HomeMy WebLinkAboutAirport Site Selection/Master Plan Study Phase I June 1984I
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PHASE I EEPORT
AIRPORT SITE SELECTION/HASTER PLAN STUDY
FOR TOWN OF SOISrltOLD, NE~ YORK
Prepared by:
PRC ENGINEERING, INC.
3003 New Hyde Park Road
Lake Success, New York 11042
ENVIRONMENTAL SCIENCE AND ENGINEERING, INC.
5406 Hoover Boulevard, Suite D
Airport Service Center
Tampa, Florida 33614
ESE No. 84-732-0700-2310
June 1984
RECEIVED BY
SOUTHOLD TOWN PLANNING BOARD
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PHASE I ~PORT
AIRPORT SITE SELECTION/HASTER PLAN STUDY
FOR TOWN OF SOUTHOLD, NEW YORK
Prepared by:
PRC ENGINEERING, INC.
3003 New Hyde Park Road
Lake Success, New York 11042
ENVIRONMENTAL SCIENCE AND ENGINEERING,
5406 Hoover Boulevard, Suite D
Airport Service Center
Tampa, Florida 33614
INC.
ESE No. 84-732-0700-2310
June 1984
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D- SOUTHOLD. 1/TOC . 1
08/18/84
TABLE OF CONTENTS
Section
1.0
2.0
3.0
4.0
5.0
INTRODUCTION
1.1 PURPOSE AND SCOPE OF STUDY
1.2 CONTENTS OF THIS REPORT
UTILIZATION OF PHASE I REPORT DATA
1.4 RELATED REGIONAL/LOCAL PLANNING
FINDINGS AND CONCLUSIONS
INVENTORY OF EXISTING CONDITIONS
3.1 TOWN OF SOUTHOLD
3.2 ALTERNATIVES TO AIR TRANSPORTATION
3.3 HISTORY OF AVIATION IN THE TOWN OF 80UTHOLD
3.4 INVENTORY OF EXISTING FACILITIES
3.5 SURVEY OF POTENTIAL AIRPORT USERS
3.6 METEOROLOGICAL CONSIDERATIONS
FORECAST OF AVIATION DEMAND
4.1 INTRODUCTION
4.2 POPULATION OF LONG ISLAND
4.3 INCOME
4.4 GENERAL AVIATION SCENARIO
4.5 BASED AIRCRAFT AND AVIATION ACTIVITY
4.6 POTENTIAL CO~4UTER/AIR TAXI ACTIVITY
DEMAND/CAPACITY ANALYSIS AND FACILITY RE~UIP. F2qENTS
5.1 AIRPORT ROLE
5.2 AIRSIDE FACILITIES
5.3 LANDSIDE FACILITIES
PaEe
1-1
1-1
i-3
1-4
1-4
2-1
3-1
3-1
3-1
3-5
3-8
3-21
3-31
4-1
4-1
4-3
4-11
4-22
4-23
4-41
5-1
5-1
5-3
5-12
APPENDICES
APPENDIX A--ABBREVIATIONS AND GLOSSARY
APPENDIX B--POTENTIAL USER SURVEY QUESTIONNAIRE
APPENDIX C--BUSINESS AND PROFESSIONAL QUESTIONNAIRE
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Table
3-1
3-2
3-3
3-4
4-1
4-2
4-3
4-4
4-5
4-6
4-?
4-8
4-9
4-10
4-11
4-12
4-13
4-14
D- SOUTHOLD. I/LOT. 1
08/18/84
LIST OF TABLES
Airports in the Vicinity of Southold
Results of Potential User Survey
Pilot Recomendations for Proposed Southold Airport
Wind Orientation by Direction and Speed for
Proposed Southold Airport
Population Profile of Long Island,
1960 through 2003
Center of Population Calculations,
Long Island Region
1980 S,--.er Population Estimates, Town of Southold
Population Market, Long Island, Suffolk, and
Southold
Median Family Income, Long Island, Suffolk,
and Southold
Distribution of Income Sources
Occupational Distribution; Long Island, Suffolk,
and Southold; 1970
Long Island Regional Employment Projection,
1984 through 1990
Selected Economic Assumptions
Long Island Region Net Employment Increases
to 1990
Tourism/Convention Expenditures
Airports with Eased Aircraft in the Vicinity
of the Town of Southold
Constant Market Share
Eased Aircraft at Southold Public Use Airport,
Downstate General Aviation System Plan Study
Pa~e
3-11
3-24
3-28
3-34
4-4
4-5
4-9
4-10
4-12
4-14
4-15
4-17
4-18
4-19
4-20
4-24
4-25
4-2?
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Table
4-15
4-16
4-17
4-18
4-19
4-20
4-21
4-22
4-23
4-24
5-1
5-2
5-3
5-4
5-5
5-6
D-SOUTHOLD.1/LOT.2
08/18/84
LIST OF TABLES
(Continued, Page 2 of 3)
Southold Airport Anticipated Based Aircraft (1984)
Total Based Aircraft--Southold Airport
Southold Airport--General Aviation Based
Aircraft by Type
General Aviation Aircraft Movements Model
Forecast of Local and Itinerant Movements--
Southold Airport
Forecast of General Aviation Movements by Type--
Southold Airport
Forecast of Instrument Actlvlty--Southold Airport
Southold Airport--Fuel Flowage Estimates
General Aviation Terminal Relatioushlps--
Southold Airport
Potential Commuter/Air Taxi Daily Operations--
Southold'Airport
Airfield Separation Criteria--Proposed Southold
Airport
Derivation of Passenger Area Requirements in
General Aviatiou Termlnal Buildings
Terminal Building Space Requirements and
Distribution by Usage--Southold Airport
Automobile Parking Space Requlrements--Southold
Airport
Aircraft Parking Apron Requlrements--Southold
Airport
Area Required for Aircraft Storage by Type--
Southold Airport
Pa~e
4-29
4-30
4-32
4-33 ·
4-34
4-35
4-37
4-39
4-40
4-42
5-9
5-14
5-15
5-17
5-18
5-21
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Table
5-7
5-8
5-9
D-SOUTBOLD.1/LOT.3
08/18/84
LIST OF TABLES
(Continued, Page 3 of 3)
Based Aircraft Storage Requirement$--Southold
Airport
Monthly Fuel Storage Requirements--Southold Airport
Requirements for Aircraft Maintenance Facilities--
Southold Airport
Page
5-22
5-2~
5-26
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Figure
3-1
3-2
3-3
3-4
4-1
4-2
D-SOUTHOLD.1/LOF.1
08/18/84
LIST OF FIGURES
Location Map
Town of SouChold, New York, Primary Study Area
Town of Southold Airport Site Selection Study,
Airspace Envlro~ment and Adjacent Airports
Wind Roses--Proposed Southold Airport
Long Island Region--Center of Populatlon, 1980
Suffolk County--Center of Population, 1980
Pase
3-2
3-3
3-10
3-33
4-6
4-7
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D-SOUTHOLD.1/INTRO.1
08/10/84
1.0 INTRODUCTION
The Town of Southold is contemplating establishing a publicly-owned
airport to serve the aviation needs of Southold Town and surrounding
comunities. In order to determine the potential of the Airport and
specific opportunities of improving facilities to serve potential general
aviation users at the new Airport, Southold Town applied for a Planning
Grant to the Federal Aviation Administration (FAA) under the Airport
Improvement Program (AIP) of the Airport and Airway Improvement Act of
1982. In September 1983, a contract was awarded to PRC Engineering,
Inc., in association with Environmental Science and Engineering, Inc.;
for the preparation of a comprehensive Airport Site Selection/Master Plan
Study for the Town of Southold.
This Phase I report is the first of a series of project reports that are
to be issued for the purpose of documenting the research, analyses, and
findings of the Study. It shall be revised and superceded by subsequent
reports which will be produced during later phases of the project. At
the conclusion of the Study, a final report will be issued together with
a set of airport plans, all of which shall thoroughly document the entire
work program.
1.1 PURPOSE AND SCOPE OF STb~Y
This Airport Site Selection/Master Plan Study will identify the most
feasible site for locating the proposed Airport and will also provide
guidelines for the development of the facility. This development program
will satisfy aviation needs within the context of comunity goals and
environmental considerations. It will provide a forecast of aviation
demand for short (1988), intermediate (1993), and long-range (2003)
periods and planned development of airport facilities for this activity
within the constraints identified during the study effort.
The Town of Southold is in need of an Airport Site Selection/Master Plan
Study at this time for the following reasons:
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D-SOUTHOLD.I/INTRO.2
08/10/84
o The Town of Southold proper does not have a publicly-owned
unrestricted use airport. Mattituck Airbase and Rose Field are
both under private ownership with restrictions placed upon their
use. Without a publicly-owned airport, the Town is lacking in
adequate aviation facilities to serve potential corporate, air
taxi, commuter, and general aviation users. As such, these
operators are taking their business elsewhere; however, the Town
would like to be in a position to attract a portion of these
potential users. In order to do this, it is felt that an airport
equipped with runway lighting and navigational aids is necessary.
o In order to assure proper placement of the Town-owned airport, a
comprehensive evaluation of alternative sites must be undertaken
to catalog economic, environmental, and operational consider-
ations.
o The environmental impacts of developing the new Airport must be
evaluated in view of the current environmental requirements set
forth by federal, state, and local governmental agencies.
o To apprise the local community, through conferences, public
meetings, and publication of the Study report itself, of present
and future needs of the new Airport and the effects development
will have on the local area.
The main objective of this Study is to determine the-feasibility of an
airport on the North Fork. If it is feasible, the preparation of an
airport master plan to determine the extent, type, and schedule of
development needed to accommodate future aviation demand in the Town of
Southold will be prepared. The recommended development should satisfy
aviation demand and be compatible with the environment, community
development, and other transportation modes. Above all else, the plan
must be technically sound and economically feasible. The following
objectives shall also serve as a guide in the preparation of the Study:
o To provide an effective graphic presentation of the ultimate
development of the proposed Airport.
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D-SOUTHOLD.1/INTRO.3
08/10/84
To establish a schedule of priorities and phasing for the various
improvements proposed in the plan.
To present the pertinent hack-up information and data which were
essential to the development of the Site Selection/Master Plan.
To describe the various concepts and alternatives which were
considered in the establishment ~f the proposed plan.
To provide a concise and descriptive report so that the impact and
logic of its recommendations can be clearly understood by the
community and by those authorities and public agencies which are
charged with the approval, promotion, and funding of the improve-
ments proposed in the Study.
To ensure that the Airport thoroughly compliments and supports the
development envisioned for Southold Town.
To assess future environmental impacts on land surrounding the
proposed Airport and provide recommendations to discourage
incompatible development.
To insure the reliability and safety of airport operations.
1.2 CONTENTS OF THIS REPORT
This, the first report, in a series of reports documenting the findings
of this Study, covers the work tasks conducted during Phase I of the work
program. The work program of Phase I can be summarized in the following
major subject areas: inventory of existing conditions; forecasts of
aviation demand; and, assessment of needed airport facilities in terms of
their ability to accommodate potential future traffic volumes.
This report is organized into five chapters which are set out in a
logical order that follows the sequence of work tasks accomplished. The
detailed documentation of research and analyses is contained in Chapters
3 through 5. These are preceded by Chapter 2 which summarizes the
findings of Phase I and Chapter 1, this introductory chapter.
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D-SOUTHOLD.1/INTRO.4
08/10/84
Chapter 3 contains information about the existing airport facilities in
the Town of Southold and the study area, and the results of potential
user surveys. Chapter 4 presents the forecasts of potential aviation
demand that should be accor~odated at the Town's Airport. Chapter 5
documents the assessment of needed facilities (demand/capacity) and also
presents the facility requirements needed to accommodate the projected
traffic volumes.
1.3 UTILIZATION OF PHASE I REPORT DATA
The data contained in this report forms the basis of the study data bank
and also the basis for airport feasibility and plan formulation and
evaluation which is accomplished in the next phase of the Study. The
inventory of existing facilities serves as a reference for the determin-
ation of the transportation system on the North Fork. The air trade
demand forecasts provide the potential traffic volumes in terms of based
aircraft and aircraft movements which should be accommodated by the
proposed airport. This forecast of demand can then be translated into
needed airport facilities.
The facility requirements, therefore, provide the basis for sizing of the
Airport and the formulation of the plan which is designed to accommodate
the projected demand.
1.4 RELATED REGIONAL/LOCAL PLANNING
The New York State Department of Transportation has recently embarked on
a regional aviation system plan for the area that includes the Town of
Southold. This study, which is known as the Downstate General Aviation
System Plan (GASP), is intended to address the future of general aviation
activity and facilities in the downstate area. In addition, the Town of
Southold is currently in the process of updating its Master Plan for the
Town. The objective of this update is to refine the comprehensive
development plan for the Town. The Airport Site Selection/Master Plan
Study for the Town of Southold will be closely coordinated with both of
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D-SOUTHOLD. 1/INTRO.5
08/10/84
these planning studies. This coordination effort is important in that
the results of this Study should be incorporated into both the GASP Study
and the Master Plan Update. Likewise, findings and conclusions of these
studies need to be considered in evaluating the feasibility of a publicly-
owned airport ou the North Fork.
1-5
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D-SOUTHOLD. 1/FC . 1
08/10/84
2.0 FINDINGS AND CONCLUSIONS
This chapter su-~rizes the highlights of Phase 1 of the Site Selection/
Master Plan Study for the Town of Sonthold. The purpose of the summry
is to afford the reader a quick overview of the significant analyses
performed by the Consultant.
1. A survey of registered aircraft owners and pilots considered to
be within a reasonable distance of Southold Town (residing in
Towns of Southold, Shelter Island, and Riverhead) found that
over 80 percent of the aircraft owners responding to the survey
would anticipate using an airport in the Town.
2. A survey of 4A local businesses and professionals presently
operating in Southold Town was conducted. Over 50 perceut of
those surveyed support the proposed airport and anticipate
utilizing it.
3. By the year 1990, the tourist industry of Long Island will
exceed $10.0 billion. The east end of Long Island will account
for 40 percent of this total ($4.0 billion). Thus, the
conditions which must prevail in order for aviation to prosper
do exist, and future aviation growth in the Town appears to be
strong through the year 2003.
4. In the towns surrounding Southold, there are 13 general aviation
airports housing 874 based aircraft. In the Town of Southold,
there are three airports housing 28 aircraft. These aircraft
represent approxlmately 3.2 percent of the total aircraft based
in the vicinity. It is anticipated that the based aircraft
fleet at the new Southold Airport would consist of single-
engine and light twin-engine aircraft for the duration of the
study period.
5. Based general aviation aicraft at the new Southold Airport will
double by the end of the planning period, with 67 based aircraft
in 2003 compared to a base year (1984) total of 33.
6. General aviation movements will increase from 16,900 in 1988 to
20,200 in 1993 and 31,500 operations in 2003.
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D-SOUTHOLD. i/FC . 2
08/10/84
7. Potential instrument approaches at the uaw Airport ara pro~ected
to stand at a level of 342 in 1988 and rise to some
630 approaches by the end of the study period in the year 2003.
8. Peak hour activity at the new Southold Airport is projected to
increase from its initial level of 8 movements to 14 movements
at the close of the study period.
9. Potential commuter/air taxi activity is forecast to be
83 movements per day during the s,,-~er in 1988 and rise to 172
movements per day during the peak sum~er months by the close of
the study period in 2003. These operations are expected to be
conducted by small twin-engine aircraft.
lO. It is recommended that the proposed $outhold Airport be
constructed according to FAA criteria for a General Utility-
Stage I Airport. FAA Advisory Circular 150/5300-4B defines such
a facility as one that serves "... all small airplanes.
Precision approach operations are not usually anticipated."
11. Assuming a single runway configuration, the new airport will
have an airfield capacity of approximately 183,000 operations
per year. This capacity rating is more than adequate in that
the 20-year forecast of activity projects only 31,500 opera-
lions.
12. It is reco~ended that the primary runway be built at an
ultimate length of 3,600 feet to accommodate light twin-engine
aircraft. The secondary or crosswind ~unway should be
constructed with an overall length of 2,900 feet.
13. Based on a comprehensive wind analysls, it was determined that
the optimal alignment for the primary runway is northeast-
southwest (04-22), with a southeast-northwest (13-31)
orientation as the best crosswlnd alignment.
14. The minimum land requirement for a single runway airport in
$outhold is 100 acres, and with a crosswlnd runway an additional
62 acres are needed.
15. In terms of navigational aids, it is recommended that the new
airport be equipped with a nonpreclsion instrument approach,
medium intensity runway edge lights (MIRLs) on the primary
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16.
D-SOUTHOLD. 1 / FC. 3
08/10/84
runway, and runway end identifier lights (REILs) on the primary
Initial landside facilities that are needed include: a
1,100-square-foot terminal building; 14,000-square-foot auto
parking lot; 38,000-square-foot transient aircraft parking
apron; 38,000 square feet of based aircraft tie-down space;
20 T-hangar spaces; 3,200-square-foot conventional hangar for
based aircraft storage; lO,O00-gallon underground fuel tank; and
13,000 square feet of aircraft maintenance facilities (hangar
and apron). Recuu~endations are also set forth for expansion of
the above fa~ilitles to meet increasing demand.
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D-SOmmOLD. 1/3.1
08/10/84
3.0 INVENTORY OF EXISTING CONDITIONS
3.1 TOWN OF SODTHOLD
The Town of Southold is a peninsula located on the North Fork of Long
Island as shown in Figure 3-1. Southold Town proper is depicted in
Figure 3-2, which shows the primary study area. Southold's western
boundaries begin at Laurel and Mattituck just east of the Town of
Riverhead and extends to Orient Point. Plum Island and Fishers Island
extend northeastward from Orient Point. Robins Island is located south
of Southold in the Peconic Bay. All of these islands are part of the
Town of Southold.
There are eleven communities within the Town of Southold. They are
listed below along with their population, according to the 1980 census.
o Cutchogue and New Suffolk - 2,788
o East Marion - 656
o Fishers Island - 318
o Greenport - 2,273
o Greenport West - 1,571
o Laurel - 962
o Mattituck - 3,923
o Orient - 855
o Robins Island - 0
o Peconic - 1,056
o Southold - 4~770
Total Town Population 19,172
3.2 ALTERNATIVES TO AIR TRANSPORTATION
A basic set of alternatives that could affect the development of a
publicly-owned airport on the North Fork is use of other modes of
transportation in place of air travel. There are three primary modes
that presently provide the type of long distance travel required: rail
transportation, surface transportation~ and shore-to-shore transporta-
tion.
3-I
m ~m m m mm m m m mm m m mm m ..m m,m m = m.. m
Figure 3-1
LOCATION MAP
LONG ISLAND
soUND
NASSAU
couNTY
suFFOLK coUNTY
oo~A14
SOUTHOLD, NEW YORK
Airpor~ Site Selection/
IUlaster Plan Study
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D-SOUTHOLD. 1/3.2
08/10/84
3.2.1 Rail Transportation
There is only one railroad line that serves the North Fork. This line is
part of the Long Island Railroad, which serves the entire Island. This
east-west diesel line ends at Greenport with intermediate stops at
Southold, Cutchogue, and Hattituck. The railroad runs into Jamaica
Station where passengers then transfer to electric trains into Hanhattan.
This trip usually takes some three hours.
3.2.2 Surface Highway Transportation
There is one interstate highway that directly connects the eastern end of
Long Island with Hanhattan. This limited-access highway is the
Long Island Expressway (LIE) or Interstate 495. The LIE runs west-east
and ends in Riverhead. Once in Riverhead one must then take County Route
58 which turns into Route 25. This is the ~ain route through Southold
and is known as Hain Road. County Route 48 (formerly designated County
Route 27), kno~m as the North Road, is the fastest route to all towns on
the North Fork, in that it is a four-lane improved highway. These two
roads are the principal east-west arteries on the North Fork. A trip
from Manhattan to the North ~ork by automobile usually takes two and one-
half to three hours if traffic is light and weather conditions are good.
