PA Aviation Conference 2017 Harrisburg ADO Presentation Rick Harner, Harrisburg ADO September 28, 2017

Planning

Planning Best Practices Plan First; Program Second Conduct a pre-planning meeting/ACIP Involve all parties early in the Process At Major Airports coordinate with the ADO to involve other FAA Offices. Finish Planning before Environmental Good Planning generates realistic development Bad Planning can = Cash Flow Impacts = bad results. Pre planning mtg – Sponsor sit down with the ADO and discuss your plans at the earliest time possible. This usually happens as part of our annual ACIP mtgs where you the sponsor come to the ADO to discuss your entire program for the next 5 years. Good example would be incorporating a NAVAID relocation to ensure you minimize or remove impact to your operations.

Planning Resources Airport Master Planning (AC 150/5070-6) Airport System Planning (AC 150/5070-7) FAA Order 5100.38D AIP Handbook – eligibility Airport Design (AC 150/5300-13 for dimensions) Standard Operating Procedures (SOP) SOP 2.00 –FAA Review and Approval of ALP SOP 3.00 – FAA Review of Exhibit ‘A’ AGIS – 150/5300-16,-17,-18 Required for Airport Layout Plan Update, and will be used by other divisions to develop approaches, and review/approval of MOS Each SOP has a checklist. If you follow the checklist it is difficult to go wrong

Planning Resources Status of New and Draft Advisory Circulars for Planning Critical Aircraft and Regular Use -150/5000-17 Published June 20, 2017 Established a uniform definition of Critical Aircraft Community Involvement in Airport Planning – 150/5050-4A Completed and out for publication soon Provide guidance for public involvement during airport planning Airport Layout Plan AC New AC will be single source for ALP content development Working to develop within next 2 years FAA working to update and add new ACs Critical Aircraft AC published in June of this year. Highlights from it Critical Aircraft is the most demanding aircraft type, or grouping of aircraft with similar characteristics, that make regular use of the airport Regular use is 500 annual operations, excluding touch and go operations An operation is either a takeoff or landing This is more representative of what the definition is intending to capture, which is the planning & development requirements for recurring and future activity at the airport. Similar Characteristics refers to the practice of grouping aircraft by comparable operational and/or physical characteristics, instead of requiring a single aircraft to exceed the regular use threshold. Community Involvement AC Old AC is “Citizen Participation Circa 1975” completed and should be out soon It provides guidance and helps clarify the process for proper public involvement during airport planning Developing a New AC – for ALPs – serve as the single source for ALP content, format and review and approval procedural guidance In the beginning stages of the development within next 2 years Important to keep in mind that the environmental document uses data and analysis from master plan including forecasts, facility requirements and alternatives. Therefore, the planning must be complete prior to initiating the environmental

Environmental Sue asked me to briefly go over the most common types of environmental documents that we tend to see at the ADO with AIP projects. Despite popular belief, and at times unrelenting pressure, by some sponsors, not every project qualifies for CATEX. - NEXT SLIDE

Categorical Exclusions Actions that do not have the potential for individual or cumulative significant impacts Must be one of the FAA/CEQ approved categories listed in FAA Order 1050.1F Do not involve Extraordinary Circumstances General Rule No impacts to special purpose laws On-airport actions Not controversial Can not be part of a larger project (i.e. segmentation) The Categorical Exclusion, or CATEX, is used for projects that are: Relatively simple, Most likely will not result in impacts, And are on airport property. The key things to remember when deciding if a project fits a CATEX are: 1. Remember to consider all the components of the project. For example, if you are building a new facility don’t forget any associate parking, lighting, utilities. Is it listed in FAA Order 1050.1F. If is not specifically listed—it’s not a CATEX type project. PERIOD! Is it on airport property. CATEXs do not apply to projects off-airport When in doubt call your Environmental Protection Specialist

