Source - Vi.potsdam.ny.us - Potsdam

Potsdam Municipal Airport - Master Plan – Phase 1 Report 

Airport Master Plan 

Phase 1 

Prepared for 

Potsdam Municipal Airport (Damon Field) 

By 

C&S Engineers, Inc. 

499 Col. Eileen Collins Blvd. 

Syracuse, New York 13212 

January 2010 

FAA AIP No. 3-36-0099-23-09 

NYSDOT No. 7907.43 

“The preparation of this document was financed in part through a planning grant from the 

Federal Aviation Administration as provided in the Airport and Airway Improvement Act of 

1982, as amended. The contents of this report reflect the analysis and finding of C&S 

Engineers, Inc. who are responsible for the facts and accuracy of the data presented herein. 

The contents do not necessarily reflect the official views or policy of the FAA. Acceptance of 

this report by the FAA does not in any way constitute a commitment on the part of the United 

States to participate in any development depicted therein nor does it indicate that the 

proposed development is environmentally acceptable with applicable Public Laws.


TABLE OF CONTENTS 

i 

PAGE NO. 

CHAPTER 1 - INTRODUCTION ............................................................................... 1-1 

1.01 PLANNING SCOPE AND GUIDELINES ................................................................. 1-1 

1.02 THE PLANNING PROCESS ................................................................................ 1-2 

CHAPTER 2 - EXISTING CONDITIONS ................................................................... 2-1 

2.01 BACKGROUND .............................................................................................. 2-1 

2.01-1 AIRPORT HISTORY ......................................................................................... 2-1 

2.01-2 AIRPORT SYSTEM PLANNING ROLE ................................................................. 2-1 

2.01-3 AIRPORT SETTING .......................................................................................... 2-3 

2.02 EXISTING AIRPORT FACILITIES ......................................................................... 2-12 

2.02-1 AIRSIDE FACILITIES ...................................................................................... 2-14 

2.02-2 LANDSIDE FACILITIES ................................................................................... 2-16 

2.02-3 NAVIGATIONAL AIDS ................................................................................. 2-23 

2.02-4 AIRSPACE ACTIVITY .................................................................................... 2-27 

2.03 HISTORICAL AVIATION ACTIVITY ..................................................................... 2-27 

2.03-1 ANNUAL OPERATIONS ................................................................................ 2-27 

2.03-2 BASED AND ITINERANT AIRCRAFT .................................................................. 2-28 

2.03-3 CRITICAL AIRCRAFT ................................................................................... 2-30 

2.03-4 AIRPORT DESIGN STANDARDS ...................................................................... 2-31 

2.04 ENVIRONMENTAL OVERVIEW ......................................................................... 2-32 

2.04-1 NOISE ....................................................................................................... 2-33 

2.04-2 LAND USE COMPATIBILITY ........................................................................... 2-33 

2.04-3 AIR QUALITY ............................................................................................. 2-34 

2.04-4 WATER QUALITY ......................................................................................... 2-34 

2.04-5 WETLANDS ................................................................................................ 2-34 

2.04-6 FLOODPLAINS ............................................................................................ 2-38 

2.04-7 BIOTIC COMMUNITIES/ENDANGERED AND THREATENED SPECIES OF FLORA 

AND FAUNA .............................................................................................................. 2-38 

2.04-8 COASTAL ZONE MANAGEMENT PROGRAM AND COASTAL BARRIERS.............. 2-39 

2.04-9 WILD AND SCENIC RIVERS ........................................................................... 2-39 

2.04-10 FARMLAND ............................................................................................... 2-39 

2.04-11 ENERGY SUPPLY AND NATURAL RESOURCES .................................................. 2-39 

2.04-12 LIGHT EMISSIONS ........................................................................................ 2-40 

2.04-13 SOCIAL IMPACTS ....................................................................................... 2-40 

2.04-14 INDUCED SOCIOECONOMIC IMPACTS ......................................................... 2-40 

2.04-15 DEPARTMENT OF TRANSPORTATION ACT, SECTION 4(F) .................................. 2-40 

2.04-16 HISTORIC, ARCHITECTURAL, ARCHEOLOGICAL, AND CULTURAL RESOURCES .... 2-41


2.04-17 SOLID WASTE IMPACTS ............................................................................... 2-41 

2.04-18 CONSTRUCTION IMPACTS ........................................................................... 2-41 

2.04-19 ENVIRONMENTAL JUSTICE ........................................................................... 2-42 

2.04-20 PROTECTION OF CHILDREN FROM ENVIRONMENTAL HEALTH RISKS AND 

SAFETY RISKS ............................................................................................................. 2-42 