No major bus companies have requested permits to provide scheduled bus
service to go directly from New York City to the other couanunities on
Long Island; therefore, the major bus companies do not operate to the
east end of the Island. There are several local bus companies that do
offer service to the North Fork and ocher Long Island communities. There
is local bus service to Riverhead and East Hampton from Greenport (Route
S-92) and smaller bus feeder service from Orient Point to Mattituck
(Route 9A) and Riverhead (Route 8A). Busses on Routes 8A aud 9A do not
have connecting schedules or routes.
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D-SOUTHOLD.1/3.3
08/10/84
3.2.3 Shore-to-Shore Transportation
There is daily ferry service to/from Shelter Island and Greenport and
to/from Orient Point and New London, Connecticut. There is ferry service
from New London to Fishers Island but no direct service is available
between the North Fork and Fishers Island, both of which are part of the
Town of Southold.
There is also no public ferry service to Plum Island, which is owned by
the federal government and off limits to the general public. The only
service available is strictly enforced by the U.S. Government and is used
by government employees co~uting to Plum Island.
3.3 HISTORY OF AVIATION IN ~Rg TOWN OF SOUTHOLD
The first airport opened in the Town of Southold was Mattituck Airbase,
which commenced operations in 1946. In its early days, Mattituck Airbase
was a privately-owned facility with a single grass strip that supported
the comercial operations of Mattituck Aviation. This airport was opened
to the public on a limited basis.
In 1948, Rose Field in Orient was opened. It consisted of a short grass
runway and was utilized by Cross-Sound Air Taxi Service. Rose Field was
a restricted field and thus not opened to the public.
Aviation facilities in the Town of Southold remained status quo until
1959 when the Town assumed the ownership of Elizabeth Field om Fisher's
Island. The federal government, which built Elizabeth Field, turned it
over to the Town of Southold in 1959, giving the Town its first publicly-
owned airport.
In 1960, Malcolm S. Spelman Associates prepared the "Comprehensive Plan
and Development Program for Airports and Air Terminals in Suffolk
County." This study reco~anended that the Town of Southold maintain its
three aviation facilities (Mattituok, Rose, and Elizabeth) and implement
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D-SOUTHOLD. 1/3.4
O~/lO/~4
some modest improvements. Funds were made available for improving the
Town's airports, but were not accepted by the Town.
Mattituck Airbase was utilized for transporting freshly harvested
scallops in 1963. However, this operation was hampered during wet
periods due to the turf composition of the runway. In response to this
situation, the Town of Southold conducted a public hearing on establish-
ing an all weather airport in the Town. The Southold Town Board voted
unanimously to develop such a facility. As a result, Mattituck Airbase
was leased by the Town for a period of ten years, beginning in 1964. The
Town Highway Department constructed a hard surface runway. The lease
also included provisions for the installation of runway edge lighting.
In 1967, the Town of Southold retained the services of Raymond and May
Planning Consultants, to update the "701" Master Plan for the Town. At
that time, only three years of the ten-year lease with Mattituck Airbase
had elapsed. The plan included a general aviation airport north of
Oregon Road in Mattituck. A requirement of "701" approval was that if an
airport had ever been proposed for the area, it must be included in the
plan. This particular site had been proposed by Suffolk County, the New
York State Bureau of Aviation and others. After some revisions to the
plan, informational hearings were held in August and September of 1969.
These hearings, while generally favorable, identified two specific areas
of disagreement. The first point of disagreement was the airport and the
other was the future of agriculture in the Town of Southold. As a result
of these areas of disagreement, the airport was deleted from the plan and
a comprehensive study of the future of agriculture was undertaken. On
October 2, 1970, the final informational hearing was held on the Master
Plan for the Town. At this meeting, 85 percent of those in attendance
expressed approval of the plan as presented. As a result of this
approval, the Southold Town Board, on November 23, 1971, amended the
zoning ordinance in its entirety, including adoption of a revised zoning
map. Finally, on September 11, 1973, the Town Board authorized the code
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D.-SOUTHOLD. 1 / 3. ~
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hook which resulted in revision, re-numbering and codification of the
plan. It also made permanent all Town ordinances, local laws, and rules
and regulations.
The initial lease for Mattituck Airbase expired in 1974, at which time
the Town renewed it for another five years. However, the provision for
runway lighting was deleted from the new lease.
The Development Plan of the Town of Southold was prepared and submitted
to the Town Board for approval in September, 1978. However, no action
was taken on this plan. The zoning map which accompanied this plan, did
not show any aviation facilities in the Town, existing or proposed.
At the Town Board meeting of June 6, 1978, Supervisor Martocchia made the
following statement: "There has been some discussion relative to the
Mattituck Airport not providing enough service. There is less than a
year to go on the Mattituck Airport lease, and although a renewal is
pretty well assured...," he appointed Councilman Meaty Drum to head a
co~nittee to make a study mong the Southold Town residents, to determine
the cost to lease or purchase land. Councilman Drum was asked to
organize his own c~ittee members. Councilman Drum was appointed
because of his 30 years in the U.S. Navy, many of which were in an
administrative position; he retired as a Captain. Supervisor Martocchia
£elt he would be the most qualiiied to gather these statistics.
The study was to address the loss of income from taxes, the cost to the
Town, the cost of building, staffing, and equipping an airport to make it
operational, and if the purchase of land was warranted.
It was noted by Supervisor Martocchia that: "There are many items which
may come into the picture, such as state or federal aid." He then
announced that: "This report will be submitted three months prior to the
expiration of the Mattituck Airport lease in March of 1979."
3-7
D-SOUTHOLD.I/3.6
08/10/84
In 1979, Councilman Dram appointed the following to the com~ittee to
study the airport issue: Henry Raynor, Deputy Chairman of the Town
Planning Board; Frank Bear, President of the North Fork Environmental
Council; and David Spohu, airline captain and interested Town resident.
The lease between the Tow~ of Southold and Mattituck Airbase, which
expired in 1979, was not renewed. This left the Town of Southold proper
without an unrestricted public use airport. In response to this
situation, the Town Board in 1980, applied for federal funds under the
Airport Development Aid Program (ADAP) to undertake a study to determine
the feasiblity of establishing a Town-owned airport. Unfortunately, the
legislation authorizing the distribution of the necessary funds expired
shortly after the Town's application was filed. The lapse in legislation
lasted for two years until Congress passed the Airport Improvement
Program (AIP), which once again made federal funds available for airport
planning and development. As previously stated, FAA made a grant offer
to the Town in September 1983, which the Town Board promptly accepted to
allow initiation of the airport feasibility study.
One recent development that may affect the status of aviation in Southold
Town is that Mattituck Aviation has recently announced its intention to
sell its aircraft engine overhaul and distribution business to a firm
located in Ohio. This situation should be watched closely in that it
could affect the future of Mattituck Airbase.
3.4 INVENTORY OF EXISTING FACILITIES
The purpose of performing a comprehensive inventory of existing airport
facilities in the area is that in later phases of the work program, these
facilities will be accessed as to their ability to accommodate future
traffic volames. This is important in that other airports in the area
will affect the potential demand at the proposed airport in Southold.
3-8
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The following section describes airport conditions and facilities
existing on Long Island in a 40-mile radius from the center of the Town
of Southold (Town Hall). The purpose of this study area is to determine
the impact of neighboring airports on the new Southold Airport. The
impact of surrounding airports must be considered in determining the
particular role of, and potential demands for the Airport. For this
purpose a total of 19 airports were considered and analyzed to obtain an
up-to-date reading on their operations and facilities. These airports
are depicted in Figure 3-3 and discussed in Table 3-1. From the 19
airports analyzed, a total of nine airports have paved runways and twelve
are opened to the public. The source of specific airport information,
including aircraft operations, is FAA Form 5010-1 and Airports 1984,
which is published annually by the Aircraft Owners and Pilots Association
(AOPA).
3.4.1 Airspace Environment
As can be readily observed in Figure 3-3, the area is traversed by a
network of low altitude "Victor" airways. Most of these airways
intersect at one of the three VOR facilities in the area. A VOR facility
is a ground-based very high frequency omnidirectional radio station that
transmits radials in all directions. It provides azimuth guidance to
pilots. The area's VOR stations are:
o Calvertou (CCC) VORTAC - 117.2 MHz
o Hampton (HTO) VORTAC - 113.6 MHz
o Madison (MAD) VORTAC - 110.4 MHz
Also shown in Figure 3-3 is the Terminal Radar Service Areas (TRSA) for
Long Island MacArthur Airport. This area identifies the airspace
surrouding MacArthur wherein Air Traffic Control provides radar vector-
ing, sequencing, and separation on a full-time basis for all IFR and
participating VFR aircraft. Although pilot participation is urged, it is
not mandatory within the TI{SA. A restricted area (R-5202) is also shown
off the end of the North Fork. This area is designated as Calverton 2
3-9
MOA
Figure 3-3
TOWN OF SOUTHOLD AIRPORT SITE SELECTION STUDY
AIRSPACE ENVIRONMENT AND ADJACENT AIRPORTS
SOUTHOLD, NEW YORK
Airport Site Selection/
Master Plan Study
Table 3-1. Airports in ~he Vicinity o[ Southbold (Ratlm of ~0 Nautical Niles)
SCOfI~flI~T. 1~3-1.1
Bayport-Tdwa~ds Field 39/46 01/19 - 2,300'
Calverto~c~ 19/2~ 1~32 -
~r~ ~r~ ~/39 ~2~ - 2.~~
10/~ - a,~'
Fis~rs ~l~Eliz~t~ ~/-- 07/~ - 2~'
1~ - 2,8~'
(~V~ourd ~ Omer- 0~en m Basal Coment ioaal lii~r ~ajor iCem
Table 3-1. Airports in the Vicinity of Sourhhoid (l~ditm o~40 I~utlcal {lile~) (Omtinued, p¥ 2 of 3)
Orientat ten
SCUI~ELD-T. 1 ~1'~3-1.2
~/~/~
l~tti~ck 6/11 01/19 - 2,200' ~ltmlt l~t , ~es 9m
F~n£auk-~ky Portel 28/67 06~ - 3,472' Mphal£ Pvt Ye~ 14
~hslni-
· 4krgara Ha~ar~ t~el ~intenence ~lainte~.~ Buildi~
Table 3-1. AirForts in the Vicinity of ~hhold (iadius of ~0 Naoticat ~les) (O~ttn~ed, Page 3 of 3)
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D-$OUTHOLD. 1 / 3 · 8
08/10/84
MOA (Military Operating Area), which is restricted between the hours of
0600 and 2300. Adjacent to R-5202 is Calverton i MOA, which serves as a
warning to pilots that aircraft may be performing unusual flight
activities in this area. Airport Control Zones are also shown in
Figure 3-3. These are areas of controlled airspace and exist from the
ground up to the base of the Continental Control Area (14,500 feet msl).
As seen, a number of airports have published instrument approach
procedures in effect. There are presently no airports in the immediate
vicinity of the North Fork that have published instrument approach
procedures. The closest airports that do have such procedures are
Calverton, Suffolk County, and East Hampton Airports. Calverton has a
straight-in approach to Runway 32 and a circling approach, both utilizing
the Calverton (CCC) VORDI~ facility. Neither of these instrument
approach procedures require overflying the Town of $outhold. East
Hampton Airport has a published circlin$ approach using the Hampton (HT0)
VOR facility. East Hampton also has an RNAV approach to Runway 10. This
procedure relies on the HTO VOR facility and area navigation equipment
located five nautical miles west of the runway threshold. Neither of
these instrument approach procedures necessitate flying over the Town of
Southold. Suffolk County Airport has three published instrument approach
procedures. The first procedure is the instrument landing system (ILS)
approach to Runway 24, which has three principal components: localizer,
glide slope, and outer marker. The outer marker is a non-directional
radio beacon (NDB) that serves as the Initial Approach Fix (IAF), which
iS situated 4.6 nautical miles from the threshold of Runway 24 on a
heading of 235 degrees. The glide slope is an on-airport electronlc
component that emits signals to provide the pilot with vertical guidance
to assist in the approach and landing phase. The localizer component is
also an on-airport facility physically placed on the other end of the
runway which it serves. It is an electronic component that provides
course guidance to the runway. The three published instrument approach
procedures utilize at least one of the components of the ILS. Naturally,
the ILS procedure on Runway 24 uses all of the components. A localizer
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D-SOUTHOLD.1/3.9
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(LOC) back course to Runway 06 utilizes the same localizer facility but
to the opposite end of the runway. The third procedure utilizes the NDB
for an approach to Runway 24. None of these instrument procedures
require flying over the Town, however, if an instrument procedure were
established to Southold's Airport from the south or southwest, a
potential conflict during IFR conditions with aircraft landing on Suffolk
County Airport's Runway 24 is possible. No other airspace conflicts are
anticipated if the Town proceeds with establishing an airport.
3.4.2 Airports in the Town of Southold
A. Eastern Long Island Hospital
Eastern Long Island Hospital maintains its own heliport for medical
emergencies. It is restricted to private use, and thus this heliport
located on the hospital grounds in Greenport is not capable of accommo-
dating any of the potential traffic in Southold Town.
B. Elizabeth Field
Elizabeth Field is located on Fishers Island. The Airport is owned by
the Town of $outhold and is opened to the public. It is located
northeast of Southold and approximately eight miles southeast of New
London, Connecticut. Its two runways 07/25 and 12/30 are paved with
asphalt. The Airport is usable during instrument weather conditions
(IFR) in that it has a VOR approach. VOR refers to a very high frequency
omni-directional radio station for navigational and landing purposes.
Tie-downs are available and the Airport is attended during daylight
hours. Elizabeth Field is also equipped with runway edge lighting.
Fishers Island is accessible to the Town of Southold proper by ferry
service to New London, Connecticut, and then to Fishers Island. Fishers
Island is also accessible by air from the two other private airports in
Southold or one may take private boats across the Long Island Sound. The
annual operations (opns) at Elizabeth Field, which has two based
aircraft, are estimated as follows:
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Air Taxi 2,500
GA Local 7,900
GA Itinerant 4~100
Total Opus. 14,500
D-SOECrROLD.1/3.10
0g/i0/84
C. Rose Field
Another airport in the Town of Southold is Rose Field in Orient. It is a
privately owned VFR (visual flight rules) airport and is not opened to
the public. It has a total of three aircraft based there. Its
Runway 17/35 consists of a turf composition. It has no facilities except
for a hangar that houses one aircraft and runway edge lighting.
D. Mattituck Airport
Mattituck Airport is also located in the Town and is also a private VFR
airport. It is opened to the public but most of the flight activity
there is due to the business of new and remanufactured engines and engine
overhaul amd repair. No sales, rentals, lessons, or charters are
offered, but several operators will pick up passengers at Mattituck.
Fuel is available. The Airport has 23 aircraft based there and its
Runway 01/19 is paved with asphalt. Its yearly operations are estimated
as follows:
Air Taxi 300
GA Local 12,000
GA Itinerant 4~000
Total Opus. 16,300
3.4.3 Airports Outside of the Town of $outhold
A. Bayport-Edwards Field
Edwards Field is located in Bayport in the Town of Islip, approximately
39 nautical miles (46 road miles) southwest of Southold. It is a VFR
airport which is owned by the Town of Islip and is opened to the public.
Its Runways 01/19 and 18/36 are composed of turf. Tie-downs and hangars
are available for storage. Services include charter, aircraft rental,
and flight instruction.
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D-SOUTHOLD.1/3.11
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B. Brookhaven Airport
Brookhaven Airport, which is owned by the Town of Brookhaven, is located
approxlmately 24 nautical miles (29 road miles) southwest of 8outhold.
It is an IFR airport with VOl and NDB approaches. It is opened to the
public and is operated by two f/xed-base operators. Its Runways 06/24
and 15/33 are asphalt. Tie-downs and hangars are available for storage.
Its services include chartar, fuel, fllght instruction and aircraft
rentals. It is attended 24 hours a day and glider activity is reported.
Its annual level of operations has been estimated as follows:
Air Taxi 5,000
GA Local 84,000
GA Itinerant 42~000
Total Opus. 131,000
C. Calvertou-Peconlc River Plaut/Gr,,-~an Airport
Calverton-Peconic River Plant/Gr--~an Airport is located 19 nautlcal
miles (24 road miles) west of Southold. It is an IFR airport with ILS
and VOR approaches. Its Runways 14/32 and 05/23 consist of asphalt and
concrete. It is closed to the public.
D. Coram Airport
Coram Airport is located 28 nautical miles (39 road miles) west of
$outhold in the Town of Brookhaven. It is a privately-owned airport and
there is the possibility of it being closed. Its Runway 06/24 consists
of a turf composition. Tie-downs are available for storage. Services
available are charters, fllght instruction, and aircraft rentals.
E. East Hampton Airport
East Hampton Airport, which is owned by the Town of East Hampton, is
located approxlmately 17 nautical miles (41 road miles) from Southold.
It is a publicly-owned airport with a VOR approach. Its Runways 10/28,
04/22, and 16/34. consist of asphalt. Hangars and tie-downs are available
for storage. Available services include aircraft maintenance, charter,
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flight instruction, aircraft rentals, and fuel.
a.m. to dark by one fixed-based operator (FBO).
East Hampton are as follows:
Commuter 2,900
Air Taxi 2,900
GA Local 40,600
GA Itinerant 29,700
Military 50
Total Opns. 46,150
D-SOUTHOLD. 1/3.12
08/10/84
It is attended from 9:00
Annual operations at
F. Long Island MacArthur Airport
Long Island MacArthur Airport is located approximately 37 nautical miles
(41 road miles) southwest of gouthold. It is owned and operated by the
Torn of Islip. It is a publicly-ovned IFR airport with ILS and NDB
approaches. Its Runways 06/24, 10/28, 15L/33R and 15R/33L consist of
asphalt composition. A flight service station (FSS) is located on the
airport grounds. Hangars and tie-downs are available for storage. Its
services include aircraft maintenance, charter, flight instruction,
oxygen, rental, and fuel. It is attended 24 hours and has five FBOs.
There are also scheduled airline services available at Long Island
MacArthur Airport.
Air Carrier
Air Taxi
GA Local
GA Itinerant
Military
Total Opns.
Its yearly operations are distributed as follows:
17,780
108
101,389
93,387
10;279
222,943
G. Montauk-Sky Portel Airport
Montauk-Sky Portel Airport is located approximately 28 nautical miles (67
road miles) southeast of Southold. It is a privately-owned IFR airport
with a VOR approach. The Airport is reported closed seven months out of
the year. It is opened during the s,,r, mer months, June-September, to the
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D-SOUTROLD. 1/3 · 13
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public. Its Runway 06/24 is paved with asphalt. Tie-downs are available
for storage. Its annual operations are as follows:
Air Taxi 250
GA Local 800
GA Itinerant 4~000
Total Opus. 5,050
H. Montauk Seaplane Base
Montauk Seaplane Base is located approximately 28 nautical miles (67 road
miles) southeast of Southold. It has one landing lane, 01/19, and it is
opened to the public.
I. Riverhead Airpark
Riverhead Airpark is located approximately 12 nautlcal miles (15 road
miles) west of Southold. It is a privately-owned VFR airport, which is
presently closed to aircraft operations. Its Runway 16/34 is turf. Tie-
downs are available for storage. The Airport is attended durin$ daylight
hours. Tflere are no services available.
J, Riverhead-Talmage Field
Riverhead-Talmage Field is located 14 nautical miles (15 road miles) west
of Southold. It is a privately-o~ned V~R airport that is closed to the
public. Its Runway 16/34 is turf. There are no services available.
K. Shelter Island Airport
Shelter Island Airport is located eight nautical miles southeast of
Southold. It is a privately-owned VFR airport. Its Runway 03/21
consists of ~urf. There are no services or facilities available. Its
yearly operations are as follows:
GA Local 150
GA Itinerant 400
Total Opns. 550
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D-SOtrfltOLD. 1/3.14
08/10/84
L. Shelter Island-Westmoreland
Shelter Island-Westmoreland is located six nautical miles southeast of
Southold. It is a privately-owned VFR airport that is closed to the
public. Its Runways 04/22 and 13/31 are of a turf composition. There
are no services or facilities available.