Short Form EA Unique to Eastern Region Airports Contains all the information required in an EA but in abbreviated form Actions typical of a CATEX but impact one or more extraordinary circumstances Cannot be used when: Requires coordination outside of FAA Airports LOB Requires coordination with another Federal Agency Will likely result in a Record of Decision Construction period exceeds 3 years Involves substantial public controversy Requires mitigation to 2 or more resources Involves Section 4(f), Native Americans, AEDT modeling, or Air Quality impacts exceed de minimis levels If your project may have been a CATEX but is off-airport, or has the potential to impact one or more resources, or doesn’t quite fit the criteria listed in FAA Order 1050.1F, then chances are you are looking at a Short Form Environmental Assessment, or Short EA. The Short Form EA was designed to simplify the EA process, while still complying with NEPA. The form consists of a series of questions that guide the preparer through the EA process. When filling out the short form, you simply answer the questions. If a resources is not present; then simply stating “not present” is sufficient. Keep in mind, however, the Short EA is unique to Eastern Region and therefore can only be applied when a project does not require coordination with other FAA Lines of Business or other Federal Agencies. It also cannot be used if any of the other circumstances listed on the slide apply. Again, if in doubt call your Environmental Protection Specialist.

Environmental Requirements NEPA documents due into ADO by April 30 of year before you intend to pursue a grant Most airport actions are CATEX-able; FAA Order 1050.1F should be consulted Contact your ADO Environmental Protection Specialist to discuss if questions on NEPA applicability Remember, NEPA document usually required, even if No FAA funding Finally, just a few reminders. Get your NEPA document in no later than April 30 of the year prior to when you are requesting a grant. So if you are looking at a 2019 grant, then your environmental document needs to be in by April 30, 2018. The reason this is critical is the in the June/July timeframe when we are balancing our discretionary candidate list (DCL) which is finalized in September. Your project will NOT be added to the DCL without environmental clearance. Also, NEPA and the requirement for an environmental document is triggered by any federal action; not just federal funding. So if the project will result in a change to the ALP, NEPA must be done, even if there is no federal funding involved.

Obstacle Action Plan

Obstruction Removal Obstacle Action Plan (OAP) Implemented FY 2016, annual updates Focus on TERPS/Design Surfaces ACIP to Include obstacle mitigation projects Renewed Focus…Restructured Priorities TERPS 20:1 Penetrations Approach/Departure Surface Penetrations Remaining Part 77 Penetrations As of FY 2016, the Airport Sponsor is responsible for completing and updating an Obstacle Action Plan (OAP). The ADO/BOA is expected to work closely with the airport sponsor to get annual updates to the OAP (generally at the ACIP meeting). Keeping in mind a core part of ARPs purpose is to maintain and enhance the safety, capacity and efficiency of airports. This authority comes from both Part 139 and Federal grant assurances. The approach and departure surfaces required to be maintained are those identified by Advisory Circular 150/5300-13A, Airport Design and Terminal Procedures (TERPS) under FAA Order 8260.3B, The United States Standard for Terminal Instruments Procedures (TERPS). The focus of this document is on the TERPS 20:1 surface. While Part 77 civil airport imaginary surfaces are important, they are not the surfaces discussed in this document as they do not directly affect procedures. Both the FAA and airport sponsor are expected to consider obstacle mitigation projects as a high priority when discussing other CIP project funding requests. When reviewing the application prior to awarding any new grant, the ADO is expected to ensure the sponsor is following the OAP and is including obstacle mitigation projects whenever possible. The National Priority Ratings (NPR) have been revised to address the highlighted priorities; these will be formally released in the new ACIP Order slated for release early FY 2019. The highest priority goes to TERPS 20:1 surface penetrations (NPR 88-95). Next are the penetrations to the approach/departure path (NPR 76-82). The final category is penetrations not located in the approach/departure path--basically the remaining Part 77 surfaces (NPR 44-49).