2.04-21 CUMULATIVE IMPACTS ................................................................................ 2-43 

2.04-22 ENVIRONMENTAL OVERVIEW SUMMARY ....................................................... 2-43 

2.05 AIRPORT KEY ISSUES ...................................................................................... 2-44 

CHAPTER 3 - FORECASTS OF AVIATION DEMAND .............................................. 3-1 

3.01 GENERAL AVIATION ACTIVITY ......................................................................... 3-2 

3.01-1 HISTORICAL ACTIVITY AND AVAILABLE ACTIVITY FORECASTS ............................. 3-2 

3.01-2 BASED AIRCRAFT FORECASTS ........................................................................ 3-4 

3.01-3 BASED AIRCRAFT FLEET MIX FORECASTS ......................................................... 3-5 

3.01-4 OPERATIONS FORECASTS .............................................................................. 3-6 

3.01-5 PEAK PERIOD ACTIVITY FORECASTS ............................................................... 3-7 

3.02 FORECASTS OF ANNUAL INSTRUMENT APPROACHES ........................................... 3-8 

3.03 FUEL FLOWAGE .............................................................................................. 3-9 

3.04 DEMAND FORECAST SUMMARY ....................................................................... 3-9 

CHAPTER 4 - FACILITY REQUIREMENTS ................................................................. 4-1 

4.01 AIRFIELD CAPACITY ........................................................................................ 4-1 

4.01-1 HOURLY CAPACITY ...................................................................................... 4-3 

4.01-2 ANNUAL SERVICE VOLUME ........................................................................... 4-4 

4.02 AIRFIELD REQUIREMENTS ................................................................................. 4-5 

4.02-1 AIRPORT DESIGN STANDARDS AND CRITICAL AIRCRAFT ................................... 4-5 

4.02-2 RUNWAY ORIENTATION ................................................................................ 4-6 

4.02-3 RUNWAY LENGTH ANALYSIS........................................................................... 4-8 

4.02-4 RUNWAY WIDTH ANALYSIS ............................................................................ 4-9 

4.02-5 PAVEMENT STRENGTH ................................................................................... 4-9 

4.02-6 TAXIWAY SYSTEM ....................................................................................... 4-10 

4.02-7 INSTRUMENTATION AND LIGHTING ................................................................. 4-10 

4.03 LANDSIDE REQUIREMENTS .............................................................................. 4-10 

4.03-1 BASED AIRCRAFT PARKING APRON ............................................................. 4-11 

4.03-2 ITINERANT AIRCRAFT PARKING APRON ......................................................... 4-11 

4.03-3 AIRCRAFT STORAGE FACILITIES .................................................................... 4-12 

4.03-4 SUPPORT AREA REQUIREMENTS .................................................................... 4-13 

4.03-5 AUTOMOBILE PARKING ............................................................................... 4-15 

4.04 SUMMARY ................................................................................................... 4-16 

ii


TABLES 

2-1 NEIGHBORING AIRPORTS ...................................................................................... 2-2 

2-2 EMPLOYMENT BY INDUSTRY ................................................................................. 2-10 

2-3 RUNWAY SYSTEM CHARACTERISTICS .................................................................... 2-14 

2-4 TAXIWAY CHARACTERISTICS ................................................................................ 2-15 

2-5 BUILDING INVENTORY ......................................................................................... 2-16 

2-6 INSTRUMENT APPROACH PROCEDURES ................................................................ 2-23 

2-7 ANNUAL AIRCRAFT OPERATIONS ......................................................................... 2-28 

2-8 BASED AIRCRAFT ............................................................................................... 2-28 

2-9 BASED AIRCRAFT CHARACTERISTICS .................................................................... 2-28 

2-10 TRANSIENT AIRCRAFT CHARACTERISTICS ............................................................... 2-30 

2-11 AIRPORT DESIGN STANDARDS (ARC B-II) ............................................................ 2-32 

3-1 BASED AIRCRAFT HISTORY AND FORECAST ............................................................. 3-3 

3-2 AIRCRAFT OPERATIONS HISTORY AND FORECAST .................................................... 3-3 

3-3 STATEWIDE TAF METHOD...................................................................................... 3-4 

3-4 NYSASP METHOD .............................................................................................. 3-4 

3-5 PER CAPITA INCOME METHOD ............................................................................. 3-4 

3-6 FAA AEROSPACE FORECAST METHOD .................................................................. 3-5 

3-7 FLEET MIX HISTORY AND FORECAST ....................................................................... 3-6 

3-8 ANNUAL GENERAL AVIATION OPERATIONS EXISTING AND FORECAST ....................... 3-7 

3-9 GENERAL AVIATION OPERATIONAL PEAKING FORECAST .......................................... 3-8 

3-10 FORECAST INSTRUMENT APPROACHES .................................................................... 3-8 

3-11 FORECAST OF FUEL FLOWAGE ............................................................................... 3-9 

3-12 DEMAND FORECAST SUMMARY ........................................................................... 3-10 

4-1 ACDM AIRCRAFT CLASSIFICATION SYSTEM ........................................................... 4-3 

4-2 HOURLY CAPACITY SUMMARY ............................................................................. 4-4 

4-3 ANNUAL SERVICE VOLUME SUMMARY ................................................................... 4-4 

4-4 AIRPORT DESIGN STANDARDS ............................................................................... 4-6 

4-5 RUNWAY TAKEOFF LENGTH REQUIREMENTS SUMMARY ............................................. 4-8 

4-6 RUNWAY LANDING LENGTH REQUIREMENTS SUMMARY ............................................ 4-9 

4-7 GENERAL AVIATION ITINERANT APRON REQUIREMENTS .......................................... 4-11 

4-8 AIRCRAFT STORAGE TYPES .................................................................................. 4-12 

4-9 HANGAR AREA DEMAND ................................................................................... 4-13 

4-10 GENERAL AVIATION BUILDING AREA REQUIREMENTS ............................................. 4-14 

4-11 GENERAL AVIATION TERMINAL BUILDING REQUIREMENTS ....................................... 4-14 

4-12 FUEL STORAGE REQUIREMENTS ............................................................................ 4-15 

4-13 AUTO PARKING AREA REQUIREMENTS .................................................................. 4-15 

4-14 FACILITY REQUIREMENTS SUMMARY ...................................................................... 4-17 

iii


FIGURES 

1-1 WORK FLOW DIAGRAM ....................................................................................... 1-4 

2-1 AIRSPACE ENVIRONMENT AND ADJACENT AIRPORTS .............................................. 2-4 

2-2 STUDY AREA........................................................................................................ 2-5 

2-3 VICINITY MAP ..................................................................................................... 2-6 

2-4 EXISTING LAND USE .............................................................................................. 2-8 

2-5 EXISTING AIRPORT LAYOUT .................................................................................. 2-13 

2-6 BUILDING LOCATION PLAN ................................................................................. 2-17 

2-7 HANGAR FACILITIES ........................................................................................... 2-19 

2-8 SRE BUILDING/AVIATION CENTER BUILDING......................................................... 2-21 

2-9 FUEL FACILITY .................................................................................................... 2-22 

2-10 AIRPORT SUPPORT FACILITIES ............................................................................... 2-26 

2-11 GA AIRCRAFT AT POTSDAM ............................................................................... 2-29 

2-12 WETLANDS ........................................................................................................ 2-36 

2-13 ENVIRONMENTAL OVERVIEW MAP ...................................................................... 2-37 

4-1 WIND ROSE DATA ............................................................................................... 4-7 

APPENDICES 

APPENDIX A 

APPENDIX B 

APPENDIX C 

APPENDIX D 

APPENDIX E 

APPENDIX F 

AIRPORT TECHNICAL ADVISORY COMMITTEE 

ENVIRONMENTAL CORRESPONDENCE AND DOCUMENTATION 

AIRPORT SURVEY RESULTS 

FLIGHTAWARE.COM DATA 

RUNWAY LENGTH CALCULATIONS 

GLOSSARY AND ABBREVIATIONS 

iv


CHAPTER 1 - INTRODUCTION 

Potsdam Municipal Airport (PTD), owned and operated by the Village of Potsdam, is 

a public-use, general aviation service facility that serves the aviation needs of St. 

Lawrence County and the North Country Region of New York State. The Village of 

Potsdam last completed an Airport Master Plan in 1994. The Airport Layout Plan was 

approved shortly thereafter. The sponsor of the facility initiated this Airport Master 

Plan in 2009 in order to determine the current and future potential of the Airport, and 

to identify specific opportunities for improving airport facilities. The study was 

funded jointly by the Federal Aviation Administration (FAA), New York State 

Department of Transportation (NYSDOT), and the Village of Potsdam. Technical 

work was completed by C&S Engineers, Inc. 

1.01 Planning Scope and Guidelines 

The main objective of this study is the preparation of an Airport Master Plan to 

determine the extent, type, and schedule of development needed to accommodate 

existing needs and future aviation demand at the Airport. The recommended 

development shall be presented in the following three planning periods: short-term 

(2010-2014), intermediate-term (2015-2019), and long-term (2020-2029). The 

recommended development program will satisfy aviation demand and be compatible 

with the environment, community development, and other transportation modes. 

Above all else, the plan will be technically sound, practical, and economically 

feasible. The following objectives serve as a guide in the preparation of this study: 

• Consider the impact of recent national and local aviation trends on the 2006 

Airport Layout Plan, current Airport Capital Improvement Program (ACIP) 

and other plans for airport development; 

• Provide a rational, technically-sound basis for project development decisionmaking; 

• Provide an understanding of the potential impact of alternative airport capital 

projects; 

• Realize the existing capacity of available airport infrastructure and determine 

when future growth in activity and/or regional development may require the 

construction or expansion of those facilities; 

• Understand the issues, opportunities and constraints of local airport 

development; 

• Quantify estimated costs, potential funding sources and a schedule for 

implementation of proposed capital projects; 

1-1


• Interact with, and retrieve input from, the public and other stakeholders on 

airport development issues and plans; and, 

• Comply with all applicable federal, state and local regulations pertaining to 

airport development planning and programming. 

Specific outcomes and products of the study include: 

• A plan that will ensure the reliability and safety of airport operations; 

• An effective graphic representation of the ultimate development of the 

Airport; 

• A schedule of priorities and phasing for the various improvements proposed in 

the plan; 

• Pertinent backup information and data which are essential to the development 

of the master plan; 

• A description of the various concepts and alternatives which are considered in 

the establishment of the proposed plan; 

• A concise and descriptive report so that the impact and logic of its 

recommendations can be clearly understood by local residents and by those 

authorities and public agencies charged with the approval, promotion, and 

funding of the improvements proposed in the master plan; 

• Recommended development that is in compliance with current FAA and state 

design standards; and, 

• A plan that will ensure that the Airport thoroughly complements and supports 

development envisioned for St. Lawrence County and the North Country 

Region. 

1.02 The Planning Process 

The planning process for the Airport Master Plan is comprised of four basic steps (see 

Figure 1-1). The first step involves an examination of existing conditions, including 

data collection and inventory, operations analysis, and an environmental overview. 

Also included in this phase is a needs analysis which involves preparing aviation 

demand forecasts, translating these forecast values into a listing of required airport 

facilities, and analyzing the demand/capacity relationships at the Airport. In this 

master plan update, this step is presented in the Phase 1 Report. 

1-2


The second step, using these analyses as a basis for preparing alternative development 

concepts, concludes with the evaluation of these alternatives, and is presented in the 

Phase 2 Report. 

The third step involves the identification and detailing of recommended plans and 

presents a staged Capital Improvement Program (CIP), financial program, and an 

analysis of economic and financial feasibility. 

The fourth and final step is the implementation of the plan. This Airport Master Plan 

is meant to be an active guide for the future development of the Airport, and should 

be used as such. 

1-3

Inventory 

Existing 

Facilities 

Aviation 

Forecasts 

Baseline 

Environmental 

Study 

Demand/ 

Capacity 

Analysis 

Facility 

Requirements 

Phase 1 

Report 

Evaluation of 

Development 

Alternatives 

Phase 2 

Report 

Select 

Recommended 

Plans 

Develop Project 

Schedule & 

Cost Estimates 

Draft Final 

Final Report & 

Report 

Layout Plans 

Potsdam Municipal Airport 

Work Flow Diagram 

Figure 1-1 

ALP Approval 

Implement


CHAPTER 2 - EXISTING CONDITIONS 

The first step in the preparation of the Master Plan is to assemble information about 

existing conditions at the Airport and in the surrounding communities. The 

information gathered in this phase of the project will provide a foundation for 

subsequent analysis throughout the plan. 

The inventory step includes an examination of existing airport facilities, air traffic 

activity, and the airspace surrounding the Airport. Additionally, general information 

regarding the airport setting is gathered. This includes the Airport’s role in the 

regional and national aviation system, local economic and development 

characteristics, local climate, and demographics. 

2.01 Background 

Potsdam Municipal Airport is located approximately two miles east of the Village of 

Potsdam. In addition to providing general aviation services, aircraft refueling is also 

available. 

2.01-1 Airport History 

Potsdam Municipal Airport was opened to the public in August 1969 and dedicated 

that October. Part of the airport site was an unpaved airstrip that was owned by 

Clarkson College (now Clarkson University). This land was donated to the Village 

and additional land was purchased for the remainder of the site. It was the first airport 

in New York State that was built from the state’s $2.5 billion transportation bond 

issued in 1967. Other funds for the Airport were given to Clarkson College by 

Republican Aviation Corporation. This money was given in honor of the 

corporation’s previous president, Mr. Ralph Shepard Damon. Originally, the funds 

were supposed to go directly to Mr. Damon at the time of his retirement, but he had 

the funds given to the college to build the Airport instead. 

2.01-2 Airport System Planning Role 

Airport planning occurs at local, regional, and national levels, each with its own 

particular emphasis. The update of Potsdam Municipal Airport’s Master Plan 

provides planning at the local level. At the state level, the New York State 

Department of Transportation has prepared a State Aviation System Plan, published 

in June 2009. This document provides the foundation for a strategic planning process 

designed to direct the future development of public-use airports serving New York 

State. 

2-1


At the national level, Potsdam Municipal Airport is included in the National Plan of 

Integrated Airport Systems 2009-2013 (NPIAS). This planning document includes 

3,356 existing airports that are significant to national air transportation and estimates 

that $49.7 billion in infrastructure development that is eligible for Federal aid will be 

needed over the next five years to meet the needs of all segments of civil aviation. 