H. Spadaro Airport
Spadaro Airport is located 19 nautical miles (26 road miles) southwest of
Southold. It is a privately-owned VFR airport. Its Runway 18/36 is
composed of asphalt. Tie-downs are available for storage. Services
include charter, flight instruction, aircraft rental, seaplane charter,
and fuel. The Airport is attsnded during daylight hours. There are some
parachuting acitivities reported on weekends. The annual level of
operations is estimated as follows:
GA Local 1,000
GA Itinerant 200
Total Opus. 1,200
N. East Moriches Flying Club
East Moriches Flying Club is located 19 nautical miles (26 road miles)
southwest of Southold. It is a privately-owned VFR airport. Its
Runway 18/36 consists of turf. The facility is attended during daylight
hours only. There are no services available.
O. Southampton Heliport
Southampton ueliport is located 13 miles southwest of Southold.
publicly-owned heliport.
It is a
P. Suffolk County Airport
Suffolk County Airport, which is located in Westhampton Beach and owned
by the County, is located 15 nautical miles (28 road miles) southwest of
Southold. It is a publicly-owned IFR airport with 'ILS, NDB, and LOC/BC
(localizer/back course) approaches. Runways 06/24, 15/33, and 02/20 at
3-20
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D-SOUTItOLD. 1/3 . 15
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Suffolk County are concrete. Hangars and tie-downs are available for
storage. There are seven FBOs that offer the following services:
aircraft maintenance, charter, flight instruction, rental, and fuel. The
Airport is attended 7:00 a.m. to 11:00 p.m. Its yearly operations are as
follows:
Air Taxi 330
GA Local 79,081
GA Itinerant 33,180
Military 11~559
Total Opus. 124,250
3.5 SURVEY OF POTENTIAL AIRPORT USERS
3.5.1 General Aviat.iou Survey
At the present time, there is no publicly-o~med airport on the North
Fork. Potentlal demand for a new general aviation airport in the Town of
Southold does exist. A survey of registered aircraft owners and pilots
considered to be within a reasonable distance of the Town of Southold
fouud that over 80 percent of the pilots responding to the survey would
anticipate using an airport in the Town. The survey form was sent to
individuals residing in the Towns of Southold, Shelter Island, and
Riverhead.
This subsection will discuss the above mentioned survey questionnaire.
The Consultant (PRC/ESE) sent out 62 separate survey forms to registered
aircraft o~ners and pilots in the above mentioned towns in November of
1983. A copy of the questionnaire appears in the Appendix.
Each question is SUmmarized as to the percentage of pilots responding to
the questionnaire. Seventy-nine percent of the pilots (49 responses)
involved hays responded, and the resutts are as follows (the number in
parenthesis is the actual number of respondents):
o Questions #1 and #2 asked for the name and address of ~he
respondent.
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08/10/84
o The results of Question ~3, which asked for the number of flight
hours flown annually, are as follows:
0-99 Hours - 55% (27)
100-300 Hours - 25~ (12)
301-500 ~ours - 2% (1)
Over 600 Hours - 18% (9)
o Question #4 asked for the licenses and ratings of the pilots
surveyed. The results are as follows:
Student - 121 (6)
Private - 43% (21)
Commercial - 31% (15)
Instrument - 39% (19)
ATR - 291 (14)
Multi-Engine - 31% (15)
Flight Instructor - 33% (16)
Rotorcraft - 21 (1)
Note that some individuals hold more than one license and/or
rating, which results in the above percentages totaling in excess
of 100 percent.
Question ~5 asked if the pilot owned his own aircraft, and if so,
where ic was based. The results of this question are discussed
below.
Of the 49 responses received, 51 percent (25 pilots) do not own
their own aircraft. The remaining 24 pilots do own their own
aircraft, and it should be noted that some of them own more than
one aircraft. In fact, these 24 individuals who stated that they
are aircraft owners own a total of 36 aircraft. Of these
36 aircraft, 94 percent (34) are single engine aircraft; the
remaining two aircraft are multi-engine types. These aircraft are
based at seven separate airports on Long Island and two airports
in Connecticut as follows:
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08/lO/84
- Mattituck Airport - 9 aircraft
- Shelter Island - 5 aircraft
- Suffolk County Airport - 4 aircraft
- Talmage Field - 3 aircraft
- Rose Field - 3 aircraft
- Riwerhead Airpark - 2 aircraft
- East Hampton Airport - I aircraft
- Airports in Connecticut - 9 aircraft
Of the above 36 aircraft owners, 25 (69 percent) have indicated
that they would relocate their base of operations to the proposed
airport in Southold Town. Another 5 (14 percent) stated that they
would utilize the facilities at the new airport. The remaining
6 aircraft owners (17 percent) do not anticipate utilizin$ the
Town's airport.
Question #6 was directed towards pilots who do not own their own
aircraft. The question asked what airport these pilots used most
often. The results are as shown below:
Suffolk County Airport - 361 (9)
Mattituck Airport - 32I (8)
Long Island MacArthur Airport - 8% (2)
Rose Field - 81 (2)
Out of State - 41 (1)
Republic Airport - 41 (1)
Brookhaven Airport - 4% (1)
John F. Kennedy International Airport - 4I (1)
o The next question, ~7, asked all of the respondents to rate the
airport and their facilities that they utilize most often. A
su,.,,-ry of the base airports, their facilities and how they are
rated by the pilots using them is shown in Table 3-2.
o Question ~8 asked the pilots what type of aircraft they use most
often. The following shows the results of this question.
Single Engine 1-3 Place - 431 (21)
Single Engine 4+ Place - 53% (26)
Multi-Engine <12,500 Lbs - 8% (4)
Turboprop >12,500 lbs 2% (1)
3-23
.'EUFd~tD-T. 1/11a3--2.1
06/28/8~
A~rcraft
~t, ~tool Fai~ Poe! Storage & FID
~ of ~te I~te~ /~t~ P~rld~ ~e~v/ces
~ir~ort R~sp~de~ts (~) iX) (~) (~,) (~)
~uffolk O~ty 13
/~elter Island
Field
long I~l~rd ~'th~
East Fan. on
R/verhead A/rpark
Talmage F/eld-Riverbead
Edwards F/els
~ht er ford (CT)
60 1o~ ~0 ~ 20 liigh 20 ~g 20 Pair
20 ~g 20 ~g ~0 ~g 60 I~ 20 Poor
20 WA 20 ~ 20 ~bne 20 WA ~O
2O N/A 20 N/A 20
4 100 ~ne 1O0 ~bne 100 Forte 75 ~g 1~0 I~ne
25 h~
3 66 ,~g 66 Avg 66 Aug 66 Avg 33 Exc
33 High 33 High 33 High 33 High 66 ~
1(]0 ~lg lO0 liigh 100 &$ lO0 High 100 Poor
~ -- lO0 Avg --
100 Avg 1~0 ~g 100 ~g 1~0 ~g 1~0
N/A
2 100 Lo~ 1~0 ~g I(D Io~ 1~0 Lo~ 1~0 Coad
8aaI~L~O-T. 1/HI~3-2.2
06/2~/a~
Table 3-2. 8esults of Potential I~ser S~vey (O0ntinued, ea&e 2 of 2)
Facihties Condition Rmoeal location
Airport bi, VIE6 (2) (Z) (I) (Z)
liat£ituck 8 Fair 8/2ood 15 e~c 8 I~xc 15
31 Poor 38 Fair 46 Coed 38 ~ 47 ~od
23 Ibae 15 l~or 39 Fair 2~ EaLr 15 Fair
38 N/A 8 V. lbor 23 lbor 15 Foor
23
Suffolk (bmty 1.5 Exc 8 Fa/r 16 E~c 8 i~c 8 Exc
5~ (bed 61 lbor 46/hod 54 Good 15 Ibod
31 Fa/r 8 Nme 38 Fair 23 Fair 46 Fair
23 H/A 8 Fo~ 31
7 a/A
20 Fai~ 6~ Poor 20 Goai 20 Fair 60
60 Poor ~0 ~bre · 90 Poor 20 Ibor 90 Good
thelter lslant
lbse Field 25 Poor 25 ~xc 25 Good 25 ~c 25 ~c
75 ~ 75 ~bne 25 Fair 50 Good 50 Good
25 Ibne 25 l~or 25 Poor
25 Sod
33 gxc 66 ~c 33 Exc 33 Exc
66 Coca 33 ~cl 66 ~xxt 33~cd
33 Fair
100
Ibis: ~ree resp~rdents mrs mt included in this figure; ore currently flies ou~ of state, ore is not current, and ore flies
exclusively air carrier aircraft at the preaent time.
So~ce: PRC/ESI/ h~alvsis of /hrvev/3estionna/res.
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D-SOUT~OLD.1/3.18
08/10/84
Note that the percentage total does not equal 100 percent, and
that the actual number does not total 49, this is because some
respondents gave multiple aircraft types.
o There are four main reasons pilots reported as to ~hy they use
their base airports, as discovered from Question ~9. The results
are as follows:
Close to Roma - 41% (20)
Convenience - 16% (8)
Facilities (Flight School, Night Operations, Approach
Facilities, etc.) - 29% (14)
No Airport in Southold Town - 14% (7)
o Question ~10 asked for the primary source of flight activity from
the pilots responding. The results of this question are as
follows:
Personal - 65%
Business - 37%
Student - 18%
Instructor - 20%
Air Taxi (Pass) - 6%
Note that some individuals gave multiple responses and thus the
percentages do not total 100 percent.
There are two types of operations - itinerant and local. Itiner-
ant operations are those flights for which the flight either
begins or ends at an airport other than the base airport.
other operations are considered local (i.e., touch-and-go's are
local operations). Question #11 asked for an estimate of local
versus itinerant activity. The results of chis question from the
responding pilots relative to their activity during the past 12
months are shown below.
3-26
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Operations Local Itinerant
N/A 22~ (ll) 37I (18)
1-50 37I (18) 451 (22)
51-99 16l (8) 8I (4)
100-199 121 (6) 01 (0)
200-300 2I (1) 21 (1)
Over 300 81 (4) 8I (4)
D-SOUTHOLD.1/3.19
08/10/84
o Question ~12 asked directly ii the pilot would relocate bis flying
ectivity to Southold if the Town established a new airport.
Eighty-four percent (41) of the pilots responding would relocate
and use the new airport. Ten percent (5) would not relocate but
would use the facilities. Six percent (3) would not relocate or
utilize the new airport at all.
o The £inal question asked for opinions on what facilities the new
Southold Airport should have. Tabte 3-3 shows the requirements
pilots would llke to hkve at the new airport.
3.5.2 Business Survey
In addition to the survey conducted of potential general aviation users
of the proposed airport, the Consultant also conducted a survey of local
businesses and professionals currently operating in Southold Town. In
Hatch 1984, 44 separate survey forms, a copy of which is included in the
Appendix, were mailed to various business and professlonal concerns,
sollciting their interest in the airport and how it might affect their
normal business activities. Of the 44 surveys sent out, 15 responses
were received, which represents a response rate of 57 percent. It is
interesting to note that all of the responses received favored a Town-
owned airport. Thus, it is assumed that the remaining 19 forms that were
not returned were sent to concerns who would not utilize the airport in
Southold Town. The intent of this section is to present the results of
the business survey.
3-27
I~P33. 3/flTB3-3. !
8/~8/a4
Table 3-3. Pilot lC~,~rdatlms ~r Proposed 8outhold Airport
Rurrasy Maintenance FBO Terminal
I~ngth ~VAIIB A/¢ Park Facilities Services Facilities
1. 3,000 LTS/VASI Tiedc~a Yes Fuel/~latr Rental Pit I.n&e/UNIO[N/FSS
2. 2,000 ~ ~O/N0 Iiedom ~ X/Chtr K/Rstrat
3. 2,500 No~e Tiedo~ ~ Fuel Note
4. 2,500 UNIO~ 'riedo~ Nae Re,t/Fuel All o~ Nc~e
5. 3,5~0 LTS T[ed~ Yes Fuel
6. 3,0~0 ~ Tiedo~n f~ar lnspt & Maint ~htr/I~st
7. 2,5~0 ~ Tiedown -- Fuel Yes
8. 2,000 Yes T~ec~ Yes Fuel/Inst All
9. 3,000 VASI/V~ T~edo~a Radio Work Fuel All
10. 3,000 VASI/VSR Tie~ l~dio ~ork
11. 3,500 Basic Tiedom Basic Fuel/Inst X/~tmt
12. 3,000 Beacon c~ M3R Note Yes Fuel Phone
13. 3,000 l~s. ~ Hmgar (~ Fuel All
14. 3,000 -- T-lk~gr lnsp. Rel/gent Inst Rst~m/PSS Pnn/Lnge
15. 3,000 Run~ay Lights Tiedown Hangar ~nor b've ~el/Chtr lnst/No I~ge/UNICI~
l~strm
16. 3,500 L~IC~I Tiedom Ye~ All X/P, st tnt
l?. 3,000 Beaeo~ Lights ~edom Minor ~el/P~_nt Inst ICstrm/FS8 Pnn/Venfl
18. ~ GRSS/ None fla~gar Airfrm l~epr/& Insp Rel --
~ ~r/~
19. 2,5~0 L~s/VASI T--~gr -- Fuel F~ ~ma]l~trm/Ve~l
20. 3,000 Nooe T-flngr No~e Fuel/Inst l~t bb Need
2l. --
22. 2,800-3,000 lh~y/Lght lfedo~u -- All X/Vera
23. 2,000 l~y/Lght Tiedom -- Fuel UNICC~
24. 3,000 I~6/P, NAV 'l~edo~n T-H~gr ~ & ~ Fuel/Rent 4 ~ ~c P, stm/Pnn
25. 3,000 ~OR APg Tiedowa Yes All ~ Pnn/Pk
26. 2,500 UNIO]4 Tiedom -- Fuel/Rent Inst
27. 3,000 I. DC/VO1VIq)B T-t~&r ~ Fuel All if Poasible
28. 3,0~0 VOR Tiedom Yes All Above All Above
29. ~ Yes Yes Yes Yes Yes
30. 3,000 -- T-H~gr Yes Fuel P~ Fan/Chrts/UNIC(l~Rsrm
31. 3,500 Lghts Tieclo~ -- Fuel/Instr l~stm/FSS Fan/b2tI(124
I~P33. 3/ItI~3-3. 2
8/~?/~
Table 3-3. Pilot geccm~ndatioa for Proposed ~outhold A/rport (Continued, Page 2 of 2)
~un~ay 14aintenance ._re0 ' Teminal
Length ~V~ ~ ~ F~iliti~ ~ices F~iliti~
3~ 4,~ ~t ~. ~ ~ ~. ~1 ~ ~t~ ~s
~ 5,~ ~ ~ Yes ~1 ~i ~e
35. 3,~ ~ T~ Yes ~l/~tr ~t ~tmt~e~
~. 3,~ ~ ~ Yes ~l/~r ~l/~r ~/~Cs/~Cm~
41. 3~ ~ ~/~ Yes
4~ 3,~ ~ ~1. ~1 ~li~le ~1 ~1'~ ~1 --
4~ 3,~ ~C ~. Yes Yes Yes Yes
~ 3,~ ~ ~c. Yes Yes Yes Yes
45. 3,~ ~ Yes Yes Yes Y~
47. ~3,~ ~ Yes ~1 Yes Yes Yes
49. 3, ~ V~I ~ Yes Yes Yes
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~-$OU~OLD. l/3.20
og/~o/$4
The first question asked if the business or professional would use
the new airport. All 25 respondents answered in the affirmative.
The next part of this question asked for the most frequent
destinations and what type of aircraft (i.e., charter, private,
air taxi, etc.). The most frequent destination mentioned were New
England points in Connecticut, Rhode Island, and Massachusetts.
Private (52 percent) was listed most often as the type of
aircraft. Charter and taxi aircraft were both mentioned by
32 percent and 16 percent were unsure. The above percentages do
not total 100 percent in that some respondents listed more than
one type.
The second question asked if the particular business o~ned its oM
aircraft. Fifty-tWo percent (13 respondents) do ova at least one
aircraft, forty-four percent (11 respondents) do not have
aircraft, and one respondent stated that he would consider
purchasing an aircraft if the Town proceeded with establishing an
airport. Among the 13 respondents who do ova aircraft, there are
27 aircraft, 18 of them are single-engine and 9 are multi-engine
aircraft.
The third question asked how often would the proposed $outhold
Airport be used on a monthly basis. Of the 25 respondents, 16 of
them (64 percent) state that their use of the facility would
amount to less than ten times per month. Five (20 percent) others
estimated that their monthly frequency of use would range between
11 and 20 times. The remaining four respondents (16 percent)
expect that they will utilize the new airport in excess of 20
times per month.
The next question asked if use of the airport would vary according
to season. Fourteen of the responses (56 percent) indicated that
their use of the facility would vary depending upon the season,
while the remaining 11 respondents (44 percent) expect that their
activity would remain reasonably well-balanced throughout the
year.
3-30
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D-SOUTItOLD. 1/3.21
08/10/84
The fifth question asked whether an airport established in
Southold Town would enhance their business. Remarkably,
84 percent of the respondents (21) stated that a publicly-owned
airport on the North Fork would enhance their business. Only four
respondents (16 percent) said that it would not affect their
business; however, one of them ~id state that it would be a
convenience to his operation.
The final question asked if it would be advantageous to be able to
make one-day business trips, which is possible with a Town
airport, versus longer trips due to deficiencies in transportation
to/from the North Fork. Surprisingly, 88 percent of those respond-
ing (22) said that it would, while the other three did not feel
that l-day trips were an advantage.
3.5.3 Conclusions
The principal reason for conducting these two surveys was to identify the
potential aviation activlty and in turn determine the need for a publicly-
owned airport on the North Fork. It seems rather apparent that the need
for the airport is present and that there should be no difficulty in
attracting users. In addition, the majority of the business community in
the Town is supportive and have stated their need for the facility. In
short, the proposed Southold Airport certainly seems to be a most
feasible endeavor and should be pursued.
3.6 METEOROLOGICAL CONSIDERATIONS
Meteorological considerations for the proposed Southold Airport focused
on a comprehensive review of weather observations taken at Suffolk County
Airport and Tweed-New Haven Airport. This was necessary since no U.S.
Weather Bureau (USWB) reporting station currently exists on the North
Fork. The meteorological analysis consisted of review of 43,818 weather
observations taken at Suffolk County Airport over the 10-year period
between 1954 and 1963 and 36,480 weather observations taken at Tweed-New
Haven Airport over the 10-year period from 1955 to 1964. The results of
3-31
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~-SO~OLml/3.22
o8/lo/s~
these weather observations were compiled and checked [or consistency in
terms of wind orientation to assist in identifying the optimal runway
allgn~ent that should be pursued at the proposed Southold Airport. One
additional weather station was utilized to confirm the results of the
composite Suffolk County/New Haven analysis. This weather station, which
is not approved by the US~iB, has taken observations of wind direction and
speed on the North Fork. It is operated by the Long Island Lighting
Company (LILCO) and is located in Jamesport. The weather analysis
culmlnated in the preparation of the windroses depicted in Figure 3-4,
whic~ are a compilation of the weather observations taken at Suffolk
County and Tweed-New Haven Airports. Table 3-4 shows the wind
orientation broken down by velocity (greater than 5-knots and greater
than lO-knots). The reason for this break down is that most small
general aviation aircraft can operate safely with a 5-knot crosswind,
however, most of them will experience some difficulty with a 10-knot
crosswind. Thus, it is important to consider the wind orientation when
wind speeds exceed l0 knots to datemnlne the moat e~fectlve runway
alignment.
By reviewing Figure 3-4, it is clear that the predominant wind direction
is from the southwest, during both VFR and IFR weather conditions. The
wind patterns that have resulted from this analysis show that the North
Fork is typical of most of Long Island, in that the wind orientation is
distributed among all directions. During VFR conditions, the next three
most frequent directions of wind occurrence are northwest, west-
northwest, and north-northwest. The next three most frequent IFR wind
orientations are northeast, north-northeast, and east. It should be
further noted that the fact that southwest is the predominant wind
direction also coincides with LILCO's readings at its Jamesport reporting
station.
