1. New Mexico AirportSystem Plan Update 2009 2009 AVIATION DIVISION CONFERENCE

2. NMASPU Review • System Plan Update • Economic Impact Update • Land Use Review • Asset Evaluation Update

3. System Plan Tasks • Goals and performance measure development • Inventory of existing facilities • Demand projections for aviation activity • Analysis of existing system’s performance • Future system needs determination • Recommended system development

4. Airport System Goals • Enhance Safety and Security • Preserve/Protect Investment in Airports • Accommodate Existing and Projected Aviation Demand • Support Economic Growth of the Community

5. New Mexico’s Airports… • 31 airports have multiple runways • Over 80% of study airports have a paved asphalt surface • Airports with full parallel taxiways increased to 51% from 45% since 2003 • 29 airports have on-site weather reporting (8 more since 2003) • 30 airports have instrument approaches; 10-precision & 20 non • 57% of airports provide Jet A and AvGas fuel service • Aside from Albuquerque International Sunport; Four Corners Regional, Double Eagle II, and Las Cruces International each reported more than 100,000 annual aircraft operations

6. Statewide Forecasts - Enplanements

7. Statewide Forecasts – Based Aircraft

8. Airport Role Analysis • Updated since 2003 study • Used quantitative process to evaluate each airport’s role in the statewide system • Considers aviation and non-aviation factors • Uses FAA ARC system but is New Mexico-specific • Provides baseline for evaluating minimum facility needs

9. Roles Primary – 3 Non-Primary - 2 Limited Comm’l - 4 Regional GA - 13 Community GA - 18 Low Activity GA - 11

10. Facility & Service Objectives – Example for Regional GA

11. System Performance • 29 performance measures evaluated (existing and future) • Many provide updates on performance improvements since 2003 • Evaluates how current airport system meets needs • Some performance measures are action-oriented, others are informational • Used to determine where changes in the system are needed to improve performance

12. Performance-Enhance Safety & Security

13. Performance-Preserve/Protect Investment

14. Performance-Accommodate Existing/Future Demand

15. Performance-Support Economic Growth

16. Development Costs

17. Economic Impact Update • Update from 2003 analysis • Identifiable & quantifiable benefits of airports • Uses FAA methodology and airport-specific data • Airport interviews, surveys, phone calls, data searches • Provides airport-specific impacts

18. + = Second Round Impacts Total Impacts First-Round Impacts Methodology re-spending of direct impacts • First-Round • Direct: • On-Airport Business • Partners: • Aerospace • Air Cargo • Airlines • Construction • Manufacturing • Military • Indirect: • Visitors TOTAL ECONOMIC IMPACTS Multiplier Effect recirculation of indirect impacts

19. Economic Impact

20. Other Economic Data • $57M in state GRT from visitors; $20M in local GRT from visitors • Comprises 4% of NM’s estimated 2007 Gross Domestic Product • 93% of the respondents use commercial airline service for business • 32% percent have customers/suppliers that use general aviation airports

21. Land Use Review • Uses Airport Influence Areas as basis for review • AIA based on Part 77 surfaces and RPZs • Preparation of diagram for each airport (except ABQ) for use • Provides starting point for airports in considering land use protection

22. Suggested AIA Dimensions

23. Example - Alamogordo

24. No Development Area • Includes land along each runway • Development should be strictly controlled and limited to on-airport developments, and be closely coordinated • Height of any proposed development in area should be reviewed through the Part 77 process • Noise sensitive land uses such as residences, churches, schools, or hospitals, should not be developed n this area • Typically industrial, commercial, or transportation related • Potential wildlife attractants or that have emissions that could be a visual hazard should be screened • Avigation easements are strongly recommended in this area if non-aviation development is proposed

25. Limited Development Area • Includes training routes and extended approach and departure paths • Likely to experience overflights and the associated operational noise • For safety and quality of life reasons, noise sensitive or accommodate significant groups of people should be limited in this area • Avigation easements are encouraged within this area • Notification should be required of property owners or potential buyers that the property falls in area • Tall structures should be submitted under the Part 77 airspace review process

26. Controlled Development Area • Extends to the outer boundary of the Part 77 defined horizontal surface • Experience aircraft overflights, however, at heights greater than others, less noise • All land use categories are allowable within this area with residential development having the lowest density possible • Notification should be required of property owners or potential buyers that the property falls in area • Tall structures should be submitted under the Part 77 airspace review process

27. Asset Evaluation Update • Estimated value of each airport developed based on current costs (not ABQ) • Value includes land, buildings, pavement and “ARC airport size adjustment” • Update of 2005 analysis and inflated to 2008 dollars • 2008 value is $1.7 billion to reconstruct airports • Increase of $140 million since 2005 • Average value is $18 million

28. Final Products • Technical report (hard copy & CDs) • Executive summary • Individual airport brochures (summarize economic impact, land use drawing, asset evaluation, funding needs)

29. Thank You! Pam Keidel-Adams Wilbur Smith Associates (480)477-8651