General Aviation airports account for 19 percent of the total development. The FAA 

management in administering the Airport Improvement Program uses the NPIAS. It 

supports the FAA’s strategic goals for safety, system efficiency, and environmental 

compatibility by identifying the specific airport improvements that will contribute to 

achievement of those goals. The NPIAS anticipates Potsdam Municipal Airport 

project development costs that will be eligible for funding in excess of $2.6 million 

over the next five years. 

There are four public-use airports and one private airfield within a 25-nautical mile 

(NM) radius of Potsdam Municipal Airport, as shown on Figure 2-1. One of the 

public-use airports is located in Canada. Descriptions of the three public-use U.S. 

airports are shown in Figure 2-1. 

TABLE 2-1 

NEIGHBORING AIRPORTS 

Airport 

Airport 

Type 

Location 

to PTD 

Runway 

Information 

Instrument 

Approaches* 

Massena International 

Airport 

(MSS) 

Massena, New York 

Commercial 

Service 

17 NM NE 5-23 

Asphalt 

5,600’ x 100’ 

9-27 

Asphalt 

4,000’ x 100’ 

ILS, GPS, 

VOR 

GPS, VOR 

Ogdensburg International 

Airport 

(OGS) 

Ogdensburg, New York 

Commercial 

Service 

23 NM W 9-27 

Asphalt 

5,200’ x 50’ 

GPS, 

LOC/DME 

Moores Airport 

(1E8) 

Degrasse, New York 

General 

Aviation 

17 NM SW 2-20 

Turf 

none 

2,200’ x 55’ 

*Acronyms: Instrument Landing System (ILS), Global Positioning System (GPS), Very High 

Frequency Omni-Directional Range (VOR), Localizer/Distance Measuring Equipment (LOC/DME) 

Source: Montreal Sectional Aeronautical Chart and Airport Facility Directory, 2009 

2-2


2.01-3 Airport Setting 

Figures 2-2 and 2-3 depict the location of Potsdam Municipal Airport within the 

Village of Potsdam and St. Lawrence County, and in relation to the service areas 

served by the Airport. St. Lawrence County, with a total area of 2,821 square miles, is 

the fifth largest county east of the Mississippi River. Part of the Adirondack Park lies 

within the county. The Town of Potsdam is most known for its two universities, 

Clarkson and State University of New York (SUNY) Potsdam. 

The Village of Potsdam is located on the eastern banks of the Raquette River and is 

accessible from New York State Route 11B. The Airport’s elevation is 474 feet above 

mean sea level; its geographic location is latitude 44° 40’ 36.009” North, longitude 

74° 56’ 54.407” West. 

An airport does not have a single unique study area that can be defined for all 

planning purposes. For the development of this master plan update, the overall study 

area evolved from the evaluation of data from St. Lawrence County, New York, five 

Primary Service Counties (Jefferson, Lewis, Essex, Clinton and Franklin), and five 

Secondary Service Counties (Oswego, Oneida, Herkimer, Hamilton, and Warren) 

surrounding it. 

2-3

25 Nautical Mile Radius from 


Legend 

Morrisburg Airport (CNS8) 

Massena International Airport (MSS) 

Potsdam Municipal Airport (PTD) 

Ogdensburg International Airport (OGS) 

Moores Airport (IE8) 

0 5 10 Miles 

Potsdam Airspace.ppt 

Nautical Miles 

Source: Montreal Sectional 

Aeronautical Chart, August 2009 

Morrisburg Airport (CNS8) 

Massena International Airport (MSS) 

Ogdensburg International Airport (OGS) 

Moores Airport (IE8) 

18 nm NW 

17 nm NE 

23 nm W 

17 nm SW 


Airspace Environment & 

Adjacent Airports 

Figure 2-1

New York State 

Canada 

37 

Ogdensburg 

Massena 

Potsdam 

11 

37 

30 

Malone 

Clinton 

County 

Plattsburgh 

87 

81 

37 

Jefferson 

County 

11 

Canton 

56 

St. Lawrence 

County 

3 

Franklin 

County 

3 

Saranac Lake 

Essex 

County 

Watertown 87 

3 81 

Lewis 

County 


St. Lawrence County & North Country Region 

Study Area 

Figure 2-2


St. Lawrence 

County 


Airport 

Property 

Line 

Runway 

Protection 

Zone 

VILLAGE OF 

POTSDAM 


Municipal 

i Airport 

2000 0 2000 4000 Ft. 

Source: USGS Topographic Maps – Potsdam Quadrangle 

1” = 2000’ 


Vicinity Map 

Figure 2-3


EXISTING LAND USE AND ZONING 

Land use directly in the vicinity of the Airport is described as public use. The 

majority of the land surrounding the Airport is vacant; however there are some areas 

of development within the vicinity. Areas along New York State (NYS) 11B are 

mainly residential use, along with some areas of manufacturing and production. Areas 

to the northwest of the airport property along Hatch Road are also residential. There 

is an area of commercial use that is near the intersection of Hatch Road and NYS 

11B. 

Figure 2-4 presents the zoning in the areas near the Airport. As depicted on these 

figures, zoning in the environs of the Airport include areas of residential development 

and coordinated development. Coordinated development, as defined by the code of 

the Town of Potsdam, is “a tract of land in single ownership or controlled by an 

individual, partnership, cooperative or corporation designed for and capable of being 

used for one or more residential, commercial, industrial or recreational uses which 

have certain facilities in common and which have been designed as an integrated 

unit.” It begins at the limits of the Village of Potsdam and expands north easterly 

along Hatch Road up to Berry Patch Road. It extends south easterly almost to Heath 

Road and then south just past New York State 11B (Elm Street). Areas surrounding 

the coordinated development zone are zoned R-1 residential and R-2 residential. 

2-7


Municipal 

Airport 

Map was prepared by the St. Lawrence 

County Planning Office, September 2007 


Existing Zoning Map 

Figure 2-4


POPULATION TRENDS 

St. Lawrence County’s population barely changed from 1990 to 2000: it was 111,974 

in 1990 and 111,931 in 2000. The US Census Bureau projected a continuing decrease 

of the population of St. Lawrence County with the estimated population being 

109,701 in 2008 (approximately 2.0% decrease from 2000). 

According to estimates of the U.S. Census Bureau, during the period from 2000 

through 2006 the combined population of the six northernmost New York counties 

including St. Lawrence has remained relatively stable with percent of change ranging 

from -0.6% for St. Lawrence (from 111,931 in 2000 to 111,284 in 2006) to 2.8% for 

Clinton (from 79,894 in 2000 to 82,166 in 2006). The state population percent of 

change for the same period is estimated at 1.7%. 

INDUSTRY, EMPLOYMENT AND PERSONAL INCOME 

According to the United States Census Bureau, the St. Lawrence County labor force 

grew from 48,322 in 2007 to 50,930 in 2008. During that period, the unemployment 

rate was up slightly from 6.5% to 7.9%. A breakdown by employment sector for St. 

Lawrence County is presented in Table 2-2. In 2008, educational services, health 

care, and social assistance accounted for nearly 33% of the civilian labor force, thus 

playing a major role in the County’s economy. 

2-9


TABLE 2-2 

EMPLOYMENT BY INDUSTRY – 2006-2008 

Industry 

Number of % of Total 

Employees 

Agriculture, Forestry & Fishing 1,901 4.4 

Construction 3,103 6.8 

Manufacturing 3,682 8.1 

Wholesale Trade 543 1.1 

Retail Trade 5,168 12.3 

Transportation, Warehousing, & Utilities 1,523 3.5 

Information 631 1.6 

Finance, Insurance, Real Estate, & Rental and 

Leasing 

Professional, Scientific, Management, 

Administrative, & Waste Management Services 

Education Services, Health Care, & Social 

Assistance 

Arts, Entertainment, Recreation, 

Accommodation, & Food Services 

1,285 3.4 

1,727 3.7 

16,141 32.9 

3,844 9.2 

Other Services, Except Public Administration 2,119 5.2 

Public Administration 3,384 7.8 

All Industries 45,051 100% 

Source: US Census American Community Survey, 2006 - 2008 

In the 2006-2008 American Community Survey (ACS), the median household 

income in largely rural St. Lawrence County was $41,526, compared to $55,401 for 

the state of New York and $52,175 for the entire United States. According to the 

2006-2008 ACS, the percentage of owner-occupied housing units for the county was 

70.7%, exceeding both the state rate of 55.6% and the national rate of 67.1%. 

2-10


CLIMATE & TOPOGRAPHY 

Potsdam Municipal Airport is located in the central part of St. Lawrence County. The 

climate of the area is described in the St. Lawrence County Soil Survey published in 

1989 by the United States Department of Agriculture: Natural Resources 

Conservation Service. The publication states that: 

In winter, the average temperature is 18 degrees F, and the average daily 

minimum temperature is 8 degrees. The lowest temperature on record, which 

occurred at Canton, on January 9, 1968, is -40 degrees. In summer, the 

average temperature is 66 degrees, and the average daily maximum 

temperature is 77 degrees. The highest recorded temperature, which occurred 

at Canton on August 2, 1975, is 97 degrees....The total annual precipitation is 

about 35.56 inches. Of this, 20 inches, or 57 percent, usually falls in April to 

September….The heaviest 1-day rainfall during the period of record was 3.82 

inches on August 10, 1959. Thunderstorms occur on about 28 days each year, 

and most occur in summer. The average seasonal snowfall is about 81 inches. 