3-32
mm mm m mm mm m mm mm mm m mm m m m mm mm m mm m
ALL WEATHER WIND ROSE
PERCENT OF VRF WEATHER - 83.47%
PERCENT OF IFR WEATHER - 16.53%
PERIOD: 1964-1963 (43,818 OBSERVATIONS AT SUFFOLK COUNTY AIRPORT)
1955-1964 (36,480 OBSERVATIONS AT TWEED-NEW HAVEN AIRPORT)
LOW VISIBILITY WIND ROSE
(LESS THAN 1000' CEILING, LESS THAN 3 MILES VISIBILITY)
Figure 3-4
WIND ROSES--PROPOSED SOUTHOLD AIRPORT
SOURCE: NATIONAL OCEANIC & ATMOSPHERIC ADMINISTRATION,
NATIONAL CLIMATIC CENTER, ASHEVILLE, NORTH CAROLINA
SOUTHOLD~ NEW YORK
Airport Site Selection/
Master Plan Study
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Orientation by Direction ~ Speed f>r Proposed ~outhhold Airport
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Direction
North (N)
Wind Speed (Z Occurrence)
5 - 9 Knots 10+ Knots Totals
floral
3.18 0.55 3.73 2.06 0.42 2.48 5.24 0.97 6.21
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North-Northeast (beig) 2.15 0.51 2.66 1.49 0.65 2.14 3.6~ 1.16 4.80
Nortt~-~ (blg) 1.49 0.55 2.0~ 0.97 0.74 1.71 2.46 1.29 3.75
Fast-Northeast (EBB) 0.92 0.41 1.33 0.87 0.63 1.50 1.79 1.0~ 2.83
Fast (R) 0.96 0.53 1.51 0.86 0.53 1.39 1.g+ 1.06 2.90
Fast-6outheas£ (~-~) 1.31 0.39 1.70 1.03 0.27 1.30 2.3~ 0.66 3.00
Sootbeaat (SE) 1.45 0.39 1.8~ 0.74 0.18 0.92 2.19 0.57 2.76
South-Southeast (SSl:) 1.6~ 0.35 1.99 0.59 0.16 0.75 2.23 0.51 2.74
South(S) 2.03 0.52 2.55 1.0~ 0.26 1.30 3.07 0.78 3.85
~outh-Sou:h~est (SM) 2.88 0.i2 3.50 2.28 0.24 2.52 5.16 0.86 6.(~
Southwest (I~) 6.11 1.24 7.45 3.95 0.55 4.50 10.06 1.89 11.95
West-South%est (W~;) 3.27 0.41 3.68 2.00 0.14 2.14 5.27 0.55 5.82
West (W) 3. Ca 0.20 3.22 2.06 0.06 2.12 5.08 0.26 5.34
West-Not--st (1~14) 2.63 0.13 2.76 3.54 0.06 3.60 6.17 0.19 6.36
bb~th~est (~I4) 3.25 0.18 3.43 4.09 0.12 4.21 7.3~ 0.30 7.64
North-No--st (~) 2.6~ 0.23 2.87 2.91 0.22 3.13 5.55 0.45 6.00
Ibte: Calm Winds (0 to 4 knots) cca~r 18.07 percent of the time en ~n annoal basis.
Percents&es may not ~ree ~{th ~Kn~ maes (Fi&t~e 3-~) clue to romding.
VFR Weather: Cloud ceiliui grea~er than or equal W 1,000; visibility g~ea~er than or
equal to 3 mites.
IFR Weather: Cloud ceiling less than 1,000; visibility les~ than 3 miles.
I~C/~ a%alysis of U.S. Weather ~reau O~aervatioms at Suffolk Cmmty Airport (1954-
1963) ~d ~ed-New D~vem Aisqoort (1955-1964), filed ~th Nstiomal Oceani~
Ah-nsp~r/c ~mlnistration, 19~+.
3-34
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D-SOLrrflOLD.1/FOR. 1
08/10/84
4.0 FORECAST OF AVIATION DEMAND
4.1 INTRODUCTION
Historically, transportation has been the controlling factor in the
original location of man's political and economic environment. This is
clearly true in the Town of Southold, where the early settlers had little
choice but to locate at points available to water transportation, either
on the Long Island Sound or at Greenport on the Peconlc Bay. Therefore,
townspeople looked to New London, New Haven, New York City, and Boston as
markets for their products, the primary source for their supplies, and
the bankers for their enterprises.
The impact of seacoast-oriented water transportation on the economy of
Southold was reinforced by early roads and by railroads, since both
generally followed the then-established patterns of trade. Thus for some
300 years after the founding of Greenport, Mattituck, New Suffolk,
Southold's economy continued to be tied directly to the developments of
water transportation, which linked it directly to the New England region.
The era of modern highway transportation gave Southold its first
opportunity to free itself ~rom its necessary dependence on New England
as a hub of economic activity. While the highway system as it has
developed to date is far from ideal, Southold no longer needs to look to
New England to develop its economic relationships. The Town can now look
west, to New York City, with greater ease than traveling to New England.
Air service, to which the Long Island Sound would not impose a barrier
and would provide Southold a flexibility in its interregional
transportation system, has been achieved only to a limited degree at
best. However, the opportunity does exist for improved air service
provided the right conditions exist.
This section will evaluate the conditions which must prevail for aviation
to exist and prosper. Since the Town of Southold is part of Suffolk
4-1
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D-SOUTHOLD.I/FOR.2
08/10/84
County and since economic data at the township level does not exist in
the State of New York, the socioeconomic analysis of the environment of
Southold will be the first to analyze the overall Long Island Region,
especially Suffolk, and to consider the economy of Southold in relation
to that of the region, with particular interest in evaluating the growth
potential of the Town of Southold.
4-2
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~-SOU~OLD. 1/?0.1
08/10/84
4.2 POPULATION OF LONG ISLAND
The population of the Long Island Region during the 1960 to 1970 period
grew at an annual rate of 2.7 percent. It rose from a level of
1,967,000 persons in 1960 to 2,555,800 persons in 1970, as recorded by
the U.S. Bureau of the Census. However, between 1970 and 1980, the
population growth rate decreased considerably. Population grew at an
average annual rate of only 0.2 percent. This llmited growth is
attributable, in part, to specific policies of various govermnental
agencies to slow down or retard growth in the region.
It is anticipated that by the year 2003, the total population of the Long
Island Region will reach 2,905,000 persons, which reflects an average
annual growth rate of 0.5 percent over 1980. This is a slight increase
in the regionts population growth rate over the 1970 to 1980 period (see
Table 4-1).
4.2.1 Center of Lon{ Island Population
The approximate center of population for the region, as calculated in
1980 (Table 4-2), was 40045~1.1'' latitude and 72°80'55'' longitude. This
location is sllghtly west of the Nassau/Suffolk border line (Figure 4-1).
The location of the center of pbpulatlon, given the potential population
growth rate to the year 2003, suggests that the Town of Southold will be
about 50 miles from the center of populatlon. Thus the Town of Southold
1les on the ring of the population base.
The center of population for Suffolk County lles in the Town of
Brookhaven, still a conslderable distance from the Town of Southold
(Figure 4-2). Suffolk County's center of population in 1980 has been
calculated to lie at a point 40°46'94" latitude and 7l'69'39" longitude.
4-3
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Table 4-i.
D-SOUTHOLD.1/VTB4-1.1
08/10/84
Population Profile of Long Island, 1960 Through 1003
Population
Average Annual
Growth Rate
(Percent)
History
1960
1970
1980
Porecast
1988
1993
1998
2003
1,967,000 --
2,555,800 2.7
2,605,813 0.2
2,690,000 0.4
2,760,000 0.5
2,831,000 0.5
2,905,000 0.5
U.S. Bureau of the. Census, 1980.
New York State Department of Commerce Population pro~ectlons,
1983.
PRC/ESE, 1984.
4-4
D--SOL']I{DLD. 1/}FfB4-2.1
o811o/~
Table 4-2. Center of Population Calculations, L~g Island Region
Population Weighted
Latitude by Latitude Longitude
Population (Minutes) (in thousands) (Minutes)
1970 1980 N of ~0~ 1970 1980 W of 72°
Population Weighted
by Latitude
(in t,hoummds )
1970 1980
N. 1~. read 235,007 218,624 45 10,575 9,838 108
H~apsteed 834,719 772,590 ~0 33,389 30,904 104
Oyster Bay 359,112 303,368 50 17,694 15,184 92
Suffolk
Hm'~tiugton 200,172 201,512 ~8 9,608 9,673 80
Babylon 203,570 203/~B3 42 8,550 8,5~4~ 95
Islip 278,880 298,897 ~6 12,828 13,750 75
Smithtown 144,657 116,663 50 5,733 5,883 73
Brookhavem 245,760 365,015 50 12,228 18,251 60
Riverhead 18,909 20,243 55 1,040 1,113 ~0
Southampton 36,154 43,1~6 53 1,916 2,287 24
Southold 16,804 19,172 ~6 1,109 1,265 27
East Hmapton 10,980 14,029 55 604 771 19
llmelter Island 1,644 2,071 66 108 137 20
TOTAL 2,555,868 2,605,813 115,644 117,552
25,381 23,611
86,811 80,349
33,038 27,939
16,614 16,121
19,339 19,331
20,916 22,417
8,370 8,516
14,7~6 21,900
7~6 810
868 1,036
453 518
~09 267
32 6~
226,933 222,881
1960 Latitude Longitude
1960 ~0°45.10' 72°92.00'
1970 ~0045.25' 72°88.79'
1980 40°45.11, 72080.55'
Sources: U.S. Bureau of Census, 1980.
IRC/ESE, 1984.
\IE &lBT H&MP~
LEGEND
..... COUNTY
..... TOWN
Figure 4-1
LONG ISLAND REGION--
CENTER OF POPULATION, 1980
SOUTHOLD, NEW YORK
Airport Site Selection/
Master Plan Study
D-SOUTHOLD . i/PO . 2
08/10/84
4.2.2 Population of Southold
The permanent population of the Town of Southold rose from 16,804 persons
in 1970 to 19,172 persons in 1980. However, since the purpose of this
study is to assess the potential for aviation activity in the Town of
Southold, it is necessary to assess both the permanent residents and the
su~er res/dents in the Town.
According to the 1980 Special Census of the Population, the net increase
in the s,,mmer residents was 20,646 persons. Table 4-3 shows these
estimates, which were prepared by the Long Island Regional Planning
Comission. Combining these figures (s,mmer residents) plus the
permanent residents shown in 1970, the total population market was
approximately 30,000 persons. By 1980, the population market rose to
29,818 persons, representing an average annual growth rate of
3.6 percent between 1970 and 1980. This was almost three times the
growth rate of Suffolk County during the same period. The observation to
be made is that 8outhold's population market is growing faster than the
population market for Suffolk County.
Through the period from 1980 to the year 2003, the Southold population
market is expected to grow by 1.4 percent annually through 1993 and by
1.1 percent annually thereafter. Thus, the Southold population market by
the year 2003 is estimated to be 53,100 persons, a population which would
exceed the growth rate for both the County of Suffolk and the Long Island
Region. Table 4-4 shows these calculations.
4-8
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Table 4-3.
D-SOUTEOLD. 1/VTB4-3.1
08/17/84
1980 Summer Population Estimates, Town of Southold
Population
1980 Population
Persons Per Household
Summer Guest
Second Homes
Sum~er Population
Camp Sites
Persons Camping
Motel Units
Capaci£y
Total Increase in Summer Population
Total PopuIation
Growth Rate, 1980/1970
19,172
2.54
5,596
3,185
12,740
186
533
1,566
20,646
39,818 Persons
3.6 Percent per
Year
Sources: U.S. Bureau of Census, 1980.
Long Island Reglonal Plannin$ Co~missiou, 1980.
4-9
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Table 4-4.
D-SOUTHOLD. 1/VTB4-4.1
08/17/84
Population Market, Long Island, Suffolk, and Southold
Growth Growth
Long Rate Southold Kate
Island Suffolk (Percent) Winter Summer Total* (Percent)
Histor~
1970 2,556 1,127 -- 16,804 NA 30,000
1980 2,606 1,284 1.3 19,172 20,646 39,818 3.6
Forecast
1988 2,690 1,390 1.0 21,200 23,100 44,300 1.4
1993 2,760 1,495 1.4 22,900 24,600 47,500 1.4
1998 2,831 1,540 0.6 23,800 26,500 50,300 1.1
2003 2,905 1,611 0.8 24,800 28,300 53,100 1.1
* Estimate for total winter and summer.
U.S. Bureau of Census, 1~80.
Long Island Regional Planning Co~ission, 1980.
PRC/ESE, 1984.
New York State Department of C~erce Population Projections, 1983.
4-10
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D-SOUTHOLD. 1/INC. 1
O8/lO/84
4.3 INCOME
The median family income of the permanent residents in the Town of
Southold in 1979, as well as in 1970, was lower than for Suffolk County
as aw hole.
Both Southold and Suffolk County are considerably less affluent than
Nassau County. The median family income in Nassau in 1979 was $26,246
compared to $24,195 for Suffolk and $21,013 for Southold.
In the 10 years under study, Suffolk County was gaining relative to
Nassau County, primarily because of the influx of new residents. The
increase was +2.56 percent in Suffolk co~pared to +2.33 percent in
Nassau. However, the Town of Southold, compared to either Nassau or
Suffolk, had the strongest growth rate (+2.90 percent) over the same time
period. Thus the rate of income growth for the Town of Southold is
strong.
Over the study period to the year 2003, it is anticipated that income in
the Town of Southold will continue to grow et a faster rate than the Long
Island Region or Suffolk County.
Between 1970 and 1980, double-digit inflation was the rule rather than
the exception. The levels of absolute income were extremely high,
resulting in large absolute changes in the median family income. For
this forecast, using the Econometric Model of Long Island, the level of
median family income for Long Island will approximate $46,303 by the year
2003. The Econometric Model of Long Island was developed by
Prof. T. Conoscenti, Director--Division of Management, Polytechnic
Institute oi Hem York. (This assumes a 3.5-percent annual rate of chanEe
in the consumer price index.) For the Town of Southold, it is
anticipated that the median family income will approximate $43,600
(Table 4-5 presents these calculations). This represents an average
annual growth rate of 3.2 percent between 1980 and 2003.
4-11
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Table 4-5.
~-SO~t~OLm 1/V~S4-5.1
08/17/8~
Median Family Income, Long Island, Suffolk, and Southold
Long
Island Suffolk Southold
History
1970 $ 7,878 $ 6,795 $ 5,386
1980 $26,246 $24,195 $21,013
Percent Change +233 +256 +290
Forecast
1988 $32,000 $30,100 $27,700
1993 $36,200 $34,650 $32,875
1998 $40,900 $39,800 $39,000
2003 $46,300 $45,800 $43,600
Annual Growth Rate
1980-2003 2.5~ 2.8Z 3.2Z
U.S. Bureau of the Census, 1980.
Ecouometrlc Model o[ Long Island, 1980.
OBERS Report, 1980.
PRC/ES~, 1984.
4-12
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m-SOU~OLml/~NC.~
08/10/8~
Siuce the income levels presented approximate the income levels for the
permanent residences of Southold only, it is necessary to establish the
relative value of mediau family income for those who have second homes in
the Town. D£scusslous with mortgage officers at a number of major Long
Island hanks (e.g., Long Island Trust Co., Norstar Bank, Nassau Trust
Co.) suggest that, ou the average, the median family income of second
homeowners is two and one-half times that of permanent residents.
Given the 1980 dates, the median income for second homeowners will
approximate $53,000. Using a simple average, it is estimated that the
combined median family income in 1980 was $37,000 per year.
To s,mmarize, the recorded income for the Town does not reflect the true
level of income, since it does not account for second homeowner
residents.
4.3.1 Sources of Income
The popular[on of the Town of Southold derives approximately 55.7 percent
of its income fram wages, salaries, and proprietors' income, compared to
either Long Island or Suffolk County, which derive over 84 percent of
their incomes in the same manner. The lower percentage point difference
reflects the fact that almost one-half of the income is derived from
nonproduction sources, which represent a stable environment for growth
since expenditures patterns are consistent over time (Table ~-6).
An interesting point to observe is that Southold, compared to the region
or county, derives a higher percentage of its income from blue collar
employment rather than white collar employment. Table 4-7 presents these
findings.
In a recent study of the Long Island Region (Long Island's Economic
Outlook, 1984-1990), it is auticipated that by the year 1990, employment
4-13
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Table 4-6.
Distribution of Income Sources (Percent)
D-SOUTHOLD.I/VTB4-6,1
08/i0/84
1980 Southold
Nassau Suffolk 1980t 1970
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Wages and Salaries 76.3 80.3 47.0 44.1
Self Employment* 8.2 5.6 8.7 7.2
SUBTOTAL 84.5 85.9 55.7 51.3
Interest and Dividends 7.6 4.8 NA NA
Social Security 3.7 4.3 22.1 19.6
Public Assistance 0.4 0.7 1.7 1.5
Ail Others 3.8 4.3 20.5 27.6
TOTAL 100.0 100.0 100.0 100.0
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* Includes farms.
t Estimates Econometric Model of Long Island, Prof. T. Conoscenti,
Director-Division of Management, Polytechnic Institute of New York.
Source: PRC/ESE, 1984.
4-14
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Table 4-7.
D-SOUTHOLD.i/VTB4-7.1
08/10/84
Occupational Distribution (Percent); Long Island, Suffolk,
and Southold; 1970
Long
Occupation Island Suffolk Southold
White Collar Occupation 60.4 53.7 48.4
Professional, Technical, Kindred 18.7 18.4 14.6
Nonfarm Managers and Administrators 11.8 9.6 i0.0
Sales Workers 9.8 8.3 6.9
Clerical and Kindred Workers 20.1 17.4 16.9
Blue Collar Occupation 27.6 32.4 33.6
Craftsmen, Foremen, Kindred 13.6 15.7 16.1
Operatives 10.6 12.7 10.7
Nonfarm Laborers 3.4 4.0 6.8
Farm Occupations 0.3 0.6 5.0
Service Occupations 11.7 13.3 12.9
TOTAL 100.0 100.0 100.0
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Source: U.S. Census, 1970.
4-15
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D-SOUTHOLD. 1 / INC. 3
08/10/84
by place of work w£11 grow by 2.5 percent, annually growing from an
employment base of 953,100 persons in 1981 to 1,121,400 persons in 1990.
This study was prepared by Prof. T. Conoscenti, D/rector--D/v/sion of
Management, Polytechnic Institute of New York, in January 1984.
Table 4-8 presents these calculations. For the forecast period, it will
be assumed that the Region's growth rate between 1990 and the year 2003
will be 2.0 percent. The interesting observation to make is =hat by the
year 1990, the services sector of the economy will be the largest single
component of the Long Island economy. Table 4-9 presents some selected
econometric assumptions. Table 4-10 shows this sector to account for
over 55 percent of the total environment. For Southold, this means that
as the Long Island economy transforms itself towards a service economy,
so will the economic base of the Town of $outhold. The implication is
that white collar jobs will increase in the work force, resulting in a
higher income base for the Town.
4.3.2 Tourist Industry
In recent years, the tourist industry has played a significant role in
the development of the Region% economy. A recent study released by the
Long Island Tourist Convention Commission indicated that the tourist
industry on Long Island will exceed $10.0 billlou by the year 1990,
growing at an average annual rate of 11.5 percent per year between 1984
and 1990. Table 4-11 shows these calculations. The study also indicated
that the east end of Long Island will account [or 40 percent of this
total, or $4.0 billion. For Southold, the significance is that a good
portion of this money will be spent in the Town, thus increasing the
level of employment and income.
4.3.3 Economic Scenario
The necessary economic conditions which must exist to produce an
environment for aviation to exist and prosper do, in fact, exist.
