-I B-I
Carnegie Carnegie Municipal Y GA C BUI BUI BUI B-I B-I B-I
Chandler Chandler Municipal Y GA D GUI GUII GUII B-II B-II B-II
Chattanoga Sky Harbor Y GA C BUII BUII BUII B-I B-I B-I
Cherokee Cherokee Municipal Y GA C BUII BUII BUII B-I B-I B-I
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OASP Facilities Plan Service Design Standard Airport Reference Code (ARC)
City Airport Name NPIAS Service
Level
Functional
Classification Current 0-5 Year 6-10 Year Current 0-5 Year 6-10 Year
Cheyenne Mignon Laird Municipal Y GA C BUII BUII BUII B-I B-I B-I
Chickasha Chickasha Municipal Y GA RB T T T C-II C-II C-II
Claremore Claremore Regional Y GA RB GUI GUII GUII B-II B-II B-II
Cleveland Cleveland Municipal Y GA D BUII BUII BUII B-I B-I B-I
Clinton Clinton Municipal Y GA RB GUI GUII GUII B-II B-II B-II
Clinton Clinton - Sherman Y GA (IA) RB T T T D-VI D-VI D-VI
Cookson Tenkiller Lake Airpark N GA D BUI BUI BUI* B-I B-I B-I
Cordell Cordell Municipal Y GA C BUII BUII BUII B-I B-I B-I
Cushing Cushing Municipal Y GA RB GUII GUII GUII B-II B-II B-II
Duncan Halliburton Field Y GA RB T T T C-II C-II C-II
Durant Eaker Field Y GA RB T T T C-II C-II C-II
Elk City Elk City Municipal Y GA RB GUI GUII GUII B-II B-II B-II
El Reno El Reno Municipal Airpark Y GA RB GUII GUII GUII B-II B-II B-II
Enid Enid Woodring Regional Y CM RB T T T C-III C-III C-III
Eufaula Eufaula Municipal Y GA C BUI BUI BUI B-I B-I B-I
Eufaula Fountainhead Lodge
Airpark Y GA C BUI BUI BUI B-I B-I B-I
Fairview Fairview Municipal Y GA D BUII GUI GUI B-I B-II B-II
Frederick Frederick Municipal Y GA RB T T T B-II B-II B-II
Gage Gage Municipal Y GA C BUII BUII BUII B-I B-I B-I
Goldsby David Jay Perry Y GA D BUI BUII BUII B-I B-I B-I
Grandfield Grandfield Municipal Y GA D BUI BUI BUI B-I B-I B-I
Grove Grove Municipal Y GA RB GUI GUII GUII B-II B-II B-II
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OASP Facilities Plan Service Design Standard Airport Reference Code (ARC)
City Airport Name NPIAS Service
Level
Functional
Classification Current 0-5 Year 6-10 Year Current 0-5 Year 6-10 Year
Guthrie Guthrie-Edmond Regional Y GA RB GUI GUI GUI B-II B-II B-II
Guymon Guymon Municipal Y GA RB GUII GUII GUII B-II B-II B-II
Healdton Healdton Municipal Y GA C BUI BUI BUI B-I B-I B-I
Henryetta Henryetta Municipal Y GA D BUII BUII BUII B-I B-I B-I
Hinton Hinton Municipal Y GA D BUI BUII BUII B-I B-I B-I
Hobart Hobart Municipal Y GA RB T T T C-II C-II C-II
Holdenville Holdenville Municipal Y GA C BUII BUII BUII B-I B-I B-I
Hollis Hollis Municipal Y GA D BUI BUI BUI B-I B-I B-I
Hominy Hominy Municipal Y GA C BUII BUII BUII B-I B-I B-I
Hooker Hooker Municipal Y GA C BUI BUI BUI B-I B-I B-I
Hugo Stan Stamper Municipal Y GA RB BUII GUII GUII B-I B-II B-II
Idabel McCurtain County RegionalY GA RB GUII GUII GUII B-II B-II B-II
Ketchum Craig County South Grand
Lake N GA C BUI BUI BUI B-I B-I B-I
Kingfisher Kingfisher Municipal N GA D BUI BUII BUII B-I B-I B-I
Kingston Lake Texoma State Park Y GA C BUI BUI BUI B-I B-I B-I
Laverne Laverne Municipal N GA C BUII BUII BUII B-I B-I B-I
Lawton Lawton-Fort Sill Regional Y PR RB T T T C-III C-III C-III
Lindsay Lindsay Municipal Y GA C BUI BUI BUI B-I B-I B-I
Madill Madill Municipal Y GA D BUI BUI BUI B-I B-I B-I
Mangum Scott Field Y GA D BUII BUII BUII B-I B-I B-I
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OASP Facilities Plan Service Design Standard Airport Reference Code (ARC)
City Airport Name NPIAS Service
Level
Functional
Classification Current 0-5 Year 6-10 Year Current 0-5 Year 6-10 Year
McAlester McAlester Regional Y GA RB GUII GUII GUII B-II B-II B-II
Medford Medford Municipal Y GA D BUI BUII BUII B-I B-I B-I
Miami Miami Municipal Y GA RB GUII GUII GUII B-II B-II B-II
Mooreland Mooreland Municipal Y GA C BUI BUII BUII B-I B-I B-I