The greatest snow depth at any one time during the period of record was 58 

inches. On the average, 70 days of the year have at least 1 inch of snow on the 

ground. The number of such days varies greatly from year to year. The 

average relative humidity in midafternoon is about 60 percent. Humidity is 

higher at night, and the average at dawn is about 80 percent. The sun shines 

60 percent of the time possible in summer and 30 percent in winter. The 

prevailing wind is from the westnorthwest. Average windspeed is highest, 11 

miles per hour, in spring. 

The central part of St. Lawrence County (in the vicinity of the Airport) is mainly low 

open land and scattered wooded areas. Roads, hamlets, and villages are spread evenly 

throughout the area. The St. Lawrence County Soil Survey provides this information 

on the physiography of St. Lawrence County: 

St. Lawrence County, the largest county in the State of New York, has a 

surface area of about 2,821 square miles. The county is named for and is 

bounded on the north by the St. Lawrence River. St. Lawrence County 

comprises parts of two physiographic provinces. The northern three-fifths of 

the county lies in the St. Lawrence Lowlands, and the southern two-fifths, in 

the Adirondack Mountains….Four major river systems drain the county from 

the higher elevations in the south to the St. Lawrence River. They are, from 

west to east, those of the Oswegatchie, Grasse, Raquette, and St. Regis Rivers. 

The terrain ranges in elevation from about 220 feet above mean sea level in 

the northeast corner of the St. Lawrence Lowlands to 2,700 feet on Mount 

Matumbla in the southeast corner of the Adirondack Mountains. 

2-11


2.02 Existing Airport Facilities 

The following sections provide background and information regarding the facilities 

that currently exist at Potsdam Municipal Airport. These facilities are depicted in 

detail on Figure 2-5, Existing Airport Layout. The specific types and quantities of 

facilities, identified in these sections, will be evaluated in Chapter 4, in conjunction 

with forecast demand and established planning criteria, to determine future needs for 

the Airport. 

2-12

RUNWAY DATA TABLE 

Runway 6/24 

Runway Data 

Existing 

RUNWAY SAFETY AREA DETERMINATION 

Standard RSA 

Actual RSA 

Runway End 

ID Length beyond runway Length beyond runway 

Violations to RSA* 

along side of runway 

6 300' 300' No 

24 300' 300' No 

RSA 

Determination* 

Date 

Approved 

FACILITIES TABLE 

Existing 

# Facility Name Top Elevation 

1 SRE Building/Clarence Petty Aviation Center 497' MSL 

2 Conventional Hangar 483' MSL 

3 Equipment Shed 478' MSL 

4 Electrical Building 480' MSL 




8 T-Hangar (6 Bay) 475' MSL 

Existing 

LEGEND 

Description 

Runway Centerline 

Runway Safety Area (RSA) 

Runway Object Free Area (ROFA) 

Runway Obstacle Free Zone (ROFZ) 

Runway Protection Zone (RPZ) 

Taxiway Object Free Area (TOFA) 

Taxiway Safety Area 

Building Restriction Line (BRL) 

Pavement 

Airport Reference Point 

Airport Buildings 

Other Buildings 

Airport Property Line 

Other Property Lines 

Railroad 

Fence 

Tree Line 

Wetlands 

Ground Elevation Contours 

AIRPORT DATA TABLE 

Airport Data 

Existing 

Airport Elevation (MSL) 474' 

Airport Reference Point (NAD 83) 

Latitude 

44° 40' 36.009" N 

Longitude 

74° 56' 54.407" W 

Mean Max Temperature of Hottest Month 75°F 

NDB, Rotating Beacon, Lighted Wind 

Airport Terminal Area NAVAIDS 

Cone w/Segmented Circle 

Magnetic Variation 

14° 25' W 

Date of Magnetic Variation 2009 

NPIAS Service Level 

GA 

State Service Level 

GA 

Wind Coverage Crosswind Component (10.5 kts / 13 kts) 

VFR 96.55% / 98.63% 

IFR 97.52% / 99.06% 

All Weather 97.28% / 98.93% 

Airport Reference Code 

B-II 

Design Aircraft 

Embraer EMB-110 Bandeirante 

Taxiway Lighting 

MITL 

Taxiway Marking 

Standard 

Effective Gradient (%) 0.08% 

Maximum Grade Change 3' 

Wind Coverage (10.5kts / 13 kts) 97.28% / 98.93% 

Max. Elevation (MSL) 474' 

Runway Length 

3,705' 

Runway Width 60' 

Displaced Threshold* - 

Usable Runway Length 

3,705' 

Surface Type 

Asphalt 

Pavement Strength (lbs) 

Single Wheel 30,000 

Dual Wheel 

n/a 

Dual Tandem 

n/a 

Approach Surface Slope* 20:1 / 20:1 

Approach Minimums* 

VFR / 1 mile 

Visual Approach Aids* 

REIL, PAPI / REIL, PAPI 

Instrument Approach Aids* 

None / NDB, GPS 

Runway Lighting 

MIRL 

Runway Marking 

Basic / Nonprecision 

Airport Reference Code (ARC) 

B-II 

Critical Aircraft 

Embraer EMB-110 Bandeirante 

Stage Length 

896.5 mi 

Runway Object Free Area (ROFA) 

Length Beyond Runway 300' 

Width 500' 

Runway Safety Area (RSA) 


Width 150' 

Obstacle Free Zone (OFZ) 


Width 250' 

FAR Part 77 Category 

A (V) / A (NP) 

Runway End Coordinates (NAD 83)* 

Latitude 

44° 40' 22.875" N / 44° 40' 49.132" N 

Longitude 

74° 57' 12.213" W / 74° 56' 36.546" W 

Runway End Elevations (MSL)* 

471.2' / 468.5' 

Displaced Threshold Elevation (MSL)* 

n/a 

TDZ Elevation (MSL)* 474' / 474' 

Line of Sight Violations 

None


2.02-1 Airside Facilities 

Airside facilities include runways, taxiways, lighting, and navigational aids. 

Characteristics of the runway and taxiway system at the Airport and the safety areas 

and object free areas that surround them are described in the following sections. 

Navigational aids at the Airport are described in Section 2.02-3 as part of the 

discussion of the Airport’s airspace environment. 

RUNWAYS 

Potsdam Municipal Airport has one runway, designated 6-24. The runway is 3,705 

feet long and 60 feet wide, with a northeast-southwest orientation. The runway’s 

pavement is in good condition. The estimated strength of the runway is 30,000 

pounds for single-wheel landing gear aircraft, which is sufficient to accommodate the 

small aircraft (less than 12,500 pounds) that are currently operating at the Airport. 

This runway system and its physical characteristics are described further in Table 2-3 

TABLE 2-3 

RUNWAY SYSTEM CHARACTERISTICS 

Characteristics 6-24 

Use 

Primary 

Length 3,705’ 

Width 60’ 

Strength (1,000’s lbs) SW – 30 

Condition 

Composition 

Good 

Asphalt 

Wind Coverage (All Weather) 

12 MPH 97.28% 

Gradient 0.2% 

Line of Sight 

Safety Area Condition 

Markings 

n/a 

Standard 

Non-precision 

Lighting 

Medium Intensity 

Source: FAA Airport Master Record Form 5010 (August 27, 2009) and C&S Engineers, Inc. 

2-14


TAXIWAYS 

The taxiway system at the Airport consists of four taxiways. Edge lighting on 

taxiways is medium intensity taxiway lighting (MITL). Table 2-4 describes the 

taxiways and their characteristics. 

TABLE 2-4 

TAXIWAY CHARACTERISTICS 

Taxiway Condition Dimension Description 

Taxiway A Good 25’ wide Full parallel taxiway to Runway 6-24 (northwest 

side) 

Taxiway B Good 25’ wide Exit taxiway provides apron access from the 

south end of Runway 6-24 and connects to 

Taxiway A 

Taxiway C Good 25’ wide Stub taxiway south of Taxiway A, connects 

Runway 6-24 to Taxiway A 

Taxiway E Good 25’ wide Exit taxiway provides apron access to the 

conventional hangar southwest from Runway 6 

Source: C&S Engineers, Inc. 

SAFETY AREAS AND OBJECT FREE AREAS 

Runways and taxiways are surrounded by rectangular areas known as “safety areas” 

(also shown on Figure 2-5). These areas have slopes ranging from 1% to 5% and 

should be graded and free of obstructions to enhance the safety of airplanes that 

undershoot, overrun, or veer off a runway or taxiway. The purpose of the safety areas 

is to minimize the probability of serious damage to airplanes accidentally entering the 

area, and to provide greater accessibility for fire fighting and rescue equipment during 

such incidents. The applicable runway safety areas for Runway 6-24 are 150 feet 

wide centered on the runway and extend for 300 feet beyond each runway end. The 

applicable taxiway safety areas are 79 feet wide and centered on the taxiway. The 

safety areas for Runway 6-24 and its associated taxiways are free from obstructions 

and meet the FAA standards for grades and drainage. 

Areas known as Object Free Areas (OFAs) also surround runways and taxiways. 

These areas require clearing of objects except for any object whose location is fixed 

by function. The purpose of the OFAs is to provide safe and efficient operations at the 

Airport. The OFA for Runway 6-24 is 500 feet in width and extends 300 feet beyond 

each runway end. The taxiway OFA is 131 feet in width and extends the length of the 

taxiway. All of these OFAs are appropriately clear and meet FAA standards. 