4-16
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T, ble 4-8.
Lm~ Is~ Re~i~ml ~lo~.mt Projecti~a, 1984 ~hrough 1990
(~p~,nt by ~ace of Work)
1983 1984 1990
Cr(m~ch l~iteS*
83/82 84/83 9O/85
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Total Nm~gricultural 953.1
C~l~ract C~nstructi~ 36.9
Manufacturing 167.7
Dt~mbles 115.0
No,durables 52.7
Tr~mporta~'iam, a'..~,. ~,~ eatia~,e, ~3.0
and Public Utilitie~
Wholesale m~d l~tail 250.3
Finamm/Xnsur-,-.ce_/Real Estate 52.9
Services mxl Miscell--~s 233.9
969.5 1,121.4
37.5 40.1
171.1 237.4
117.4 174.2
53.7 63.2
44.1 50.3
+1.2 +1.7 +2.5
+1.1 +1.6 +1.1
0 +2.0 +5.6
· 0.2 +2.1 +6.8
0 +1.9 +2.7
+2.6 +2.5 +2.2
256.9 297.3 +2.5 +2.6 +2.5
53.3 62.1 -0.1 +0.1 +2.6
238.5 261.2 +2.9 +2.1 +1.5
168.1 173.0 -1.5 -0.4 +0.5
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* A~ra~e ~r~! gmme~h races.
Source: Eco~e~ric Model of ~ Isl.r~, 198~.
4-17
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Table 4-9.
Selected Economic Assumptions
D-SOUTHOLD.1/VTB4-9.1
08/17/84
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GNP average annual growth rate of 2.5 percent per year; 1985 to 2003.
Defense Contracts for the region growing by 6.0 percent per year 1985 to
1990; and 4.5 percent per year, 1990 to 2003.
New York City's Gross Regional Income growing by 3.5 percent per year.
Commuter Income growing by at 3.0 percent per year.
Population Growth: see Figure 4-7.
Prime Rate: 12 percent per year.
Energy Assumption: 10.5 percent per year.
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Polytechnic Institute of New York, 1984.
4-18
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Table 4-10.
D-SOUTROLD. 1/VTB4-10, i
o7/10/84
Long Island Region Net Employment Increases to 1990
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Net Growth
1990 (in Percent Increases Rate
thousands) of Total (Actual) (Percent)
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Total Nonagricultural 1,121.4 100.0 151,900
Contract Construction 40.1 3.6 2,600
Manufacturing 237.4 21.2 66,300
Durable 174.2 15.5 56,800
Nondurable 63.2 5.6 9,500
Transportation, Communications, 50.3 4.5 6,200
and Publ£c Utilities
Wholesale and Retail 297.3 26.5 40,400
Finance/Insurance/Real Estate 62.1 5.5 8,800
Services and Miscellaneous 261.2 23.2 22,700
Government Federal/State/Local 173.0 15.4 4,900
Service Sector 55.2
2.5
1.1
5.6
6.8
2.7
2.2
2.5
2.6
1.5
0.5
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Sources:
Econometric Model of Long Island, 1984.
4-19
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Table 4-11.
D-SOUTHOLD. i/VTB4-11.1
08/10/84
Tourism/Convention Expenditures (Billions)
Growth Rate
(Percent)
~istor~
1978 $ 1.377 NA
1979 -- --
1980 -- --
1981 2.686 25.8*
1982 ~ --
1983 4.658 31.5
1984 $ 5,800 26.1t
1990 10.000 11.5
Average annual growth rate.
Percent change, 1984/1983.
Sources: Long Island Tourist Convention Commission Study, 1983.
1983 and 1984 Tourist Market Estimates, 1983.
4-20
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D-SOUTHOLD. 1/INC.4
08/10/84
In the case of Southold, the growth rate of the population base
(permanent plus s,,~r, er) will exceed that of Suffolk County throughout the
forecast period. Median income is expected to grow by 3.2 percent
annually throughout the forecast period, reaching a level of $43,600 by
the year 2003. However, as noted, the actual level of income.will be
higher due to higher income levels of second homeowners. In addition,
throughout the forecast period, the sources of income for the population
base will continue to shift away from blue-collar employment towards
white-collar employment, especially in the service industries (i.e,
retailing, wholesaling, personal and business services).
As part of the service sector, tourism will play an important role in
providing the transition from blue-collar jobs to service sector jobs.
Although it is difficult to quantify the role a growing tourist base will
have on the level of aviation activity, it can only be assumed that they
are interrelated and will support each other during the forecast period.
To conclude, the data and analysis presented herein indicate the Town of
Southold will grow significantly by the year 2003.
4-21
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D-SO~Ci%IOLD.1/GAS.1
08/i0/84
4.4 G~NERAL AVIATION SCENARIO
The widespread acceptance of air transportation since the early 1960s and
the country's increasing dependence upon air transportation for intercity
travel has not been limited to co~mon-carrier air transportation offered
by the scheduled airlines and scheduled air taxi operators. On the
contrary, general aviation, which encompasses all civil flying other than
the scheduled services, now accounts for a significant number of aircraft
flight hours and aircraft.
Given the current state-Of-the-art in the technology of small aircraft
(i.e., fuel-efficient, light weight, etc.), it is expected that the level
of the general aviation market will rise by the year 2003. The
integration of these factors, coupled with national and local economic
factors, will determine the anticipated levels of general aviation
activity within $outhold.
General aviation activity, in broad terms, is determined by the number of
based aircraft at the airport and by transient aircraft. The procedure
employed to forecast general'aviation activity is first to forecast the
number of aircraft which will be based at the airport. The next step is
to forecast the level of aircraft operational activity.
4-22
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D-SOOTI{OLD.1/]}~,AA.1
08/10/84
4.5 BASED AIRCRAFT AND AVIATION ACTIVITY
The number of aircraft based at an airport is one of the basic yardsticks
of general aviation demand. A based aircraft is defined as being stored
at the airport for an extended period of time. This figure is projected
by first forecasting the number of active registered aircraft in the
region and then estimating the portion based at the subject airport.
4.5.1 Aircraft Ownership
An investigation of the availability of general aviation facilities
revealed that in the towns surrounding Southold, there are 13 general
aviation airports housing 874 based aircraft. In the Town of Southold,
there are three airports with a total of 28 based aircraft. These
aircraft represent approximately 3.2 percent of the total aircraft based
in the vicinity. Table 4-12 presents these findings.
Since the level of based aircraft in Southold is small relative to the
total, it is necessary to forecast the relative levels of registered
aircraft for the region and then relate this forecast to the Town of
Southold to determine the number of potential based aircraft.
Although the objective of this study is to determine the anticipated
activity in the Town of Southold and not that of the region, close
coordination between this study and ongoing Downstate General Aviation
System Plan (GASP) Study is necessary. This coordination is considered
essential in that the Town of Southold falls within the Downstate GASP
Study Area.
The GASP Study utilized a number of different methodologies in
forecasting the Downstate area's regional requirements, each yielding
different levels of aviation activity. The forecast that will be
utilized in this study represents constant market share projections.
results of this forecast are shown in Table 4-13.
The
4-23
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Table 4-12.
D-SOUTHOLD.1/VTB4-12.1
08/10/84
Airports with Based Aircraft in the Vicinity of the Town of
Southold
!
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Based
Township Aircraft Percent
Brookhaven 207 23.7
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Brookhaven 180
Coram 6
Spadaro 21
Islip 479 54.8
L.I. MacArthur 423
Bayport 56
East Hampton 65 7.4
East Hampton 51
Montauk 14
Hiverhead 12 1.4
Riverhead 6
Talmage 6
Southampton 83 9.5
Suffolk County 83
Southold 28 3.2
Mattltuck 23
Rose Field 3
Elizabeth 2
TOTAL 874 100.0
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FAA Form 5010-1.
FAA Terminal Area Forecast FY1982, 1981.
Personal interviews with airport operators, 1984.
4-24
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TabLe 4-13. Constant Market Share
1985
1990
1995
2005
Average Annual Growth Rate:
Source: PRC/ESE, 1984.
4-25
D-SOUTHOLD.1/VTB4-13.1
08/10/84
Region's
Registered Aircraft
2,394
2,890
3,418
4,443
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D-SOUTHOLD.1/BAAA. 2
08/10/84
By the year 2005, it is anticipated that there will be approximately
4,443 registered aircraft. This represents a 3.1-percent average annual
growth rate over 1985.
4.5.2 Southold Based Aircraft
Several factors influence an owner's decision as to where his aircraft
should be based (stored). A recent survey conducted by the
U.S. Department of Transportation revealed that the most influential
factor is accessibility. Other significant factors are the quality of
the airport, the quality of fixed based operators, airport and FBO
prices, and aircraft operatioual requirements. During the GASP's base
year (1982), there were 23 aircraft based at the sole public use airport
(Mattituck) in Southold Town. Using this figure as a basis for their
forecast, the GASP Study estimated the number of based aircraft at
Southoldts public usa airport to rise to 45 by the year 2005. These
levels of based aircraft are shove in Table 4-14.
This represents an increase of 3.1 percent growth per year between 1982
and 2005. The forecast is based on the assumption that the number of
based aircraft in Southold will grow at the same rate as the region
(i.e., 3.1 percent per year for the region; 3.1 percent per year for the
airport).
During the month of November 1983, a survey of potential airport users
was conducted to identify aviation activity at the To~n of Southold's
airport. As part of the survey, members of the North Fork Aviation
Association (NFAA) were surveyed, in addition to other potential users of
the airport. The results of the survey have been discussed in the
previous section of this report.
However, of the 49 respondents, 25 individuals did own aircraft (some own
more than one aircraft). Of these, only 12 aircraft are based in
Southold. Of the remaining 24 aircraft, 13 indicated that they would
4-26
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Table 4-14.
D-SOUTHOLD.1/VTB4-14.1
08/10/84
Based Aircraft at Southold Public Use Airport, Downstate
General Aviation System Plan Study
Year Number
1982 23
1985 24
1990 29
1995 34
2005 45
PRC/ESE, 1984.
4-27
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P-SOUTHOLO. 1/BAAA. 3
08/10/86
relocate their aircraft to Southold if adequate facilities were
available. A discussion with members of the h'FAA indicated that the
primary reason for their not basing their aircraft in the Town of
Southold was that the Mattituck Airport has limited facilities and is
closed after dark.
Assuming that a new airport facility woqld provide solutions to these
shortcomings, then the total level of aircraft based at a new airport in
SouChold in 1984 would approximate 33 aircraft (Table 6-15). This
assumes that relocation of aircraft would occur (the survey) from other
airports to Southold. It should also be noted that of the 23 aircraft
currently based at Mattituck, approximately one-quarter of them have
indicated they would remain there.
Since the questionnaire primarily surveys the Southold universe, it is
most likely that others would relocate their aircraft to Southold
especially during the s,-~.er months when populatlon increases. Osing
33 aircraft as a base--and, as noted previously, the economic base of
$outhold (see Section 6.3.3,.Economic Scenario) is expected to grow
faster than the region--and using the previously discussed Econometric
Nodal of Long Island, it is estimated that the growth rate of based
aircraft at the proposed Southold Airport will exceed the region's growth
rate to the year 2003. Table 4-16 presents these figures. This
parallels the economic discussion in the previous subsection, with
corresponding economic assumptions.
4.5.3 Based Aircraft by Type
The base year mix of aircraft o~nership was identified by reviewing the
master aircraft registration file. A forecast of individual aircraft was
then prepared by extrapolating the 1986 trend of individual aircraft
types and assuming that the current mix of aircraft will change towards
slightly larger and faster (multi-engine) aircraft during the planning
period. By the year 2003, it is anticipated that the aircraft mix at the
4-~8
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Table 4-15.
D-SOUTHOLD.1/VTB4-15.1
08/10/84
Southold Airport Anticipated Based Aircraft (1984)
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Currently Based at Mattituck that Would Relocate
Relocated from Other Airports*
TOTAL
17
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* Includes multiple aircraft ownership.
Source: PRC/ESE, 1984.
4-29
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D-SOUTHOLD. 1/VTB4-16 · 1
08/17/84
Table 4-16. Total Based Aircraft--Southold Airport
1988
1993
1998
2003
Average Annual Growth Rate:
Source: P~C/ESE, 1984.
4.2%
Aircraft
36
44
54
67
4-30
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D- SOUTHOLD. 1 / BAAA. 4
08/10/84
new Southold Airport would consist of 94 percent single-engine aircraft
and 6 percent multi-engine aircraft. This translates into a mix of
63 single-engine aircraft and 4 multi-engine aircraft. Table 4-17
presents the based aircraft fleet mix.
4.5.4 Aircraft Movements
The total number of general aviation aircraft movements at Southold
Airport is comprised of aircraft movements performed by based aircraft
plus Chose performed by translenC aircraft. These movements are further
classified as iClnerant or local aircraft movements. IClnerant movements
are landings and takeoffs performed by aircraft in transit between
Southold and another airport. Local movements are those landings and
takeoffs associated with training or sightseeing flights.
Due Co the lack of available historical data, the development of an
integrated analysis for projecting operations and fuel usage is
inappropriate because neither the inputs nor the results can be verified.
PRC Speas utilized the results of its ~neral Aviation Aircraft Movements
Model developed for the Oswego County Airport Master Plan, which showed
thaC the number of itinerant movements performed by transient aircraft
equals the number of itinerant movements performed by based aircraft
multiplied by 1.50 for each aircraft type.
Table 4-18 outlines the general specifications of the General Aviation
Aircraft Movements Model.
Table 4-19 presents the estimated base year operations and forecast of
aircraft movements at $outhold Airport. Table 4-20 shows the forecast of
activity by type of aircraft and type of operation. Total aircraft
movements are forecast to be 16,900 movements by 1988. By 1993 this is
4-31
Table 4-17.
D-SOUTHOLD.1/VTB4-17.1
o8/18/84
Southold 'Airport--Gemeral Aviation Based Aircraft by Type
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Aircraft Type
1984' 1988 1993 1998 2003
FORECAST
Single-Engine 23 23 27 33 40
1-3 Seats
Single-Engine 10 13 16 19 23
4+ Seats
Multi-Engine -- -- 1 2 '4
~12,500 lbs.
TOTAL 33 36 44 54 67
PERCENT DISTRIBUTION
Single-Engine 70 67 62 61 60
1-3 Seats
Single-Engine 30 33 36 35 34
~+ Seats
Multi-Engine .... .~ 4 6
~12,500 lbs.
TOTAL 100 100 100 100 100
Source:
Records of Aircraft Based at Mattituck Airport and NFAA Survey
Results.
PRC/ESE, 1984.
4-32
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Table 4-18.
D-SOUTHOLD.1/VTB4-18.1
06/28/84
General Aviation Aircraft Movements Model
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2 9
k-1 j-1
Given:
uszj~t
t
TAMj~t ' 1.50 * BAMj~t K = 1
Where:
TOTt = Total aircraft movements during same period (t).
BAMj~t =
TAMj~t =
BAC
HRS =
PFT =
MPH =
PBA
usEa =
Based aircraft movements in flight type (1) and aircraft type
(j) during year (t).
Transient aircraft movement in flight (k) and aircraft type (j)
during year (t).
'Based aircraft.
Hours flown by based aircraft.
Percent of hours flown.
Movements per hour.
Percent of movements conducted at base airport.
Given usage mix (a);
Aircraft type (j):
Flight type (k):
1 - single engine 1-3 seats,
2 - single engine 4+ seats,
3 - multi-engine <12,500 lbs.,
4 - multi-engine ~12,500 lbs.,
5 - turboprop ~12,500 lbs.,
6 - turboprop >12,500 lbs.,
7 - turbojet,
8 - rotor,
9 - other; and
1 - itinerant flight,
2 - local flight.
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PRC/ESE, 1984.
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Table 4-19.
D-SOLrI%IOLD. i/V?B4-19.1
08/~0/S4
Forecast of Local and Itinerant Movements--Southold Airport
m
Off-Season* SeasonT Total Total
Year Local** Itinerant LocalT$ Intinerant Local Intinerant Movements
1988 3,700 1,900 7,500 3,800 11,200 5,700 16,900
I 1993 4,600 2,300 9,200 4,600 13,800 6,900 20,700
I 1998 5,600 2,800 11,200 5,600 16,800 8,400 25,200
2003 7,000 3,500 14,000 7,000 21,000 10,500 31,500
I * Assumes 26 weeks.
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T Assumes 26 weeks.
** Four movements/week/aircraft.
TS Eight movements/week/aircraft.
Source: PRC/ESE, 1984.
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D-SOUTHOLD. I/VTB4-20.1
08 / 17/84
Table 4-20. Forecast of General Aviation Movements by Type--Southold
Airport
Aircraft Type 1988 1993 1998 2003
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Single-Engine, 1-3 Seats 11,300 12,800 15,400 18,900
Single-Engine, 4+ Seats 5,600 7,500 8,800 10,700
Multi-Engine -- 400 1,000 1,900
Local Movements:
Based Aircraft 11,200 13,800 16,800 21,000
Transient Aircraft ......
Itinerant Movements:
Based Aircraft 3,800 4,600 5,600 7,000
Transient Aircraft 1,900 2,300 2,800 3,500
Total Movements 16,900 20,700 25,200 31,500
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Source: PRC/ESE, 1984. '
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D-SOUTHOLD. 1/BAAA. 5
08/10/84
expected to rise to 20,700 movements, and by the year 2003 over
31,000 per year. The long-run forecast of total movements represents an
average long-run annually compounded growth rate of 4.2 percent.
4.5.5 Instrument Activity
Table 4-21 presents the forecast instrument operatious and approaches at
the proposed Southold Airport. Since there is no history, the activity
projected in this forecast represents a potential that could be realized
should the airport be equipped with an approach NAVAID. An instrument
operation is defined as an aircraft movement handled by an Air Traffic
Control (ATC) facility for the arrival or departure of an aircraft at an
airport or an Instrument Flight Rules (IFR) flight plan or for the
provision of IFR separation. An instrument operation may occur in visual
(VFR) as well as IFR conditions. An instrument approach, on the other
hand, is an IFR approach made under actual IFR weather conditions. For
purposes of this analysis, it was assumed that the North Fork experiences
VFR conditions 83.5 percent of the year, IFR conditions approximately
12 percent of the time on an annual basis, and "below minimums"
approximately 4.5 percent o~ the year when the airport would be closed.
The above percentages, which are rounded, are based upon the combined
meteorological analysis of conditions at Suffolk County and Tweed-New
Haven Airports, as discussed in Section 3. It was further assumed that
the minimums for a nonprecision instrument approach at Southold's airport
would closely resemble those at Calverton with its VORDME approach to
Runway 32. Calverton's minimums with this NAVAID are a cloud ceiling of
580 feet above mean sea level and visibility of 1 mile. By applying the
forecast level of operations to the above weather characteristics on the
North Fork, annual instrument operations and approaches were estimated
for each of the forecast years as shown in Table 4-21.
4.5.6 Fuel Flowa~e
Fuel flowage refers to the number of gallons of aviation fuel projected
to be sold at Southold Airpark. The forecast of fuel flowage is provided
to allow projections of future airport revenues.
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D-SOUTHOLD. 1/VTB4-21.1
07/17/84
Table 4-21. Forecast of Instrument ActlvltY--Southold Airport
1988 1993 1998 2003
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Total Itinerant Movements 5,700 6,900 8,400 10,500
Instrumeut Operations* 1,368 1,656 2,016 2,520
Instrument Approaches 342 414 504 630
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* Assumes 20-percent instrument operations if approach were available.
NOTE:
Above estimates based upon 83.5 percent VFR, 12 percent IFR, and
4.5 percent below possible approach minimums (airpor~ closed due
to inadequa=e ceiling and/or visibility).
Source: PRC/ESE, 1984.