AGIS

AGIS Surveys/New Approach Procedures Obstacle Surveys Review survey results immediately with consultant Take action to the mitigation of any obstructions in critical Design and TERPs Surfaces (OAP). Upload survey data into AGIS Verification of Clear Design/TERPs Surfaces Plan to upload As-Built Survey that verifies clear surfaces 6-months in advance of proposed publication date Anticipate additional growth/new penetrations from initial design As mentioned earlier, it is important to keep runway approaches clear and your OAP updated. Typically, this is done by completing obstruction surveys with follow on removal projects. This survey information is uploaded into AGIS as part of Obstruction Removal Projects. Once the survey information is uploaded an additional survey is necessary to validate objects that have been removed. Therefore, it is important to review the survey results with your consultant immediately and take action to mitigate any critical design or TERPS surface obstructions before the AGIS survey is uploaded. This will minimize impacts to your approaches and ensure you are complying with your grant assurances. If you fail to review the survey results and then upload to AGIS, you may find that out that its to late and that critical obstructions have raised your minimums or your approach could get cancelled altogether.   Additionally, if you have a project that is going to establish a new approach that requires site work/obstruction clearing, please plan to upload the as-Built survey information 6 months in advance of the proposed publication date. This will provide adequate time to ensure the approach surfaces are indeed clear as designed. This is particularly important where topping is done because the new tree heights will need to be provided as part of the as-built survey. That also brings up the point that often the design information is obtained many months before a project is completed and during the time between design and the completion of construction, trees grow. It is important to anticipate new growth, in particular if it is a multi-phased grant

Review of Plans/Specs for Construction

Review of Plans/Specs for Construction Send to ADO PM at least 30 days before advertising project for bids Perform Quality Control before submission to FAA Allows FAA to review for FAA design and construction standards and AIP eligibility Common Issues Use latest AIP Contract Provisions Use FAA GPs and Specs as written Timely upload of project and CSPP to OE/AAA Don’t forget Buy American!!! It is the sponsor and their consultants responsibility for quality control review of all project documents. (P&S, Engineers Report, Cost Estimate) At times, it appears as though the bid documents are produced with the intention of providing a quality control review after advertisement, and this can lead to a large addendum. The sponsor must develop a project schedule which provides time to prepare the documents, complete the quality control review, and submit to FAA at least 30 days before advertisement. By doing so, this allows FAA sufficient time to review the documents for conformance with FAA design and construction standards, and to determine if any project costs associated with items of work that are ineligible for AIP are designated accordingly.  Bidding without FAA review is at the sponsor’s own risk. Also, it is important to include the Engineer’s Report and cost estimate with the design submission. These items should not be afterthoughts in the process and are key components of FAA’s review. Finally, FAA cannot and will not concur with Notice to Proceed until airspace and CSPP reviews are completed. The sponsor and consultant should include this in the project schedule and allow at least 60 days for the review prior to submission of the grant application.

Compliance Non Aeronautical Land Use

Request for Land Releases/Change in Use Within Dedicated Airport Property, FAA Approval is Required for All: Land releases Change in Use from aeronautical to non-aeronautical on ALP Must be on approved ALP, Exhibit “A” and Meet NEPA All Revenues Must Stay on Airport; Use Depends on AIP vs Non-AIP Land FMV for All Leases – Aeronautical and Non-aeronautical May Require Federal Register Notice Guidance Airport Compliance Order 5190.6B, Table 22.1 Or contact ADO PM for Land Release portion of Sponsor Guide

Anything that is not aviation related Coordinate a land change-in-use request in advance of the non-aviation development! Office Parks or Warehouse Bldgs. Non-aviation local fire or police station Public or local Govt. Bldgs. Recreational facility and parks Solar farms Restaurants Anything that is not aviation related Notify ADO

Thank You! FAA Review of Exhibit ‘A’ Airport Property Inventory Maps” Standard Operating Procedure (SOP) Webinar Thank You! Federal Aviation Administration Federal Aviation Administration FAA Airports – Standard Operating Procedures Webinar Script Facilitator Materials April 26, 2013