2-15


2.02-2 Landside Facilities 

The landside facilities at Potsdam Municipal Airport include a paved aircraft parking 

apron for transient and based aircraft parking, a Snow Removal Equipment (SRE) 

Building/Clarence Petty Aviation Center, a six-unit T-hangar, three old conventional 

hangars, one new conventional hangar, one paved and three gravel automobile 

parking areas. These facilities are depicted on Figure 2-6, Building Location Plan and 

listed on Table 2-5, Building Inventory. 

TABLE 2-5 

BUILDING INVENTORY 

Number 

1 

Building/Facility 

Type 

SRE 

Building/Clarence 

Petty Aviation Center 

Size 

40’ x 74’ 

Type of 

Construction 

Wood/Masonry/ 

Metal 

Condition 

Year 

Built 

Excellent 2009 

2 Conventional Hangar 65’ x 85’ Metal Excellent 2009 

3 Equipment Shed 3’ x 3’ Wood Good 2005 

4 Electrical Building 23’ x 57’ Masonry Excellent 1991 

5 Conventional Hangar 28’ x 40’ Metal Poor 1960 



8 T-Hangar (6 Bay) 35’ x 185’ Metal Poor 1960 

Source: C&S Engineers, Inc. (2009). Conditions based on visual assessment. 

2-16

Auto Parking 

Auto Parking 

1 3 

2 

4 

Fuel 

8-Bay T-Hangar 

(Under Construction) 

5 

6 

8 

7 

1) SRE Building/Clarence Petty Aviation Center 

2) Conventional Hangar 

3) Equipment Shed 

4) Electrical Building 




8) T-Hangar (6 Bay) 

300 0 300 600 Ft. 

1” = 300’ 


Building Location Plan 

Figure 2-6


AIRCRAFT PARKING APRON 

The general aviation area includes hangars and aircraft parking aprons. The main 

parking apron surrounds the SRE Building/Clarence Petty Aviation Center to the 

south and east and is 39,196 square yards. There are 13 tie-down spaces for general 

aviation aircraft on the general aviation apron. There is also an abandoned apron (see 

Figure 2-3) to the south of the runway that is approximately 6,631 square yards. 

Hangar Facilities 

On the northern side of the runway, there is one large conventional hangar. This 

hangar measures 65 feet by 85 feet, is new and in excellent condition. It is located 

east of the SRE Building/Clarence Petty Aviation Center and is fronted by a paved 

apron. The fuel facility is located next to this hangar. 

On the southwestern side of the airfield, there are three conventional hangars and one 

t-hangar with six bays. These hangars were the original ones built for the Airport and 

all of them are in poor condition. The three conventional hangar dimensions are as 

follows: one 28-foot by 40-foot, one 33-foot by 50-foot, and one 50-foot by 60-foot. 

The six-bay T-hangar measures 35 feet wide and 185 feet long. These facilities can be 

accessed by Taxiway E. 

All of the hangar facilities are shown on Figure 2-7. 

2-18

5 8 

6 

T-Hangars 

7 

2 

Old Hangars 

New Conventional Hangar 


Hangar Facilities 

Figure 2-7


AIRPORT SUPPORT AREAS 

Airport support and service areas include the combined SRE Building/Clarence Petty 

Aviation Center and the fuel storage area. 

SRE Building/Clarence Petty Aviation Center 

Construction of the combined SRE Building/Clarence Petty Aviation Center was 

completed in 2009. It is located on the northwestern side of the runway. The new 

2,960 square-foot facility, shown in photos on Figure 2-8, includes three bays for 

vehicle storage, storage/supply areas, and an aviation center equipped with restrooms, 

a kitchen area, flight planning areas, and a rest area with couches and other amenities. 

Equipment to be stored in this building includes a two cubic yard front end loader, a 

snow thrower and approximately 20 cubic yards of unsalted sand. 

Aircraft Fuel Storage Area 

There is one aircraft fuel storage area located on the Airport. This above ground 

aircraft fuel storage facility is located just east of the SRE Building/Clarence Petty 

Aviation Center, which is to the north of the runway. The aircraft fuel storage facility, 

shown on Figure 2-9, consists of one 10,000 gallon AVGAS (100LL) tank, which is 

split into two 5,000 gallon tanks. Annual fuel sales average around $60,000 per year 

with sales in 2008 being $63,327. 

Building Fuel Storage Area 

There is a fuel storage facility for the SRE building located between the building and 

the general aviation apron. This facility consists of a 1,000-gallon propane fuel tank. 

This fuel is for the SRE building only. 

ACCESS AND PARKING 

The Airport is located on Hatch Road and can be accessed from the south via NYS 

Route 11B (Elm Street) or from the north via County Road 57 (West Stockholm 

Southville Road). The main parking facility is a 333 square yard (SY) gravel lot 

located off of Hatch Road, adjacent to the SRE Building/Clarence Petty Aviation 

Center. The second main gravel lot is 5,000 SY and is located to the southwest off of 

NYS 11B, which provides access to the hangars. In addition to these two lots, there 

are two additional lots located within the airport fencing and are not typically used by 

the public. One of these lots is a 7,350 SY gravel lot located off of Hatch Road 

(further northwest of the apron); while the other is a 3,025 SY paved lot located off 

the Airport Access Road near the abandoned apron. 

2-20


SRE Building/Clarence Petty Aviation Center 

Figure 2-8


Fuel Facility 

Figure 2-9


2.02-3 Navigational Aids 

Aircraft navigating from one airport to another operate use Visual Flight Rules (VFR) 

or Instrument Flight Rules (IFR). The term VFR refers to rules that govern the 

procedures for conducting flight under visual conditions. The term IFR refers to a set 

of rules governing the conduct of flight under instrument meteorological conditions. 

Each of these terms is also used to indicate a type of flight plan. 

Whether a pilot files a VFR or IFR flight plan depends on the weather conditions at 

the departing and arriving airports, whether or not Air Traffic Control (ATC) services 

are required, and the class(es) of airspace the pilot will be flying through. For 

example, all aircraft flying in Class A airspace (above 18,000 feet MSL) must file an 

IFR flight plan. As a result, most commercial activity is conducted under an IFR 

flight plan. Aircraft flying IFR rely on navigational aids for en route navigation from 

origin to destination, and on final approach to an airport. 

INSTRUMENT APPROACH PROCEDURES 

An Instrument Approach Procedure (IAP) is a flight procedure that provides a 

transition from the enroute flight environment to a point from which a safe landing 

can be accomplished. When the cloud ceilings are low and visibility is poor, flights 

must use published IAPs when transitioning to the landing environment. The FAA 

has established ceiling and visibility minimums by category of aircraft for each IAP 

at an airport. Currently there are two non-precision IAPs for Runway 24 at Potsdam 

Municipal Airport. 

Table 2-6 is a summary of the approaches available at the Airport. It should be noted 

that the landing minimums listed are based upon full operation of all components and 

visual aids associated with the particular instrument approach. Higher minimums are 

required with inoperative components or visual aids. The first number for each 

aircraft category is the Decision Height – a specified height above the threshold 

elevation in the precision approach at which a missed approach must be initiated if 

the required visual reference to continue the approach has not been established. The 

second number is the required visibility for the approach in statute miles. 

TABLE 2-6 

INSTRUMENT APPROACH PROCEDURES 

Aircraft Approach Category 

Approach A B C D 

NDB Runway 24 920-1 920- 1 ¼ NA 

NDB Runway 24 (Circling) 920-1 1040-1 1040- 1 ½ NA 

RNAV GPS Runway 24 (LNAV MDA) 880- 1 880- 1 ¼ NA 

RNAV GPS Runway 24 (Circling) 880-1 1040- 1 1040- 1 ½ NA 

Source: Northeast U.S. Terminal Procedures – Instrument Approach Procedures (2009) 

2-23


NON-DIRECTIONAL BEACON (NDB) 

NDB approaches are non-precision and often referred to as “backup” procedures, 

because they provide alternatives if Very High Frequency (VHF) navigation failure 

occurs. NDB approaches are common at small airports, which are remote from VHF 

navigation aids. NDB equipment is subject to disturbances that may result in 

erroneous bearing information. These disturbances are caused by intermittent or 

unpredictable signal propagation due to factors such as lightning, precipitation static 

and nighttime interference from distant stations. A NDB approach is available for 

Runway 24 at Potsdam Municipal Airport. 

GLOBAL POSITIONING SYSTEM (GPS) 

GPS is a satellite-based navigation system, which was originally developed by the 

Department of Defense (DOD), for the military. The system provides highly accurate 

position and velocity information and precise time on a continuous global basis to an 

unlimited number of properly-equipped aircraft users. The system is unaffected by 

weather and provides a worldwide common grid reference system based on latitude 

and longitude coordinates called waypoints or fixes to identify a position. At Potsdam 

Municipal Airport, a GPS approach is available for Runway 24. 

Reliance on ground-based navigational systems has served the aviation community 

well, but often results in less than optimal routes or instrument procedures and an 

inefficient use of airspace. As a result, there is now a move towards Area Navigation 

(RNAV). RNAV provides enhanced navigational capability to the pilot and greater 

flexibility in defining routes, without reliance upon ground-based navigational aids. 

RNAV can compute the airplane position, actual track, and ground speed, and then 

provide meaningful information relative to a route of flight selected by the pilot. 

RNAV provides the pilot with distance, time, bearing and cross track error relative to 

the selected waypoint and the selected route. Potsdam Municipal Airport currently 

has an RNAV GPS approach to Runway 24. 

VISUAL AIDS TO NAVIGATION 

Visual aids to navigation are extremely important, especially for those flying VFR 

flight plans. The visual aids at the Airport are precision approach path indicators 

(PAPI) and a rotating beacon. 