4-37
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D-SOUTHOLD. 1 / BAAA. 6
08/10/84
Since hlstorical fuel flowage data for Southold is not available, certain
assumptions have been made. The fuel flowage figure for 1988 and
throughout the planning period was estimated based on the assumption Chat
aircraft purchase an average of 5 gallons per departure. This figure is
based upon the £uel consumption statistics at other local airports (i.e.,
Brookhaven, East Hampton, and Suffolk County Airports). The fuel burn by
aircraft type and the percent purchased aC the base airport vere obtained
from various FAA and PRC/ESE survey data. Based on the data, the
estimated fuel flovage viii approximate 78,750 gallons per year by the
year 2003.
Table 4-22 presents fuel flovage estimates at Southold for the planning
period 1988 to 2003.
4.5.7 Terminal Area Relationships
Data for Covered airports located in the Northeast reveal that
approximately 15 percent of general aviation itinerant operations, and
13.3 percent of general a¥iation local operations, occur during the peak
month of the year. Additionally, FAA survey data reveal that
approxlmately 10 percent of local activity, and 9 percent of itinerant
activity, occur during the peak hour of the average day of the peak
The above-mentioned relationships are applied to the annual forecasts as
a basis for preparing the general aviation termlnal area relatlonshlps.
Table 4-23 presents the forecast terminal area relationships.
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Table 4-22.
D-SOUTHOLD.1/VTB4-22.1
08/10/84
Southold Airport--Fuel Flowage Estimates
Year Fuel Flowase Gallons
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1988 42,250
I 1993 51,750
1998 63,000
I 2003 78,750
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Source:
PRC/ESE, 1984.
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Table 4-23.
D-SOUTHOLD.1/VTB4-23.1
08/10/84
General Aviation Terminal Relatiouships--Southold Airport
1988 1993 1998 2003
Based Aircraft:
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Local Movements
Peak Month 1,490 1,835 2,234 2,793
Average Day 50 61 74 93
Peak Hour 5 6 7 9
Itinerant Movements
Peak Month 570 690 840 1,050
Average Day 19 23 28 35
Peak Hour 2 2 3 3
Transient Aircraft:
Itinerant Movements
Peak Month 285 345 420 525
Average Day 10 12 14 18
Peak Hour 1 1 I 2
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Source:
PHC/ESE, 1984.
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D-SOUTHOLD. 1/PCATA. 1
08/13/84
4.6 POTENTIAL COIOiUTER/AIR TAXI ACTIVITY
The proposed Southold Airport is primarily planned to accommodate general
aviation activity. However, the need to evaluate a limited level of
commercial activity is apparent in view of the fact that many general
aviation airports are serviced by small air taxi operators. In the case
of Southold, ~ir taxi operators do serve the area from as nearby as
20 miles away (across the Long Island Sound in New London) to as far away
as points in New Jersey. There are four air taxi operators which
currently serve the Southold area: Action Air, Coastal Air, New England
Airlines, and Yankee Airways.
At present, there are some 60 to 70 operations per day during the summer
months and i0 to 15 operations per day during the winter months. Yankee
Airways has served the area for the longest period of time with the other
operators coming into the marketplace within the last 3 years.
Since no historical records exist pertaining to this activity, any
detailed analysis would .be inappropriate. However, discussions with
Yankee Airways and PRC/ESE internal staff analysis suggest Chat if a new
airport is built the number of operations per day would most likely grow
at a rate of approxlmately 5 percent per year throughout the forecast
period. By the year 2003, winter operations are anticipated to reach a
level of 32 per day, and summer operations are expected to increase to a
level of 172 per day. All of these operations are expected to be
conducted by light twin-engine aircraft. The projections of potential
commuter/air taxi activity are presented in Table 4-24.
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Table 4-24.
D-SOUTHOLD.1/VTB4.1
08/18/84
PoCentlal Commuter/Air Taxi Daily Operations--Southold
Airport
1983 1988 1993 1998 2003
Number of Daily Operations:
Winter months
S,-.~er months
13 16 20 25 32
65 83 106 135 172
Sources: Discussions with Yankee Airvays, 1984.
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PRC/ESE, 1984.
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D-SOUTHOLD. 1/DCAFR. 1
06/28/84
5.0 DEHAND/CAPACITY ANALYSIS A~ID FACILITY REQUIREMENTS
Having established demand parameters for the proposed Southold Airport,
in terms of potential traffic projections, the capacity and sizing of
needed aviation facilities can be calculated. These computations are
then compared to the anticipated demand to determine the extent of
development, if any, of the various airport components.
Projections of potential aviation demands have been set forth in
Section 4.0 (Forecast of Aviation Demand). The following section
presents the capacity of various airport facilities needed to accommodate
this demand and recommendations for providing these facilities.
Capacity requirements have been determined for the following three
aspects of the proposed Southold Airport: (1) the landing area, (2) the
terminal and support area, and (3) airspace and navigatlonal aids.
Additionally, a discussion on the viability of and need for establishing
a publicly-owned airport in the Town of Southold precedes the
presentation of capacity requirements.
The capacity calculations, based upon various forecast components, should
be regarded as generalized plannlng tools which assume attainment of
forecast levels. Should the forecast prove conservative, proposed
development should be advanced in schedule. Likewise, if traffic growth
materializes at a slower rate than forecast, deferral of expansion would
be prudent.
5.1 AIRPORT ROLI~
The surveys of potential users of the proposed airport conducted as part
of this study and discussed in Section 3.0 identified various aircraft
types that intend to utilize the Town airport. Based upon the surveys,
it is expected that single-engine aircraft will be the primary user of
the new Southold Airport; however, it is anticipated that the facility
will also be utilized by some light twin-engine aircraft.
5-1
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D.,- SOL,'T~OLD. 1/DCA~'R. 2
06/28/84
According to FAA Advisory Circular 150/5300-4B, dated September 23, 1983
(Utility Airports--Air Access to National Transportation), there are four
types of utility airports. These four types are discussed in Appendix C;
however, since it is expected that Southold's airport should be designed
for small tv£n-engine aircraft (i.e., Piper Navajo, Cessna 402, Beech
King Air, etc.), the airport should conform with the standards of a
General Utility-Stage I airport. Based on FAA's definition, as discussed
in AC 150/5300-4B, the proposed airport should serve ". . . all small
airplanes. Precision approach operations are not usually anticipated.
This airport is also designed for small airplanes in Airplane Design
Group I."
5-2
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D-SOUTHOLD.1/AF.1
06/28/86,
5.2 AIRSIDE FACILITIES
The airside facilities at the new Southold Airport consist of any
facilities specifically intended to accommodate arriving and departing
aircraft and their access to or from the active landing strip.
Typically, these facilities include the runway, taxying routes, and
navigational aids. This section presents a discussion of these specific
facility requirements at the new airport.
5.2.1 Airfield STstem Capacity
The capacity of a given airfield system is dependent on its basic
configuration, on the type and mix of aircraft, and on system usage.
Inherent to the concept of capacity is the assumption of acceptable delay
in accommodating aircraft demand.
To understand fully the magnitude level of potential demand and probable
capacity at the new Southold Airport, a typical airfield configuration
was assumed. The basic layout consists of a single runway with a single
taxiway access route at the.approximate midpoint of the runway. In
addition, it was assumed that neither an instrument landing system nor
radar coverage would be available at the new airport. Other assumptions
that have been made based upon FAA Advisory Circular 150/5060-5, Airport
Capacity and DelaT, dated September 23, 1983, include the following:
airport is used exclusively by single-engine and small twin-engine
aircraft, arrivals are equal to departures, and touch-and-go activity
constitutes approximately 20 percent of the total activity. It is felt
that the previously mentioned assumptions reasonably approximate the
Southold Airport situation in terms of airfield capacity.
FAA AC 150/5060-5 states that this airport configuration is capable of
accommodating between 59 and 72 operations per hour during vlsual flight
rules (VFR) conditions and between 20 and 24 operations during instrument
flight rules (IFR) conditions. VFR conditions are typically declared
when weather permits a minimum visibility of 1 mile and a cloud ceiling
5-3
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D-SOUl,OLD. 1/AF. 2
06/28/8~
of 1,000 fee~ above ground level. IFR conditions are representative of
inclement conditions, which are below the above minimums, when the use of
instruments in the cockpit of the aircraft are required.
Utilizing the FAA's annual capacity methodology, the new Southold Airport
should be capable of accommodating approximately 183,000 operations on an
annual basis. Therefore, it is important to note that no airfield
capacity constraints can be expected at the new airport during the first
20 years of its life and, assuredly, well beyond. This statement is made
based upon the forecast of activity presented in the year 2003 (31,500
total general aviation movements). This level of activity is only
17 percent of the total airfield capacity. Thus, no airfield facilities
are warranted at the new Southold Airport for capacity reasons.
5.2.2 Runway Length
Runway length is a critical consideration in airport planning and design.
Aircraft need specified runway lengths to operate safely under varying
conditions of wind, precipitation, temperature, and takeoff weight.
The FAA publication Utility Airports--Air Access to National
Transportation, AC 150/5300-4B (dated September 23, 1983) contains
criteria utilized in developing the runway length requirements needed to
accommodate the smaller types of general aviation aircraft. The
recommended runway lengths are based upon performance curves developed
from FAA-approved flight manuals. Runway length curves for Ceneral
Utility-Stage I airports were used in this analysis. Runway lengths were
developed based upon a mean maximum temperature of 86°Fahrenheit and an
approxlma~e airport elevatlon of 50 feet above mean sea level (HSL).
This resulted in a runway length requirement of 3,600 feet for the new
Southold Airport. A runway with this length is capable of accomodating
the following typical aircraft :ypes:
1. Piper Twin Comm-uche,
2. Beech Baron,
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3. Cessna 402, and
4. Piper Navajo.
D-SOUTHOLD. 1/AF.3
06/28/84
Two of the survey respondents own aircraft of the types previously
mentioned; thus, it is recommended that the airfield configuration at the
new airport include a 3,600-foot runway.
Based on criteria set forth in FAA AC 150/5300-4B for the length of a
crosswind runway, if it is determined that Southold's airport needs a
second runway, it should be at least 80 percent of the length of the
primary runway. In light of the recommendation for a 3,600-foot length
for the primary runway, the crosswiud runway at Southold should be at
least 2,880 feet in length. Thus, if a crosswlnd landing strip is
warranted at the proposed Southold Airport to meet FAA criteria, as noted
in the above Advisory Circular, of 95-percent annual wind coverage with a
10.5-knot crosewind, it is recommended that this runway be built at a
length of 2,900 feet.
5.2.3 Runway Width
FAA AC 150/5300-4B specifies certain minimum dimensions, clearances, and
separation standards for the design of utility airports. A minimum
runway width of 60 feet is recommended for visual and nonprecisioe
runways that are expected to serve aircraft with a wingspan of less than
49 feet (Airplane Design Group I). In that it is expected that the new
Southold Airport will be equipped with a nonprecision instrument
approach, rather than precision instrument approach capabilities, it is
recommended that the runway be constructed at a width of 60 feet.
5.2.4 Pavement Strength
In light of the fact chat a General Utility-Stage I airport is intended
to serve only smaller general aviation aircraft, it is recommended that
the pavement be designed to accommodate these aircraft. FAA
AC 150/5300-4B indicates that a pavement strength of 12,500 pounds is
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D-SOUTHOLD. I/AF.4
06/28/84.
recor~aended for General Utility-Stage I facilities. As such, a pavement
strength of 12,500 pounds is recommended for the proposed Southold
Airport. The two most critical aircraft, in terms of weight, that are
expected to operate at the new airport both weigh less than
12,500 pounds. The Beech Baron's maximum takeoff weight is 6,200 pounds
and the Piper Navajo is listed at 6,500 pounds, according to FAA
AC 150/5300-4B.
5.2.5 Runwa/ Orientation
Crosswind runway requirements are a function of aircraft performance,
crosswind components, and the desirable percentage of wind coverage.
Planning suidelines suggest that when the need for a crosswind runway is
evaluated, a maximum crosswind component of 10.5 knots (12 miles per
hour) should be used for basic and utility-type aircraft and 13 knots
(15 miles per hour) for transport and air carrier aircraft. Since it is
expected that the Southold Airport will only need to accommodate smaller
aircraft types, a 10.5-knot crosswind component is appropriate. Further,
according to FAA AC 150/5300-4B, sufficient runways of different
orientations should be planned that the airport achieves au annual
all-weather wind coverage of at least 95 percent with a 10.5-knot
As presented earlier in Section 3, the predominant wind orientation is
from the southwest during both VFR and IFR weather conditions. A runway
alignment of northeast-southwest (04-22) was first tested to determine
its annual wind coverage. Under "all time periods," this orientation
provided 85.89-percent wind coverage, which is well below the FAA
standard of 95 percent. The next test direction evaluated was
southeast-northwest (13-31), which increased slightly the annual wind
coverage to 86.62 percent. The final runway alignment which was
considered was a south southeast-north northwest (15-33) direction, which
resulted in an 86.14-percent annual wind coverage. The conclusion which
can thus be reached is that there is not one runway alignment that will
provide an airport on the North Fork with the required 95-percent
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D-SOUTHOLD. 1 / AF. 5
06/28/84.
wind coverage. Further, it appears that based on "all time periods,"
which includes VFR, IFR, day, night, and all seasons, the orientation of
the primary runway is flexible; however, it should be noted that the
proposed Southold Airport should incorporate plans for a two-runway
configuration to provide the needed wind coverage. It appears that the
two best alignments for $outhold's airport are southeast-northwest
(13-31) and northeast-southwest (04-22), which provide a total wind
coverage of 98.17 percent on an annual basis. It is thus recommended
that the new Southold Airport consist of two intersecting runways with
the previouely dlscuased orientations.
Since there is only a marginal difference between the amount of wind
coverage provided by these two alignments, a further weather analysis of
wind coverage during inclement (IFR) weather conditions was conducted to
assist in the designation of the primary runway direction. If one
direction provides a significant advantage in terms of coverage during
IFR conditions, the provision for instrument approach capabilities should
be considered on that runway. Since the primary runway is recommended to
be 700 feet longer than the crosswind runway, it is advisable that the
instrumental runway have the extra length and, thus, be designated as the
primary runway.
The IFR weather evaluation resulted in a determination that the
predominant wind direction during inclement conditions is from the
southwest. However, the combined coverage of NNE, NE, and ENE is better
than that of the opposite end (SSW, SW, and WSW). In fact, the 04 end
provides 10.11-percent IFR wind coverage versus 9.34 percent on the 22
end. For comparison purposes, the 13-end provides 9.14-percent wind
coverage during IFH weather, while the 31 end only provides 8.37 percent.
All of the above percentages include 4.01-percent calm wind conditions.
Based on this analysis, it is thus recommended that the northeast-
southwest (04-22) runway be designated as the primary runway with the
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n-SO~SOL~.
06/28/84
Runway 04 end equipped with instrument approach capabilities. Therefore,
the recommendation being set forth is that Runway 0~-22 should be
constructed with an overall length of 3,600 feet. It is also recommended
that the crosswind runway, 13-31 (southeast-northwest), be constructed at
a length of 2,900 feet.
5.2.6 Taxiway Requirements
As discussed in Section 5.2.1, the proposed $outhold Airport does not
need any airfield facilities for capacity reasons in that its capacity
rating with just a single runway is well in excess of its requirements.
However, from a safety standpoint, it might prove desirable to construct
a parallel taxiway on the primary runway. This type of improvement will
serve to permit taxiing aircraft to do so off of the active runway.
Without a parallel taxiway, a landing aircraft will need to hold away
from the airport and delay initiating its final approach until the active
runway has been vacated. Thus, based upon the airport's final
configuration, a parallel taxlway should be considered on the primary
runway. If such a taxlway is implemented, it should be constructed with
an overall width of 25 feet and with a runway centerline-to-taxiway
centerline separation distance of 225 feet. These dimensional standards
are recommended in FAA AC 150/5500-4B.
5.2.7 Airfield Separation Criteria
FAA Advisory Circular 150/5300-4B sets forth separation criteria for a
number of airfield components. Since the proposed Southold Airport is
expected to comply with the standards of a General Utility-Stage I
airport, the airfield separation criteria of a General Utility-Stage I
should also apply. These standards are outllned in Table 5-1.
5.2.8 Land Requirements
Based on the previously discussed separation criteria, airfield safety
areas and FAA recommendations for the sizing of the terminal area, an
approximation of the total land requirements for establishing Southold's
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~- SOU~OLD. ~/VTBS-~. ~
08/~8/84
Table 5-1. Airfield Separation Criteria--Proposed Southold Airport
Dimension (feet)
Runway Centerline to:
Parallel Taxiway Centerline
Buildin$ Restriction Line
Aircraft Parking Area
Property Line
Taxiway Centerllne to:
Parked Aircraft and Objects
Building Restriction Line
Property Line
Runway Safety Area:
Length Beyond Runway End
Width
Taxiway Safety Area Width
225
200
200
225
50
50
50
240
120
Source: F,a,A, 1975.
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D-SOITI~HOLD. 1/AF . 7
06/28/84.
airport can be mede. The minimum land requirements of typical utility
airports is addressed in FAA AC 150/5300-4B, which can serve as a useful
guide iu identifying potential airport sites of adequate size.
For a single-runway General Utility-Stage I airport with an overall
runway length of 3,600 feet, the total minimum land requirement is
100 acres. This acreage is broken down as follows:
1. Forty-six acres for landing area (runway and required safety
2. Thirty acres for approach areas (clear zones, noise zones,
etc.), and
3. Twenty-four acres for building areas (hangars, aprons, auto
parking, etc.).
As discussed in Section 5.2.5, for an airport on the North Fork to meet
the FAA criteria of 95-percent annual wind coverage, two intersecting
runways are needed. The additional land requirement for a 2,900-foot
crosswlnd runway is 62 acres (30 acres for the approach area and 32 acres
for the landing area). Thus, the minimum land requirement for the
proposed Southold Airport is 162 acres, assuming a 3,600-foot primery
runway and a 2,900-foot crosswind runway.
5.2.9 Airspace and Navisational Aids
Analysis of the airspace environment relative to a new airport on the
North Fork revealed no problems or restrictions under VFR conditions in
that all existing facilities are sufficiently removed from the Town of
Southold. Under IFR conditions, the interaction of approach airspace
areas with other airports utilizing the same navigational aid results in
simultaneous approaches. Additionally, as previously discussed, an
airspace conflict during IFR conditions with Suffolk County Airport is
possible. However, due to present and anticipated iow levels of
instrument approach activity, the severity of the problem is reduced.
Airport construction and/or abandonment in the vicinity of the Town
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D.- SOU~IOLD. 1/AF. 8
o6/28/84
should be continuously monitored to ensure that no unexpected airspace
interactions occur in the future.
On an annual basis, according to the meteorological analysis conducted as
part of this study, IFR weather conditions exist on the North Fork
16.53 percent of the time. In accordance with annual instrument approach
(AIA) criteria stated in FAA Order 7031.2B (Airway Plannlng Standard
Number One--Terminal Air Navigation Facilities and Air Traffic Control
Services) and the forecast of AlAs presented in Section 4.5.5, the
proposed Southold Airport would not qualify for a precision instrument
landing system. However, in light of the high percentage of IFR weather
that is typical of Long Island, it is recommended that the new Southold
Airport be equipped with a uonprecisiou instrument approach. Since there
are a number of existing VOR facilities in the area (CCC and HTO on Long
Island and HAD across the Sound in Connecticut), it should be no problem
to establish at least a circling approach, if not a straight-in
instrument approach procedure. Nonetheless, it is recommended that FAA
conduct an investigation of the feasibility of a nouprecision instrument
approach and the procedures needed to utilize such an approach at the
Town airport. To allow the new Southold Airport to be usable after
sunset,' it is recommended that the primary runway (Runway 04-22) be
equipped with medium-intensity runway edge lighting (MIRLs). It is
further recommended that towards the end of the study period, perhaps in
the year 2000, that the primary runway end, Runway 04 as previously
recommended, be equipped with Runway End Identifier Lights (REILs). This
recommendation is made based upon the qualifying criteria set forth in
FAA Order 7031.2B, as emended, that a runway end would be eligible for
REILs if it handled at least 7,300 landings per year. It is expected
that Southold Airport's primary runway end will reach the 7,300 level in
about the year 2000. Based upon the forecast of aviation activity and
current FAA criteria, the proposed Southold Airport would not be eligible
for any other equipment or navigational aids.