Muskogee Davis Field Y GA RB T T T C-III C-III C-III
Norman University of OK Max
Westheimer Y RL RB T T T C-II C-II C-II
Okeene Christman Field Y GA C BUII BUII BUII B-I B-I B-I
Okemah Okemah Flying Field Y GA C BUI BUI BUI B-I B-I B-I
Oklahoma
City
Clarence E. Page
Municipal Y RL RB T T T C-II C-II C-II
Oklahoma
City Wiley Post Y RL RB T T T C-III C-III C-III
Oklahoma
City Will Rogers World Y PR RB T T T D-V D-V D-V
Okmulgee Okmulgee Regional Y RL RB T T T C-II C-II C-II
Olustee Olustee Municipal N GA C BUII BUII BUII B-I B-I B-I
Overbrook Lake Murray State Park Y GA C BUI BUI BUI B-I B-I B-I
Pauls ValleyPauls Valley Municipal Y GA RB GUI T T B-II C-II C-II
Pawhuska Pawhuska Municipal N GA C BUI BUI BUI B-I B-I B-I
Pawnee Pawnee Municipal Y GA C BUI BUI BUI B-I B-I B-I
Perry Perry Municipal Y GA RB GUII GUII GUII B-II B-II B-II
Ponca City Ponca City Regional Y CM RB T T T C-II C-II C-II
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OASP Facilities Plan Service Design Standard Airport Reference Code (ARC)
City Airport Name NPIAS Service
Level
Functional
Classification Current 0-5 Year 6-10 Year Current 0-5 Year 6-10 Year
Pond CreekPond Creek Municipal N GA C BUI BUI BUI B-I B-I B-I
Poteau Robert S. Kerr Y GA RB GUI GUII GUII B-II B-II B-II
Prague Prague Municipal Y GA C BUI BUII BUII B-I B-I B-I
Pryor CreekMid-America Industrial Y GA (IA) RB GUII GUII GUII B-II B-II B-II
Purcell Purcell Municipal Y GA D BUI BUII BUII B-I B-I B-I
Sallisaw Sallisaw Municipal Y GA RB GUI GUI GUI B-II B-II B-II
Sand Springs William R. Pogue
Municipal Y RL RB GUII GUII GUII B-II B-II B-II
Sayre Sayre Municipal Y GA C BUII BUII BUII B-I B-I B-I
Seminole Seminole Municipal Y GA RB GUII GUII GUII B-II B-II B-II
Shawnee Shawnee Regional Y GA RB GUII GUII GUII B-II B-II B-II
Skiatook Skiatook Municipal Y GA D BUI BUI BUI B-I B-I B-I
Stigler Stigler Municipal Y GA D BUII BUII BUII B-I B-I B-I
Stillwater Stillwater Regional Y GA RB T T T C-III C-III C-III
Stroud Stroud Municipal Y GA C BUI BUI BUI B-I B-I B-I
Sulphur Sulphur Municipal Y GA D BUII BUII BUII B-I B-I B-I
Tahlequah Tahlequah Municipal Y GA RB GUI GUII GUII B-II B-II B-II
Talihina Talihina Municipal Y GA C BUII BUII BUII B-I B-I B-I
Texhoma Texhoma Municipal N GA C BUI BUI BUI B-I B-I B-I
Thomas Thomas Municipal Y GA D BUI GUI GUI B-I B-II B-II
Tipton Tipton Municipal N GA C BUI BUI BUI B-I B-I B-I
Tishomingo Tishomingo Municipal Y GA C BUI BUI BUI B-I B-I B-I
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OASP Facilities Plan Service Design Standard Airport Reference Code (ARC)
City Airport Name NPIAS Service
Level
Functional
Classification Current 0-5 Year 6-10 Year Current 0-5 Year 6-10 Year
Tulsa Tulsa International Y PR RB T T T D-V D-V D-V
Tulsa Richard L. Jones Jr. Y RL RB T T T C-II C-II C-II
Vinita Vinita Municipal Y GA D BUI GUI GUI B-I B-II B-II
Wagoner Hefner/Easley Y GA D BUII BUII BUII B-I B-I B-I
Walters Walters Municipal Y GA C BUI BUI BUI B-I B-I B-I
Watonga Watonga Municipal Y GA RB BUII GUII GUII B-I B-II B-II
Waynoka Waynoka Municipal Y GA C BUII BUII BUII B-I B-I B-I
WeatherfordThomas P. Stafford Y GA RB GUI GUII GUII B-II B-II B-II
Westport Westport Airport N GA C BUI BUI BUI B-I B-I B-I
Wilburton Wilburton Municipal Y GA D BUI BUII BUII B-I B-I B-I
Woodward West Woodward Y GA RB T T T C-II C-II C-II
Service Level: Functional Classification: Design Standard:
CM - Non-Primary Commercial Service C - Community BUI - Basic Utility Stage 1
GA - General Aviation D - District BUII - Basic Utility State 2
PR - Primary Commercial Service RB - Regional Business GUI - General Utility Stage 1
RL - Reliever GUII - General Utility Stage 2
(IA) - Industrial Airport T - Transport
NPIAS - National Plan of Integrated Airport Systems
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