2-24


Precision Approach Path Indicators (PAPI) 

PAPIs are used to provide visual glide slope guidance for non-precision or visual 

approaches. The PAPI system is composed of two lights that are installed in a line 

perpendicular and to the left of the runway. When an aircraft is on the correct glide 

slope angle, the PAPIs will emit one white and one red light. Other light 

combinations can indicate when an aircraft is too high (two white) and too low (two 

red). The PAPI system for Runway 6-24 is currently in excellent condition and the 

locations are designated with the letter “P” on Figure 2-10. 

Rotating Beacon 

The location of an airport at night is universally indicated by a rotating beacon that 

projects two beams of light, one white and one green, 180 degrees apart. The beams 

of white and green light indicate that the airport is a lighted civil land airport. The 

Airport has a rotating beacon that is in excellent condition. It is located adjacent to the 

electrical building and is depicted as a star on Figure 2-10. 

2-25


Airport Support Facilities 

Figure 2-10


2.02-4 Airspace Activity 

Airspace activity in the Potsdam Terminal Area includes general aviation and military 

activity. 

GENERAL AVIATION ACTIVITY 

According to discussions with the Potsdam Village Administrator, general aviation 

accounts for approximately 99 percent of the total annual operations at the Airport. 

General aviation activity comprises everything from charter flights to business 

aviation to flight training. Although most general aviation aircraft are equipped with 

equipment to fly IFR, and many general aviation pilots are trained to fly IFR, a high 

percentage of general aviation flight activity operates under VFR. VFR traffic is not 

generally controlled by an air traffic control facility, meaning the pilot is responsible 

for maintaining adequate separation from other traffic and terrain. VFR traffic 

generally uses prominent land features for navigation, especially in uncontrolled 

airspace. Ingress and egress routes with easily distinguishable land features around 

the Airport include New York State 11B running east and west, the Village of 

Potsdam to the west, and New York State Route 11 running northeast from the 

Village of Potsdam. 

MILITARY ACTIVITY 

The Potsdam Village Administrator also noted that military activity at Potsdam 

Municipal Airport accounts for approximately one percent of the total annual 

operations at the Airport. The military operations are various touch-and-go and 

training operations. The nearest military base is Fort Drum, which is approximately 

60 miles southwest of the Airport. Fort Drum Blackhawk helicopters average 

approximately two training operations per month at Potsdam. 

2.03 Historical Aviation Activity 

The following sections provide baseline information that will be used later in this 

study in the preparation of aviation activity forecasts and identification of facility 

requirements for the 20-year planning period (through 2029) for the Airport. 

2.03-1 Annual Operations 

Table 2-7 shows a detailed breakdown of annual operations for the years 2005 

through 2008 at Potsdam Municipal Airport, as reported by the FAA Terminal Area 

Forecast (TAF). 

2-27


TABLE 2-7 

ANNUAL AIRCRAFT OPERATIONS 

Year Itinerant Local Total 

2005 2,500 3,500 6,000 

2006 2,500 3,500 6,000 

2007 2,500 3,500 6,000 

2008 2,500 3,500 6,000 

Source: FAA Terminal Area Forecast, 2008 

2.03-2 Based and Itinerant Aircraft 

According to the Potsdam Village Administrator, aircraft presently based (2009) at 

the Airport consist of 17 single engine aircraft and one ultra light, as shown in Table 

2-8. Specific details of these aircraft are listed in Table 2-9. All of the aircraft are 

propeller driven (except for one ultra light) having gross weight of under 12,500 

pounds and fall into the Federal Aviation Administration’s Airplane Design Group I 

and Aircraft Approach Category A or B. The aircraft include Cessna 150s, 172s, 

Piper Cherokees, Cessna 170, 206, and 210, Mooney M20, Diamond DA40, Aeronca 

11AC, and an ultra light. The ultra light is not considered an aircraft by FAA 

standards, so it will not be considered for any forecast or facility requirement 

calculations. Typical general aviation aircraft are pictured on Figure 2-11. 

TABLE 2-8 

BASED AIRCRAFT 

Aircraft Type Number 

Single engine 17 

Ultra light 1 

Source: Potsdam Municipal Airport 

TABLE 2-9 

BASED AIRCRAFT CHARACTERISTICS 

Aircraft 

Max. T/Off 

Wt. (pounds) 

Approach 

Speed (knots) 

Wingspan 

(feet) 

Approach 

Category 

Design 

Group 

Aeronca Chief 1,250 43 36.08 A I 

Cessna 150 1,600 55 32.70 A I 

Cessna 170 2,200 55 36.00 A I 

Cessna 172 2,450 61 36.08 A I 

Cessna 206 3,600 92 36.00 B I 

Cessna 210 4,000 75 36.75 A I 

Diamond Star 2,645 64 39.17 A I 

Mooney M20 3,374 62 26.75 A I 

Piper Cherokee 2,150 61 30.00 A I 

Source: Potsdam Municipal Airport and C&S Engineers, Inc. 

2-28


GA Aircraft at Potsdam 

Figure 2-11


Transient (visiting) aircraft activity consists of many aircraft similar to the types 

presented in Table 2-10, both small aircraft (weighing less than 12,500 pounds) and 

heavier aircraft with gross weights more than 12,500 pounds (i.e., large aircraft). An 

Embraer EMB-110 Bandeirante operated by Air Now for United Parcel Service 

(UPS) flies into Potsdam Municipal Airport several times per week. Several 

Beechcraft King Airs fly into Potsdam a few times throughout the year, averaging 48 

operations. A Cessna Citation V also made a few trips over the past year. 

TABLE 2-10 

TRANSIENT AIRCRAFT CHARACTERISTICS 

Aircraft 

Max. T/O 

Wt. (lbs) 

Approach 

Speed (kts) 

Wingspan 

(ft) 

Approach 

Category 

Design 

Group 

Beechcraft Baron 58 5,500 96 37.80 B I 

Beechcraft King Air 90 9,650 100 50.20 B II 

Beechcraft Super King Air 350 15,000 109 57.92 B II 

Beechcraft Super King Air 200 12,500 103 54.50 B II 

Cessna Caravan 8,750 79 52.08 A II 

Cessna Chancellor 6,785 94 44.10 B I 

Cessna Citation V 16,830 107 55.80 B II 

Cessna Golden Eagle 7,450 96 41.70 B I 

Cirrus SR-22 3,400 78 38.33 A I 

Embraer EMB-110 

13,007 92 50.30 B II 

Bandeirante 

Pilatus PC-12 10,450 85 53.25 A II 

Piper Navajo 6,200 100 40.70 B I 

Piper Seneca 4,200 79 38.92 A I 

Rockwell Turbo Commander 

690 

10,300 97 46.50 B I 

2.03-3 Critical Aircraft 

Source: Potsdam Municipal Airport and C&S Engineers, Inc. 

The selection of appropriate FAA airport design criteria is based on the critical design 

aircraft using the Airport. The current critical or design aircraft for dimensional 

criteria is the Embraer EMB-110 Bandeirante, a twin turboprop engine aircraft. The 

Bandeirante is subcontracted for the UPS and operates at Potsdam Municipal Airport 

five times per week, which equates to almost 500 operations in the past year. 

The Embraer EMB-110 Bandeirante has a wingspan of 50.30 feet, a tail height of 

16.50 feet, and a maximum takeoff of 13,007 pounds. Its approach speed is 92 knots. 

Thus, for design purposes, the aircraft is categorized as a member of the Airplane 

Design Group II (aircraft with wingspans up to but not including 79 feet or tail height 

from 20 up to but not including 30 feet) and Aircraft Approach Category B (approach 

speed 91 knots or more but less than 121 knots). 

2-30


Based on FlightAware IFR data obtained in October 2009, the Bandeirante had 498 

operations over the past year, which equates to approximately 46 percent of all IFR 

operations at the Airport. While the Bandeirante itself doesn’t meet the 500 

operations requirement, there are additional B-II aircraft operating at the Airport 

which add another 48 operations. These aircraft are a Beechcraft Super King Air 350 

(18 operations), a Beechcraft Super King Air 200 (16 operations), a Beechcraft King 

Air 90 (10 operations), and a Cessna Citation V (4 operations). B-II operations 

account for exactly half of all IFR operations (1,092) at the Airport, further 

solidifying the justification to upgrade Potsdam Municipal Airport from a B-I to a B- 

II airport. 

2.03-4 Airport Design Standards 

FAA Advisory Circular 150/5300-13, Airport Design, identifies the design standards 

to be maintained at the Airport. These design criteria provide a guide for airport 

designers to assure a reasonable amount of uniformity in airport facilities. Any 

criteria involving widths, gradients, separations of runways, taxiways, and other 

features of the landing area must necessarily incorporate wide variations in aircraft 

performance, pilot technique, and weather conditions. 

The specific airport design standards listed below (Table 2-11) have been applied 

assuming aircraft usage by Aircraft Approach Category B (approach speed of 91 

knots or more but less than 121 knots), Airplane Design Group II (wingspan up to but 

not including 79 feet), and visibility minimums no lower than ¾ mile. The previous 

B-I standard is also shown for reference. 