5-11
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D-SOUTI{OLD.1/LF.1
08/17/8~
5.3 LA~IDSIDE FACILITIES
The following dlscuseiou deals with the landside elements of the proposed
Southold Airport. Landside facilities are typically the buildings, paved
areas, and associated infrastructure that accommodate users of the
airport. The landside components together with the previously discussed
airside elements form all of the airport development facilities required
to accommodate the forecast level of activity.
Since the airfield development program has been based on an nltimate
level of some 31,500 annual operations at the new Town airport, the
planning of landside facilities should be based on striking a balance of
airside and landside capacity. The determination of landside facilities
for Southold Airport has bean accomplished for the three future planning
periods of 1988, 1993, and 2003. It should be noted that some minor
provisions are needed for co.muter/air taxi activity, as noted in the
following discussion.
5.3.1 Administration/Terminal Building
The focal point of activity a~ a typical general aviation airport is the
Fixed-Ease Operator (FBO). An individual FBO may provide from one to
several services tO airport users, including: (1) fuel, (2) aircraft
maintenance, (3) air taxi/charter, (4) aircraft rental, (5) flight
instruction, and (6) sale of pilot necessities. In some cases, the FBO
~ay also manage, operate, and maintain the entire airport. Since the
Town of Southold has not yet reached a decision on whether it should
establish an airport, much less the most desirable form of airport
management, FBO management should be considered. Under this type of
arrangement the FBO functions as a terminal, serving as the transfer
point between air and ground transportation modes, and at times, also as
the airport administrator. To fulfill this role, a centrally located
multifunctional building is needed to accommodate waiting pilots and
passengers, space for flight planning, management and operations area,
5-12
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D-SOUTHOLD. 1/LF. 2
08/17/84
public conveniences, and concessions. These structures are often built
in conjunction with larger buildings or in proximity to the FBOSs
facilities.
The amount of terminal building space required is a function of the
expected peak demand (i.e., the peak hourly volume of pilots and
passengers that are expected to use the facility). The planning standard
of 49 square feet per peak-hour pilot/passenger is then applied to the
number of peak-hour itinerant pilot/passenger to determine the required
building area. Table 5-2 presents the breakdown of the 49-square-foot
planning standard.
Applying the factor of 49 square feet to the projected level of general
aviation passenger activity, as derived in Table 5-3, a terminal and
operations building of nearly 1,100 square feet in size is needed
initially. In light of the expected growth of activity once the Airport
establishes itself as a viable aviation facility, the terminal building
will require an expansion of some 800 square feet so that an ultimate
floor area of 1,900 square feet is available. Since the bulk of air taxi
activity is expected to occur during the more pleasant summer months, it
is suggested that the Airport provide outdoor covered space for these
5.3.2 Automobile Parkin~
Automobile parking must also be evaluated so that sufficient space is
provided for passengers, visitors, and employees at the Airport. In
Southold's case, the factor that has been utilized in determining
automobile parking requirements assumes that 2.0 spaces should be
provided for peak hour passengers. This factor accounts for full
utilization by peak hour general aviation passengers (i00 percent), use
by visitors and employees (30 percent), and use by air taxi passengers
(70 percent), which results in e factor of 200 percent. It should be
noted that one parking space covers an area of 320 square feet.
5-13
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Table 5-2.
D-SOUTHOLD.1/VTBS-2.1
06/28/84
Derivation of Passenger Area Requirements in General Aviation
Terminal Buildings
Operational Use Area Required (SF)
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Waiting Area/Pilot's Lounge
Management Operations
Public Conveniences
Concessions, Dining, etc.
Circulation, Mechanlcal, Haintenauce
TOTAL
15
3
1.5
5
24.5
49
NOTE: Space requirements for circulation, mechanical, and maintenance
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should be allocated equally among the other terminal building uses
in calculating total building requirements.
Source: FAA, 1969.
5-14
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Table 5-3.
D-SOUTHOLD.1/VTBS-3.1
08/17/84
Terminal Building Space Requirements and Distribution by
Usage--Southold Airport
1988 1993 1998 2003
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Annual GA Operations 16,900 20,700 25,200 31,500
Peak Hour Operations 8 9 11 14
Peak Hour GA Passenger-Pilots* 22 25 31 39
Operational Areas in Square Feet:
Waiting Area/Pilot's Lounge 330 375 465 585
Management Operations 66 75 93 117
Public Conveniences 110 125 155 195
Circulation, Mechanical, 539 612 759 955
Maintenance
Total Building Area (Sq. Ft.) 1,078-1 1,225-1 1,519-1 1,911-1
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* An average of 2.8 passenger-pilots per peak hour operation was assumed.
Source: PRC/ESE, 1984.
5-15
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D.-SOUTHOLD. 1/LF. 3
o8/I?/S~
The evaluation of automobile parking space requirements is presented in
Table 5-4, which shows that, at the end of the study period in the year
2003, $outhold Airport will need an auto parking lot covering an area of
nearly 25,000 square feet. An automobile parking lot of this size is
capable of accommodating 78 vehicles. The initial size of the parking
lot has been determined to cover an area of 14,000 square feet, which has
a capacity of 44 automobiles.
5.3.3 Aircraft Parkin~ Apron
A sufficient amount of .aircraft parking space must be provided in the
vicinity of the terminal building for transient aircraft, as well as
co,muter/air taxi aircraft and a limited number of based aircraft.
Table 5-5 presents space requirements for the aircraft parking apron
based on the assumptions discussed below.
The Forecast of Aviation Demand (Section 4) identified the number of
transient aircraft that can be expected to be on the ground on the
average day of the peak month (ADPM) during the study period. Using this
as a base, the following certain assumptions were made and applied to
this activity to determine apron space requirements.
1. The majority of these transient aircraft will arrive and depart on
the same day. Therefore, it is assumed chat the actual number of
peak day transient aircraft is one-half of the transient activity;
2. During the peak period, 50 percent of the transient aircraft viii be
on the ground at any given time;
3. Thus, 25 percent of the ADP~ activity will need parking space;
4. Five percent of the based aircraft will be parked temporarily on the
termlnal apron at any given time;
5. One parking space should be provided on the apron for a commuter/air
taxi aircraft in the initial period, two spaces in the intermediate
period, and three spaces in the long-range period; and
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Table 5-4.
D-SOUTItOLD.1/VTBS-4.1
8/17/84
Automobile Parklns Space Requlrements--Southold Airport
1988 1993 1998 2003
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Annual GA Operations
Total Peak Hour Passengers
Parking Spaces Required
Total Area Required (Sq. Ft.)
16,900 20,700 25,200 31,500
22 25 31 39
44 50 62 78
14,080 16,000 19,840 24,960
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Note:
One automobile parking space covers an area of 320 square feet,
which includes consideration of maneuvering and access within the
Source: PRC/ESE, 1984.
5-17
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Table 5-5.
D-SOUTHOLD, I/VTBS-5.1
08/18/84
Aircraft Parking Apron Requirements--Southold Airport
1988 1993 1998 2003
Annual DA Opera~ions 16,900 20,700 25,200 31,500
10 12 14 18
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Average Day (ADPM) Transient
Movements
Transient Aircraft Parking Spaces:
Single-Engine 10
Multi-Engine 0
Based Aircraft Parking Spaces:
Single-Engine
Multi-EnEine
12
0
Co~muter/Air Taxi Aircraft Parking Spaces:
Multi-Engine
2 2
0 0
Total Aircraft Parking Spaces:
Single-Engine
Multi-Engine
I 2
12 14
1 2
Total 13 16
Apron Area Requirements (Sq. Ft.):
Single Engine 32,400 37,800
Multi-Engine 5~625 ii~250
Total 38,025 49,050
13 17
1 i
3 3
0 0
2 3
16 18
3 4
19 22
43,200 48,600
16~875 22~500
60,075 71,100
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PRC/ESE, 1984.
5-18
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D-SOUTHOLD.i/LF.4
08/17/84
Single-engine aircraft require 2,700 square feet, and multi-engine
aircraft need 5,625 square feet of apron space for parking and
maneuvering.
As can readily be seen from Table 5-5, there is a present need for a
transient aircraft parking apron at Southold Airport of some
38,000 square feet. This apron should cover an area of this size to
adequately accommodate the demand on the average day of the peak month,
which is considered to be a satisfactory figure for planning purposes.
The transient aircraft parking apron should continually be expanded so
that by the end of the study period, in the year 2003, it should offer
just over 70,000 square feet of paved parking space.
5.3.4 Based Aircraft Storage
Typically, airports that serve the general aviation sector offer both
hangar and tie-down storage for based aircraft. There are two types o~
tie-down aprons normally used by airports~ paved and turf aprons. Due to
the relatively high frequency of inclement weather conditions in the
northeast~ paved tie-down spate is much more common than unpaved.
Therefore, it is recommended that Southold Airport provide paved aprons
for based aircraft tie-down. There are also two forms of hangar storage
space, T-hangar and conventional. A typical general aviation airport
offers a combination of both, and therefore, it is recommended that
Southold do the same at its proposed airport.
According to the forecast of based aircraft demand at Southold Airport,
the number is expected to increase from its anticipated 1988 level of 36
aircraft to 67 aircraft in the year 2003. Adequate storage facilities
should be provided to acco-s, odate the various based aircraft forecast
levels.
The demand for hangar storage of based aircraft at Southold Airport
should be greater than the national average at general aviation airports
5-19
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D- SOU'IHOLD. 1/~. 5
08/17/84
due to the relatively colder, more inclement weather conditions that are
typical of the Northeast. Based on this, the following assumptions were
made in determining the need for the various types of storage:
o Forty percent of the based single-engine aircraft would use a tie-
down space. Fifty-five percent of the total would be stored in T-
hangars, and the remaining five percent would use conventional
hangar storage space.
o
Eighty percent of the multi-engine aircraft based at Southold
would be stored in hangars. Sixty percent of these (48 percent of
the total) would use T-hangars, and 30 percent of these (32
percent of the total) would be stored in conventional hangars.
The remaining twenty percent would utilize tie-down space.
The based aircraft storage requirements were computed by utilizing the
assumptions presented in Table 5-6 and are s,--marized in Table 5-7.
As can be seen from Table 5-7, Southold Airport will need the following
facilities for based aircraft storage at the outset of its operation:
1. 37,800 square feet of tie-down space,
2. 20 T-hangar spaces, and
3. 3,240 square feet of conventional hangar space.
The above storage facilities will be in need of expansion as activity
increases at Southold Airport. It is expected that, in the year 2003, an
area covering in excess of 73,000 square feet will be needed for tie-down
space, a total of 37 T-hangar spaces will be warranted, and an aircraft
storage hangar with a total floor area of just over 8,000 square feet
will be required.
5.3.5 Fuel Storage Facilities
A forecast of annual fuel flowage was presented in Section 4.5.6 of this
report. An analysis of the monthly fuel requirements of 100-octane fuel
5-20
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Table 5-6.
D-SOUTHOLD.1/VTBS-6.1
08/17/84
Area Required for Aircraft Storage by Type--Southold
Airport
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Tiedown Space Hangar Space
Aircraft Type Required (Sq. Ft.)* Required (Sq. Ft.)
Single-Engine 2,700 1,620
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Multi-Engine
Storage Type
5,625 3,150
Storage Demand by Aircraft Type (Percent)
Single-Engine Multi-Engine
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Tie-Down Space 40 20
T-Hangar 55 48
Conventional 5 32
Total 100 100
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*Includes aircraft parking and maneuvering areas.
Source: Surveys conducted by PRC and ESE at various general aviation
airports.
5-21
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Table 5-7.
D-SOIITHOLD.1/VTB5-7.1
08/17/84
Based Aircraft Storage Requirements--Southold Airport
1988 1993 1998 2003
Tie-Down Storage Space:
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Single-Engine 14 17 21 25
Multi-Engine ' 0 0 0 1
Total Spaces 14 17 21 26
Total Area (Sq. Ft.) 37,800 45,900 56,700 73,125
T-Hangar Storage Space:
Single-Engine 20 24 28 35
Multi-Engine 0 I 1 2
Total Spaces 20 25 29 37
Conventional Hangar Storage Space:
Single-Engine
Multi-Engine
Total Spaces
Total Area (Sq. Ft.)
Source: PRC/ESE, 1984.
2 2 3 3
0 0 I i
2 2 4 4
3,240 3,240 8,010 8,010
5-22
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I)-SOUT~OLD. 1/LF.6
08/17/84
was conducted and is presented in Table 5-8. This analysis was based on
relating forecast fuel sales to the peak activity associated with it at
other typical general aviation airports with seasonal variances. It was
assumed that twice as much fuel will be sold in the warm weather months
(April to September) as in the other months of the year.
Table 5-8 shows that, in the year 2003, storage capacities of more than
one month of i00 octane are possible with the installation of a 10,000-
gallon underground fuel tank. Since it expected that aircraft activity
at Southold will be limited to single-engine and light twin-engine
aircraft, the need for jet fuel is not justified.
5.3.6 Crash-Fire-Rescue Facilities
There are six volunteer fire departments in the Town of Southold proper.
They are located in Cutchogue, East Marion, Greeuport, Hattituck, Orient,
and Southold. With the dispersed placement of these companies, the Town
is provided with excellent fire protection coverage. Likewise, it is
quite possible for the airport site to be such that a response time of no
more than 10 minutes can b~ expected. This type of fire protection is
acceptable as a secondary means; however, on-airport capabilities are
recommended for quick response protection. The Federal Aviation
Administration has developed recommended guidelines for such service and
has outlined these criteria in Advisory Circular No. 150/5210-6B,
Aircraft Fire and Rescue Facilities and Extinguishing Agents, January 26,
1973.
Under these guidelines and on the basis of expected operations, according
to aircraft type, Southold Airport should comply with the requirements of
an Index 1 airport. To meet these criteria, the Airport needs one
vehicle with one of the three followlng capacity capabilitles:
1. 200 gallons of water for foam production for aqueous film
forming foam (AFFF) with a solution application rate of
150 gallons per minute,
5-23
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Table 5-8.
D-$OUTROLD.1/VTBS-8.1
08/17/84
Monthly Fuel Storase Requirements {Gallons)--Southold
Airport
Fuel Grade 1988 1993 1998 2003
i00 Octane 4,700 5,800 7,000 8,800
Source: FRC/ESE, 1984.
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D-$OUTHOLD. 1/IF. 7
08/17/84
2. 300 gallons of water for foam productlou for protein foam with a
solution application rate of 230 gallons per minute, or
3. 300 pounds of dry chemical powder.
Thus, provisions should be made to supply the Airport with one of the
above capabilities once it becomes operational.
5.3.7 Aircraft Maintenance Facilities
The demand for aircraft maintenance will increase as activity at Southold
Airport grovs. To acco~odate this demand for aircraft maintenance,
provisions should be made to provide this service. 'The sizing of
aircraft maintenance facilities assumes that one maintenance space should
be provided for every 10 based aircraft. For obvious reasons, the area
requirements for the various types of aircraft are greater than those
needed for parking space. It has been determined by surveys conducted by
PRC and ESE of fixed-base operators at various general aviation airports
that single-engine aircraft require 3,200 square feet and multi-engine
aircraft need 4,700 square feet of space for maintenance purposes. These
area requirements allow fo{ building clearances, apron area, and
maneuverin8 area.
Table 5-9 presents the results of this analysis. Initial requirements
for aircraft maintenance should provide for an area (hangar and apron) of
nearly 13,000 square feet. By 1998, the aircraft maintenance facilities
should consist of a total area of approximately 16,000 square feet and
should be further expanded so that, by the end of the study period in the
year 2003, 19,200 square feet of hangar and apron area should be
available for aircraft maintenance services.
5-25
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Table 5-9.
D-SOUTHOLD. 1/VTBS-9 . 1
08/18/84
Requirements for Aircraft Mainteaance Facilities--
Southol4 Airport
1988 1993 1998 2003
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Number of Maintenance Spaces:
Single-Engine 4 4 5 6
Multi-Engine - - -
Total Spaces 4 4 5 6
Area Required (SF):
Single-Engine 12,800 12,800 16,000 19,200
Multi-Engine ........
Total Area 12,800 12,800 16,000 19,200
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Note: Area required per maintenance space is 3,200 square feet for
single-engine and 4,700 square feet for multi-engine aircraft.
Source: PRC/ESE, 1984.
5-26
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D-SOUTHOLD.1/VOCAB.1
08/17/84
-A-
AC - Advisory Circular.
ADAP - Airport Development Aid Progrmn.
AGL - Above Ground Level.
AIA - Annual Instrument Approaches.
AlP - Airport Improvement Program.
AIR CARRIER - Aircraft operating under certificates of public convenience
and necessity issued by the CAB authorizing the performance of scheduled
air transportation over specified routes and a limited amount of non-
scheduled operations.
AIRCRAFT TYPES - An arbitrary classification system which identifies and
groups aircraft having similar operational characteristics for the
purpose of computing runway capacity.
AIR NAVIGATIONAL FACILITY - Any facility used for guiding or controlling
flight in the air or during the landing or takeoff of aircraft.
AIR ROUTE SURVEILLANCE RADAR - Long-range radar which increases the
capability of air traffic control for handling heavy enroute traffic. An
ARSR site is usually located at some distance from the ARTCC it serves.
Its range is approximately 200 nautical miles. Also called ATC Center
Radar.
AIR TAXI - Aircraft operated by a company or individual that performs air
transportation on a non-scheduled basis over unspecified routes usually
with light aircraft.
AIRPORT SURVEILLANCE RADAR - Radar providing position of aircraft by
azimuth and range data without elevation data. It is designed for a
range of 50 miles. Also called ATC Terminal Radar.
AIRPORT TRAFFIC AREA - Unless otherwise specifically designated, that
airspace within a horizontal radius of five statute miles from the
geographlcal center of any airport at which a control tower is operating,
extending from the surface up to but not including 3,000 feet above the
surface.
AIR ROUTE TRAFFIC CONTROL CENTER (ARTCC) - A facility established to
provide air traffic control service to aircraft operating on au IFR
flight plan within controlled airspace and principally during the enroute
phase of flight.
AIRSPACE - The space lylng above the earth or above a certain area of
land or water which is necessary to conduct aerodynamic operations.
A-1
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D-SOUTHOLD.1/VOCAB.2
08/17/84
ALP - Airport Layout Plan.
ALS - Approach Light System.
APPROACH FIX - The point from or over which final approach (IFR) to an
airport is expected,
ATC - Air Traffic Control.
ATCT - Air Traffic Control Tower.
BASED AIRCRAFT - An aircraft permanently stationed at an airport, usually
by some form of agreement between the aircraft owner and airport
BASIC TRANSPORT AIRPORT - An airport designed to serve operations by
business jet aircraft.
BASIC UTILITY AIRPORT - An airport of this type is designed to
accommodate about 95 percent of the propeller aircraft fleet under
12,500 pounds.
BIT - Bituminous Asphalt Pavement.
BIlL - Building Restriction Line.
~AB - Civil Aeronautics Board.
CCC - Three-letter identification for Calverton VOR facility.
CIRCLING APPROACH - A descent in an approved procedure to an airport, a
clrcle-to-land maneuver.
CLEAR ZONE - Inner portion of runway approach zone.
COMMUTER AIRLINE - Aircraft operated by an airline that performs
scheduled air transportation service over specified routes using light
aircraft in accordance with CAB Economic Regulation Part 298. Light
aircraft means an aircraft having 30 seats or less and a maximum payload
capacity of 7,500 pounds or less.
CONC - Portland Cement Concrete Pavement.
A-2
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D-SOUTHOLD. 1/VOCAB. 3
08/17/84
CONTINENTAL CONTROL AREA - This inclues the airspace at and above
14,500 feet msl of the 48 contiguous states, the District of Columbia,
and Alaska, excluding the Alaskan peninsula west of longitude 160 degrees
west. It does not include the airspace less than 1,500 feet above the
surface of the earth nor most prohibited or restricted areas.