2-31


TABLE 2-11 

AIRPORT DESIGN STANDARDS 

(WITH NOT LOWER THAN ¾ MILE VISIBILITY MINIMUMS) 

Dimensions 

Design Criteria: B-I Standard B-II Standard Existing 

Runway Width 60’ 75’ 60’ 

Runway Centerline to 

- Taxiway Centerline 

- Aircraft Parking Area 

225’ 

200’ 

240’ 

250’ 

400’ 

500’ 

Taxiway Width 25’ 35' 25’ 

Taxiway Safety Area Width 49’ 79' 79’ 

Taxiway Object Free Area Width 89’ 131' 131’ 

Runway Safety Area 

- Width 

- Length (beyond runway end) 

Runway Object Free Area 

- Width 


120’ 

240’ 

400’ 

240’ 

150' 

300' 

500' 

300' 

Source: FAA Advisory Circular 150/5300-13 and C&S Engineers, Inc. 

150’ 

300’ 

500’ 

300’ 

Based on the design standards noted above, it is recommended that Potsdam 

Municipal Airport change from an ARC B-I airport to a B-II. With this change in 

ARC, the runway and taxiway widths do not meet the FAA design standards for a B- 

II airport. 

2.04 Environmental Overview 

The objective of conducting an environmental overview as part of the Airport Master 

Plan is twofold: a) to describe the existing environmental conditions in the airport and 

surrounding communities, and b) to identify environmentally sensitive areas which 

may require special management, conservation and/or preservation during the 

planning, design and construction of proposed airport development projects. Research 

methodologies applied in preparing this section of the Airport Master Plan include 

literature review, agency consultation (see Appendix B), field visits, and application 

of geographic information system (GIS) for sensitivity mapping. 

2-32


Guidelines used in preparing this overview include the Federal Aviation 

Administration (FAA) Order 5050.4B, National Environmental Policy Act (NEPA) 

Implementing Instructions for Airport Actions, dated April 28, 2006, which sets forth 

procedures based on the Council of Environmental Quality (CEQ) Regulations 

implementing the National Environmental Policy Act of 1969 (NEPA). Order 

5050.4B supplements FAA Order 1050.1E, Environmental Impacts: Policies and 

Procedures, which provides all FAA organizations with policies and procedures for 

complying with NEPA and CEQ regulations. This environmental overview does not 

replace environmental documents such as an environmental assessment (EA) or an 

environmental impact statement (EIS) that may be required for the proposed actions 

resulting from this study. To obtain environmental clearance for any proposed 

projects at the Airport, a full environmental evaluation document prepared in 

accordance with United States Department of Transportation (USDOT) policy, FAA 

Order 5050.4B, FAA Order 1050.1E, CEQ Regulations, and the New York State 

Environmental Quality Review Act (SEQRA) will be necessary. 

The environmental discussion that follows focuses on describing the current 

environmental conditions within the Airport and its environs. Discussion of 

environmental impacts and associated mitigation is not covered in this section as 

these topics typically relate to specific actions proposed in the Master Plan. Impacts 

and mitigation will be addressed during the preparation of the appropriate 

environmental clearance document. 

2.04-1 Noise 

The existing and forecast levels of traffic are below the current threshold of 

significance (90,000 annual propeller aircraft operations or 700 annual jet operations) 

for environmental analysis on federally-aided projects, as defined by FAA Order 

1050.1E. 

The Village of Potsdam noted that “the frequency of flights does not at present 

generate significant noise pollution or pose any kind of health or safety threat to the 

public. The New York State Department of Environmental Conservation (NYSDEC) 

Region 6 noted that “significant increased air traffic at the facility could result in 

noise issues above established levels. Expansion of the Airport due to increased 

demand would likely require permitting from one for more agencies.” 

2.04-2 Land Use Compatibility 

The compatibility of existing and planned land uses in the vicinity of an airport is 

usually associated with the extent of noise impacts related to that airport. There 

currently are no generated noise contours for the Airport due to the low activity. 

Should the Airport generate enough operations to warrant contours, those will have to 

be addressed and compatibility will have to be reviewed. 

2-33


The land surrounding the Airport is zoned as Coordinated Development. As stated 

previously, the Village of Potsdam explains that Coordinated Development “provides 

a means of developing those land areas considered appropriate for large-scale, new 

residential, recreational, commercial or industrial development or any combination of 

these that are compatible with the spirit of the Town’s zoning regulations.” 

Furthermore, they note that “prevalent existing land-uses include single family 

residential and commercial uses.” Due to this zoning, the Airport is compatible with 

the land uses in the vicinity. 

2.04-3 Air Quality 

Correspondence received from the NYSDEC on November 2, 2009 notes that the “air 

quality in the Potsdam area is generally good, and is in attainment for state air quality 

standards, with the occasional exception of ozone pollutants.” 

2.04-4 Water Quality 

Consultation with the NYSDEC indicated that “it is important to follow department 

regulations in reporting petroleum and hazardous waste spills and taking measures to 

limit their potential occurrence.” The St. Lawrence County Soil and Water 

Conservation District stated that “any construction over one acre in size would 

require a Stormwater Permit from the NYSDEC.” 

Construction best management practices would be implemented to mitigate any 

temporary impacts to water quality for any future construction activities. The 

contractor would comply with requirements outlined in FAA Advisory Circular 

150/5370-10A, Standards for Specifying Construction of Airports. Water quality 

would be protected by installing and maintain soil erosion and sediment controls 

properly sequencing construction operations, and stabilizing exposed earth as soon as 

practicable during construction. 

2.04-5 Wetlands 

Wetlands are defined in Executive Order 11990, Protection of Wetlands, as "those 

areas that are inundated by surface or ground water with a frequency sufficient to 

support...a prevalence of vegetative or aquatic life that requires saturated or 

seasonally saturated soil conditions for growth and reproduction. Wetlands generally 

include swamps, marshes, bogs, and similar areas...” 

2-34


Federal and state designated wetlands are mapped on airport property and in the area 

surrounding the Airport (see Figures 2-12 and 2-13). State regulated Wetlands are 

located on the northern and eastern sides of the airport site. Information from the St. 

Lawrence County Soil and Water Conservation District (SWD) also indicates that 

there are hydric soils present throughout much of the airport site that “would be 

indicative of additional federal wetlands.” The NYSDEC states that “potential long 

term airport expansion could be impacted by these regulated resources” and that 

“evaluation of these potential impacts should take place in any long term planning.” 

2-35


St. Lawrence 

County 


VILLAGE OF 

POTSDAM 

Airport 

Property 

Line 

DEC Wetlands 

NWI Wetlands 

2000 0 2000 4000 Ft. 

1” = 2000’ 


Wetlands Map 

Figure 2-12


St. Lawrence 

County 


Source: New York State Department of Environmental Conservation 


Environmental Overview Map 

Figure 2-13


2.04-6 Floodplains 

Flood plains are defined as "the lowland and relatively flat areas adjoining inland and 

coastal waters including flood-prone areas of offshore islands, including at a 

minimum, that area subject to a one percent or greater chance of flooding in any 

given year." 

The Threshold of Significance (TOS) is exceeded when there is an encroachment on a 

base flood plain (100-year flood). An encroachment involves: 

• A considerable probability of loss of life, 

• Likely future damage associated with encroachment that could be substantial 

in cost or extent, including interruption of service or loss of vital 

transportation facilities, or 

• A notable adverse impact on natural and beneficial flood plain values. 

According to the NYSDEC, there are no floodplains present on the Airport property 

or the immediate vicinity. The Village of Potsdam noted that the FEMA Flood 

Insurance Rate Map Community Number 361185-06 indicates that the Airport is 

situated in Zone C. 

2.04-7 Biotic Communities/Endangered and Threatened 

Species of Flora and Fauna 

Consideration of biotic communities and endangered and threatened species is 

required for all proposals under the Endangered Species Act as Amended. Section 7 

of the Endangered Species Act as Amended requires each Federal agency to insure 

that any action the agency carries out "is not likely to jeopardize the continued 

existence of any endangered species or threatened species or result in the destruction 

or adverse modification of habitat" of critical species. 

Correspondence from the NYSDEC notes that the Autumnal Water-starwort, an 

endangered plant, could be located to the south and west of the airport property. The 

NYSDEC stated that “the plant was last observed in 1873, so may, or may not, be 

extant.” The United States Department of Interior (USDOI) Fish and Wildlife Service 

correspondence referred requests to their website. The website lists several 

endangered bird species for St. Lawrence County: Black Tern, Golden Eagle, 

Loggerhead Shrike, Peregrine Falcon, Short-eared Owl, and Spruce Grouse. There are 

also several threatened bird species: Bald Eagle, Common Tern, Henslow’s Sparrow, 

Least Bittern, Northern Harrier, Pied-billed Grebe, Sedge Wren, and Upland 

Sandpiper. 

2-38


2.04-8 Coastal Zone Management Program and Coastal 

Barriers 

Potsdam Municipal Airport is not located within or adjacent to New York State’s 

coastal zone. Any proposed action and reasonable alternatives will not adversely 

impact the coastal zone natural resources protected by the National Oceanic and 

Atmospheric Administration regulations under 15 CFR Part 930. 

2.04-9 Wild and Scenic Rivers 

There are no listed Wild, Scenic, or Recreational Rivers in the vicinity of the Airport, 

or surrounding area. Therefore, no future impacts associated with this category are 

anticipated. 

2.04-10 Farmland 

The Farmland Protection Policy Act (Public Law 97-98) directs federal agencies to 

use criteria developed by the U.S. Department of Agriculture to identify and analyze 

impacts related to the conversion of farmland to nonagricultural uses. The Airport is 

in the vicinity of identified Agricultural Districts. These districts are located in all 

directions surrounding the Airport, but none are on airport property. Since the Airport 

is not located directly in an Agricultural District, any proposed action and reasonable 

alternatives will not require acquisition of land presently used for farming. If 

development is required within farmlands, the necessary steps will be taken to 

identify and analyze any impacts associated with such development. 