CONTROL AREAS - These consist of the airspace designated as VOR Federal
Airways, additional Control Areas, and Control Area Extensions but do not
include the Continental Control Area. Control zones that do not underlie
the Continental Control Area have no upper limit. A control zone may
include one or more airports and is normally a circular area with a
radius of five statute miles and any extensions necessary to include
instrument departure and arrival paths.
CONTROL TOWER - A central operations facility in the terminal air traffic
control system consisting of a tower cab structure (including an
associated IFR room if radar-equipped) using air/ground communications
and/or radar, visual signaling, and other devices to provide safe and
expeditious movement of terminal air traffic.
CONTROL ZONES - These are areas of controlled airspace which extend
upward from the surface and te~ainate at the base of the Continental
Control Area. Control zones that do not underlie the Continental Control
Area have no upper limit. A control zone may include one or more
airports and is normally a circular area with a radius of five statute
miles and any extensions necessary to include instrument departure and
arrival paths.
CONTROLLED AIRSPACE - AirspaCe designated as Continental Control Area,
control area, control zone, or transition area within which some or all
aircraft may be subject to air traffic control.
CFR - Crash, Fire, Rescue.
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DECISION HEIGHT (DH) - With respect to the operation of aircraft, this
means the height at which a decision must be made, using an ILS or PAR
instrument approach~ to either continue the approach or to execute a
missed approach.
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DISTANCE MEASURING EQUIPMENT (DME) - An electronic installation
established with either a VOR or ILS to provide distance information from
the facility to pilots by reception of electronic signals. It measures,
in nautical miles, the distance of an aircraft from a NAVAID.
-R-
ENEOUTE - The route of flight from point of departure to point of
destination, including intermediate stops (excludes local operations).
A-3
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~-SOUTHOLD.1/VOCAB.4
08/17/84
ENROUTE AIRSPACE - Controlled airspace above and/or adjacent to terminal
-F-
FAA - Federal Aviation Administration.
FAR - Federal Aviation Regulation.
FBO - Fixed Base Operator.
FINAL APPROACH IFR - The flight path of an aircraft which is inbound to
the airport on an approved final instrument approach course, beginning at
the point of interception of that course and extending to the airport or
the point where circling for landing or missed approach is executed.
FINAL APPROACH VFR - A flight path of landing aircraft in the direction
of landing along the extended runway centerline from the base leg to the
runway.
FLEET MIX - The proportion of aircraft types or models expected to
operate at an airport.
FLIGHT SERVICE STATION (FSS) - A facility operated by the FAA to provide
flight assistance service.
GASP - General Aviation System Plan.
GENERAL AVIATION (GA) - Refers to all civil aircraft and operations which
are not classified as air carrier.
GENERAL UTILITY (GU) AIRPORT - An airport which is designed to
accommodate substantially all propeller-driven aircraft o£ less than
12,500 pounds.
GENERAL TRANSPORT (GT) AIRPORT - This airport designation is used when an
airport is forecast to support general aviation transport aircraft
between 60,000 and 175,000 pounds MGW.
GLIDE SLOPE (GS) - The vertical guidance component of an ILS.
-H-
HGRS - Hangars.
A-4
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08/17/84
HIGH ALTITUDE AIRWAYS - Air routes above 18,000 feet msl. These are
referred to as Jet Routes.
HIRL - High Intensity Runway Lighting.
HOLDING - A pre-determined maneuver which keeps an aircraft within a
specified airspace while awaiting further clearance.
HTO - Three-letter identifier for East Hampton VOR facility.
INSTRUMENT APPROACH - An approach conducted while the final approach fix
is below VFR minimums.
IFR - Instrument Flight Rules that govern flight procedures under IFR
conditions (limited visibility or other operational constraints).
INSTRUMENT LANDING SYST~I (ILS) - A precision landing aid consisting of
localizer (azimuth guidance), glide slope (vertical guidance), outer
marker (final approach fix), and approach light system.
INSTRUNENT OPERATION - A landing or takeoff conducted while operating on
an instrument flight plan.
ITINEILa_NT OPERATION - All aircraft arrivals and departures other than
local operations.
-J-
JET ROUTES - See High Altitude Airways.
LANDING DIRECTION INDICATOR - A device which visually indicates the
direction in which landings and takeoffs should be made.
LANDING MINIMI~fS/IFR LANDING MINIMI~iS - The minimum visibility prescribed
for landing while using an instrument approach procedure.
LAT - Latitude.
LDA - Localizer Type Directional Air - A NAVAID used for non-precision
instrument approaches with utility and accuracy comparable to a localizer
but which is not a part of a complete ILS and is not aligned with the
runway,
A-5
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D-SOUTROLD.I/VOCAB.6
08/i?/84
LIE - Long Island Expressway.
LILCO - Long Island Lighting Company.
LIRPC - Long Island Regional Planning Commission.
LOC - Localizer - Part of ILS that provides course guidance to the
runway.
LONG ISLAND REGION - Area encompassed by the Counties of Nassau and
Suffolk.
LOM - Compass locator at an outer marker (part of an ILS). Also called
CONLO.
LOCAL OPERATION - Operations performed by aircraft which: (a) operate in
the local traffic pattern or within sight of the tower; (b) are known to
be departing for, or arriving from, flight in local practice areas
located within a 20-mile radius of the control tower; or (c) execute
simulated instrument approaches or Iow passes at the airport.
LOW ALTITUDE AIRWAYS - Air routes below 18,'000 feet msl. These are
referred to as Victor Airways.
LONG - Longitude.
MAD - Three-letter identifier for Madison VOR facility.
HALS - Medium (intensity) Approach Light System.
MALSF - HALS with sequenced flashing lights.
MALSR - MALS with runway alignment indicator lights (RAILs).
MARKER BEACON - A VFR navigational aid which transmits a narrow
directional beam. It is associated with an airway or an instrument
approach.
MASTER PLAN - Long-range plan of airport development requirements.
MGW - Maximum Gross Weight.
MICROWAVE LANDING SYSTEM (MLS) - An instrument landing system operating
in the microwave spectrum which provides lateral and vertical guidance to
aircraft having compatible avionics equipment.
MILITARY OPERATION - An operation by military aircraft.
A-6
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D-SOUTHOLD.1/VOCAB.7
08/17/84
MINIMUM DESCENT ALTITUDE (MDA) - The lowest altitude, expressed in feet
above mean sea level, to which descent is authorized on final approach or
during circling-to-land maneuvering in execution of a standard instrument
approach procedure where no electronic glide slope is provided.
MIRL - Medium Intensity Runway Lighting.
MISSED APPROACH - A prescribed procedure to be followed by aircraft that
cannot complete an attempted landing at an airport.
MITL - Medium Intensity Taxiway Lighting.
MM - Middle Marker - Part of an ILS that defines a point along the glide
slope normally located at or near the point of decision height (DH).
MOA - Military Operating Area.
MOVEMENT - Synonymous with the term operation, i.e., a takeoff or a
landing.
MSL - Mean Sea Level.
NAS - NATIONAL AIRSPACE SYSTEM - The common system of air navigation and
air traffic control encompassing communications facilities, air
navigation facilities, airways, controlled airspace, special use
airspace, and flight procedures authorized by Federal Aviation
Regulations for domestic and international aviation.
NAVAID - See Air Navigation Facility
NDB - NON-DIRECTIONAL BEACON - An electronlc ground station transmitting
in all directions in the L/MF frequency spectrum; provides azimuth
guidance to aircraft equipped with direction finder receivers. These
facilities are often established with ILS outer markers to provide
transition guidance to the ILS system.
NFAA - North Fork Aviation Assocatlon.
~4 - Nautical Mile.
NOISE ABATEMENT - A procedure for the operation of aircraft at an airport
which minimizes the impact of noise on the environs of the airport.
NON-PRECISION APPROACH PROCEDURE/NON-PRECISION APPROACH - A standard
instrument approach procedure in which no electronic glide slope is
provided.
A-7
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D-SOUTIiOLD.1/VOCAB.8
08/17/84
NOTICE TO AII~IEN/NOTAN - A notice containing information (not known
sufficiently in advance to publicize by other means) concerning the
establishment of, conditions of, or change in any component (facility,
service, or procedure or hazard in the National Airspace System) the
timely knowledge of which is essential to personnel concerned with flight
operations.
NPI - Non-precision Instrument runway marking.
NPIAS - National Plan of Intesrated Airport Systems.
NYSDOT - New York State Department of Transportation.
OBSTRUCTION - Any object/obstacle exceeding the obstruction standards
specified by FAR Part 77.
OBSTRUCTION LIGHT - A light, or one of a Stoup of lights, usually red or
white, frequently mounted on a surface structure or natural terrain to
warn pilots of the presence of an obstruction.
OM - Outer Marker - A marker beacon, which is part of an ILS, located at
or near the glide slope intercept altitude of an ILS approach.
OPERATION - An aircraft arrival at (landing) or departure from (takeoff)
an airport.
OPNS - Operations.
OUTER FIX - A point in the destination terminal area from which aircraft
are cleared to the approach fix or final approach course.
-p-
PAR - Precision Approach Radar.
PI - Precision Instrument runway marking.
POSITIVE CONTROL AREAS - Airspace wherein aircraft are required to be
operated under Instrument Flight Rules.
PRECISION APPROACH - A standard instrument approach in which au
electronlc glide slope is provided.
PROHIBITED AREA - Airspace of defined dimensions identified by an area on
the surface of the earth within which flisht is prohibited.
A-8
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D-SOUTHOLD.I/VOCAB.9
08/17/84
PU - Publicly owned airport.
PVT - Privately owned airport.
-R-
RAIL - Runway Alignment Indicator Lights.
RASP - Re$ional Airport System Plan.
REIL - Runway End Identifier Lights.
RELIEVER AIRPORT - An airport which, when certain criteria are met,
relieves the aeronautical demand on a high density air carrier airport.
RESTRICTED AREAS - Airspace of defined dimensions identified by an area
on the surface of the earth within which the flight of aircraft, while
not wholly prohibited, is subject to restrictions.
RNAV - Radar navigation.
ROTATING BEACON - A visual NAVAID displaying flashes of white and/or
colored light used to indicate location of an airport.
RUNWAY SAFETY AREA - An area symmetrical about the runway centerline and
extending beyond the ends of the runway which shall be free of obstacles
as specified.
RVR - Runway Visual Range.
RW and R/W - Runway.
SALS - Short Approach Light System.
SDF - Simplified Directional Facility landing aid providing pattern
direction.
SEGMENTED CIRCLE - An airport aid identifying the traffic pattern
direction.
SEPARATION MINIMA - The minimum longitudinal, lateral, or vertical
distances by which aircraft are spaced through the application of air
traffic control procedures.
(S)SALS - Simplied Short Approach Light System.
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D-SOUTHOLD.1/VOCAB.10
08/17/84
SSALF - Simplified Short Approach Light System with Sequenced Flashing
lights.
STOL - Short Takeoff and Landing.
STRAIGHT-IN APPROACH - A descent in an approved procedure in which the
final approach course alignment and descent gradient permit authorization
of straight-in landing minimums.
SYSTEM PLAN - A representation of the aviation facilities required to
meet the immediate and future air transportation needs and to achieve the
overall goals.
-T-
TACAN - Tactical Air Navigation.
TERMINAL AIRSPACE - The controlled airspace normally associated with
aircraft departure and arrival patterns to/from airports within a
terminal system and between adjacent terminal systems in which tower
enroute air traffic control service is provided.
TERMINAL CONTROL AREA (TCA) - This consists of controlled airspace
extending upward from the surface or higher to specified altitudes withio
which all aircraft are subject to positive air traffic control
procedures.
TERMINAL RADAR SERVICE AREA ~TRSA) - This area identifies the airspace
surrounding MacArthur Airport wherein Air Traffic Control provides radar
vectoring, sequencing, and separation on a full-time basis for all IFR
and participating VFR aircraft. Although pilot participation is urged,
it is not mandatory within the TRSA.
TERPS - Terminal Instrument Procedures.
T-HANGAR - A T-shaped aircraft hangar which provides shelter for a single
airplane.
THRESHOLD - The physical end of runway pavement.
TOUCH-AND-GO OPERATION - An operation in which the aircraft lands and
begins takeoff roll without stopping.
TRAFFIC PA'I-rERN - The traffic flow that is prescribed for aircraft
landing at, taxiing on, and taking off from an airport. The usual
components of a traffic pattern are upwind leg, crosswind les, downwind
leg, and final approach.
TRANSIENT OPERATIONS - An operation performed at an airport by an
aircraft that is based at another airport.
A-10
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D-SOUTHOLD.1/VOCAB.I1
08/17/84
TVOR - Terminal Very High Frequency Omnirange Radio Station.
and T/W - Taxlway.
UHF - Ultra High Frequency.
UNCONTROLLED AIRSPACE - That portion of the airspace that has not been
designated as Continental Control Area, control area, control zone,
termlnal control area, or transition area and within which ATC has
neither the authority nor the responsibility for exercising control over
air traffic.
UNICOM - Radio communications station which provides pilots with
pertinent airport information (winds, weather, etc.) at specific
airports.
USWB - United States Weather Bureau.
VASI - Visual Approach Slope Indicator providing visual gllde path.
VASI-2 - Two-Box Visual Approach Slope Indicator.
VASI-4 - Four-Box Visual Approach Slope Indicator.
VASI-12 - Twelve-Box Visual Approach Slope Indicator.
VECTOR - A heading issued to an aircraft to provide navlgational guidance
by radar.
VFR - Visual Flight Rules that govern flight procedures in good weather.
VFR AIRCRAFT - An aircraft conducting flight iu accordance with Visual
Fllght Rules.
VHF - Very High Frequency.
VICTOR AIRWAYS - See Low Altitude Airways.
V/STOL - Vertical/Short Takeoff and Landing.
VTOL - Vertical Takeoff and Landing (includes, but is not limited to,
helicopters).
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D-SOUTItOLDol/VOCAB.12
08/17/8~
WARNING AREA - Airspace which may contain hazards to non-participating
aircraft in international airspace.
WIND-CONE (WIND SOCK) - Conical wind direction indicator.
WIND TEE - A visual device used to advise pilots about wind direction at
an airport.
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APPENDIX B
POTENTIAL USEI~ SURVEY QUESTIONNAIRE
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AIRPORT ACTIVITY QUESTIONNAIRE
FOR A SITE SELECTION STUDY - TOWN OF SOUTHOLD
NAME (OPTIONAL):
HOME ADDRESS:
(PLEASE MENTION AT LEAST CITY OR TOWN)
NUMBER OF FLIGHT HOURS LOGGED DURING PAST 12 MONTHS:
LICENSE AND RATINGS:
STUDENT
PRIVATE
COMMERCIAL
DO YOU OWN YOUR OWN AIRCRAFT?
MULTI-ENGINE
INS~OMENT
FLIGHT INSTRUCTOR
ROTORCRAFT
IF YES, WHAT iS THE TYPE AND WHERE IS IT BASED?
IF YOU DO NOT OWN AN AIRPLANE, WNAT AIRPORT DO YOU CURRENTLY DO
MOST OF YOUR FLYING?
PL~SE RATE THE FOLLOWING FACILITIES AT THE AIRPORT YOU USE MOST
OFTEN:
A. FLIGHT SCHOOL RATES:
B. MAINTENANCE RATES:
C. FUEL COSTS:
D. AIRCRAFT STORAGE/
PARKING FEES:
E. FBO SERVICES:
F. NAVAIDS:
G. HANGAR
FACILITIES:
EXCELLENT
EXCELLENT
HIGH AVERAGE LOW
HIGH AVER/)GE LOW
HIGH AVERAGE , ,LOW
HIGH
AVERAGE LOW
GOOD FAIR POOR
GOOD FAIR POOR
EXCELLENT GOOD FAIR POOR
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H. PAVEMENT
CONDITIONS: EXCELLENT GOOD FAIR
POOR
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J. GEOGRAPHIC
LOCATION: EXCELLENT GOOD FAIR
WHAT TYPE OF AIRCRAFT DO YOU NORMALLY USE AT THAT AIRPORT?
SINGLE ENGINE 1-3 PLACE
SINGLE ENGINE 4+ PLACE
MULTI-ENGINE <12,500 LBS
MULTI-ENGINE >12,500 LBS
OTHER {PLE~ASE SPECIFY)
POOR
POOR
TURBOPROP <12,500 LBS
TURBOPROP >12,§00 LBS
TURBOJET
ROTORCRAFT
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9. WHY DO YOU USE YOUR BASE AIRPORT RATHER THAN ANOTHER AIRPORT?
10. IN TERMS OF TRIP PURPbSE FROM YOUR BASE AIRPORT, PLEASE'MARK THE
PRIMARY SOURCES OF YOUR FLIGHT ACTIVITY:
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BUSINESS
AIR TAXI OPERATIONS (PASSENGERS)
PERSONAL
'AIR TAXI OPERATIONS (CARGO)
STUDENT
OTHER (SPECIFY)
INSTRUCTOR
THERE ARE 'll~O TYPES OF OPERATIONS - ITINERANT AND LOCAL. ITINERANT
OPERATIONS ARE THOSE FLIGHTS FOR WHICH THE FLIGHT EITHER BEGINS OR
ENDS AT AN AIRPORT OTHER THAN YOUR BASE AIRPORT. ALL OTHER OPERA-
TIONS ARE CONSIDERED LOCAL (I.E., TOUCH AND C-O'S ARE LOCAL
OPERATIONS)'.
WITH THESE DEFINITIONS IN MIND, PLEASE INDICATE THE ESTIMATED NUMBER
OF OPERATIONS (LANDINGS AND TAKEOFFS) WHICH YOU PERFORMED DURING THE
PAST 12 MONTHS AT YOUR B)D~E"AIRPORT:
LOCAL ITINERANT
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12.
IF THE TOWN OF SOUI'HOLD DECIDES TO BUILD THE AIRPORT ON THE NORTH
FORK, WOULD YOU CONSIDER RELOCATING AND USING THIS AIRPORT FOR YOUR
FLYING NEEDS?
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13.
WHAT WOULD YOUR REQUIREMENTS BE FOR THE FOLLOWING FACILITIES IF
AN AIRPORT WERE BUILT ON THE NORTH FORK?
- RUNWAY LENGTH
- NAVAIDS
AIRCRAFT PARKING (I.E., T-HANGARS, COVENTIONAL HANGARS, TIE-
DOWN
MAINTENANCE FACILITIES
FBO SERVICES (I.E., FUEL, FLIGHT INSTRUCTION RENTAL, CHARTER)
TERMINAL FACILITIES (I.E., PILOT LOUNGE, RESTAURANT, VENDING
MACHINES, REST ROOMS, UNICOM, PHONE TO FSS, CHARTS)
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APPENDIX C
BUSINESS AND PNOFESSIONAL QDESTIONNAIRE
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BUSINESS & PROFESSIONAL QUESTIONNAIRE
FOR A SITE SELECTION SllJDY
TOWN OF SOUl"HOLD
WoU~deyoUrth business or the firms you do business with use an airport
in Town of Southold for business purposes?
If Yes, what destinations would.you/they fly to most often? What
type of *aircraft..would you/they use (i.e., charter, private, air
taxi).
Does your business or firms .you do business with currently own or
plan to buy its own aircraft?
If Yes, what type aircraft.
How often would you or the firms you do business with plan on using
an airport in Southold on a monthly basis?
4. Would your use of the airport, or the firms you do business with use
'of the airport, vary accordinq to season?
Do you feel an airport in the Town of Southold would enhance your
business?
Would it be advantageous to your business to have one day business
trips which can be more easily accommodated by an airport in the
Town of Southold?
If you have any questions concerning this questionnaire and the Airport
Site Selection Study, please contact: David Spohn, Technical Advisory
Committee, Downstate General Aviation System Plan - 516/323-3543 or
Paul Puckli, Project Manager - 813/886-6672.
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