2.04-11 Energy Supply and Natural Resources 

FAA guidance sets forth protocols for analyzing changes in demand for energy 

supplies associated with: 

• Major changes in stationary facilities that may make for large demands on 

local existing or planned utilities 

• The use of scarce or unusual materials to construct proposed facilities 

• Significant changes to existing aircraft fuel use 

Correspondence from the NYSDEC notes that “natural resources and energy supply 

is not a significant issue at the Potsdam Airport.” 

2-39


2.04-12 Light Emissions 

In order to assess the potential light emissions impacts, the extent to which any 

proposed airport lighting will create an annoyance among people in the vicinity of the 

installation must be addressed. No impacts are anticipated. 

2.04-13 Social Impacts 

The FAA requires specific analysis of social impacts associated with relocations of 

residential properties or commercial properties, or other community disruption that 

may be caused by any airport action. The categories of disruptions to be considered 

are: 

• Alteration of surface transportation patterns; 

• Division or disruption of neighborhoods; 

• Disruption of orderly planned development; and 

• Appreciable change in employment patterns. 

There is no anticipated development that would require significant relocation. 

2.04-14 Induced Socioeconomic Impacts 

FAA guidance requires consideration of the potential for induced or secondary 

impacts on surrounding communities of any proposed major airport project. The 

limited scope of anticipated changes to airport operations is not expected to result in 

significant socioeconomic impacts to any residents or businesses in the vicinity of the 

Airport. 

2.04-15 Department of Transportation Act, Section 4(f) 

Section 4(f) of the DOT Act places restrictions on the use of any publicly-owned 

recreational land, public park, recreation area, or wildlife and waterfowl refuge of 

national, state, or local significance. 

There is no park or recreational land that is directly or indirectly affected by the 

Airport's existing development. 

2-40


2.04-16 Historic, Architectural, Archeological, and Cultural 

Resources 

The National Historic Preservation Act of 1966 requires that an initial review be 

made to determine if any properties that are in, or eligible for inclusion in, the 

National Register of Historic Places are within the area of a proposed action’s 

potential environmental impact. 

The Archeological and Historic Preservation Act of 1974 provides for the survey, 

recovery, and preservation of significant scientific, prehistoric, historical, 

archeological, or paleontological data when such data may be destroyed or irreparably 

lost due to a Federal, federally licensed, or federally funded project. 

Correspondence from NYSDEC notes that there is an area of potential archaeological 

significance on the south and western portions of the airport property (See Figure 2- 

13). They do state, however, that “there is no record of buildings meeting 

requirements for significance, historically or architecturally in the vicinity of the 

Potsdam Airport.” The New York State Office of Parks, Recreation and Historic 

Preservation (OPRHP) states that “there are no properties listed in the State or 

National Register of Historic Places within or adjacent to [the] project site.” The 

OPRHP also indicates however that the project area has not been completely 

surveyed and that they can comment on potential properties if requested. 

2.04-17 Solid Waste Impacts 

Any proposed action at the Airport may increase the quantity of solid waste generated 

by the Airport or affect the manner in which the Airport’s solid waste is collected or 

disposed. 

Airport actions that relate only to airfield development (e.g., runways, taxiways, and 

related items) will not normally result in an increase in the production of solid wastes 

after project completion. 

Should expansion of terminal area buildings (e.g., hangars) be planned, measurements 

of solid waste production and disposal alternatives would have to be assessed at that 

time. In any case, construction debris would be disposed of at a site approved by 

Potsdam Municipal Airport, the Village of Potsdam, and the project engineer. 

2.04-18 Construction Impacts 

Limited short-term effects resulting from construction operations may occur due to 

any proposed development. Specific effects could include noise of construction 

equipment on the site, noise and dust from the delivery of materials, air pollution, and 

water pollution from erosion. 

2-41


For future development at the Airport, potential impacts would be controlled and 

limited by requiring the contractor to comply with all contract provisions for 

environmental protection. These short-term construction impacts would not persist 

beyond the construction period, and no significant long-term construction impacts are 

expected as a result of any proposed development at the Airport. All construction 

activities would take place in accordance with FAA Advisory Circular 150/5370- 

10A, Standards for Specifying Construction of Airports. 

2.04-19 Environmental Justice 

Executive Order 12898 (February 11, 1994) was issued to address Environmental 

Justice in Minority Populations and Low-Income Populations. The intent of this 

Order is to ensure that each federal agency shall conduct its programs, policies, and 

activities that substantially affect human health or the environment in a manner that 

does not exclude persons or populations from participation, does not deny benefits, 

and does not subject to discrimination because of race, color, or national origin. 

Ensuring greater public participation and access to information by minority and lowincome 

populations is part of the environmental justice strategy. 

NYSDEC correspondence noted that, “The Potsdam Airport property is not currently 

listed as being in an Environmental Justice area, but the area to the south of US Route 

11B (across from the Airport) is identified in the department data base as a potential 

EJ area.” No discrimination based on minority status or low income will result with 

implementation of any proposed project. Thus, any proposed action as a result of this 

Airport Master Plan is not expected have a significant adverse impact in this category. 

2.04-20 Protection of Children from Environmental Health 

Risks and Safety Risks 

Executive Order 13045 (April 21, 1997) requires federal agencies to ensure that their 

policies, programs, activities, and standards address disproportionate risks to children 

that result from environmental health risks and safety risks. Federal agencies must 

identify and assess potential environmental health risks to children. Potential 

environmental health risks are defined to mean risks to health that are attributable to 

products or substances that the child is likely to come in contact with or ingest, such 

as air, food, water, soil, and products. 

Correspondence from the NYSDEC notes that “children’s health and safety issues 

may arise with residential development takes place in airport flight safety corridors” 

and that “local planning should take this into consideration through proper zoning.” 

2-42


2.04-21 Cumulative Impacts 

The Council of Environmental Quality regulations (40 CFR ~§ 4321 et seq.) require 

that secondary (or indirect) consequences be included as part of the environmental 

review process. There are no secondary or indirect effects by the any proposed airport 

development that are reasonably foreseeable. 

As stated in (40 CFR § 1508.7), cumulative impacts are effects “on the environment, 

which result from incremental impact of the action when added to other past, present 

and reasonably foreseeable future actions.” It states furthermore that, “Cumulative 

impacts can result from individually minor but collectively significant actions taking 

place over a period of time.” Impact could occur from concurrent construction of 

projects in a localized area. 

Any proposed development at the Airport will take into account other planned 

projects in order to coordinate construction activities and minimize impacts. 

2.04-22 Environmental Overview Summary 

This section has provided a brief overview of existing environmental conditions at 

Potsdam Municipal Airport. The inventory indicates that development at the Airport 

has the potential to impact the following environmental categories directly or 

indirectly: 

• Water Quality 

• Wetlands 

• Fish, Wildlife and Plants 

• Hazardous Material and Solid Waste Impacts 

• Historical, Architectural, Archaeological, and Cultural Resources 

• Construction Impacts 

The potential environmental effects by proposed facility improvements are identified 

and gauged against the baseline conditions. When and if a threshold of significance as 

defined in FAA Order 1050.1E Appendix A has been exceeded, further analysis may 

be required in subsequent NEPA documents. 

2-43


In the evaluation of development alternatives, an assessment will be made as to the 

potential impact on these categories. The evaluation of alternatives is based on a 

number of factors. Environmental considerations are weighed as completely and 

fairly as non-environmental considerations. The objective in developing the Airport 

Layout Plan is to enhance environmental quality or minimize environmental impacts 

while fulfilling the FAA's principal mission to provide for the safety of aircraft 

operations. 

Compliance under NEPA requires potential impacts to be mitigated regardless of 

level of significance. Additionally, should threshold values, as specified in FAA 

Order 5050.4B, National Environmental Policy Act (NEPA) Implementing 

Instructions for Airport Actions, regarding airport-related development be exceeded, 

then cumulative effects should be addressed more substantially within the appropriate 

NEPA document. 

2.05 Airport Key Issues 

At the start of the master plan study, Village of Potsdam officials, airport 

management and staff, and the consultants identified a number of key issues at the 

Airport that included both concerns and opportunities. Surveys have been sent to 

local business representatives and airport users whose responses provided their 

unique perspectives. The survey was conducted in November 2009 and had a 22 

percent response rate. 

Key issues at the Airport based on survey responses include the need for the 

following: 

• Additional hangar/aircraft storage facilities 

• Aircraft maintenance 

• Improved overall maintenance, especially on the New York State Route 11B 

side of the Airport 

• Removal of trees at the Runway 24 end of the Airport 

• Availability of a loaner vehicle for use 

• Tie-downs for temporary parking 

• Additional/improved promotion of the Airport 

2-44


The majority of the pilots rated the geographic location of the Airport and its apron 

pavement conditions an excellent rating. The runway pavement conditions and 

NAVAIDs received a good rating. Over 80 percent of the respondents gave the 

hangar facilities a fair or poor rating. Eighteen and 11 percent of respondents believe 

the fuel costs and aircraft storage/parking fees, respectively, are too high. 

Consistent with the key issues noted above, when asked what type of 

facilities/services would encourage the use of the Airport, the top three responses 

were improved aircraft storage facilities, instrument approaches and aircraft 

maintenance (see Appendix C for results of the business and pilots survey). 

2-45


CHAPTER 3 - FORECASTS OF AVIATION 

DEMAND 

Aviation demand forecasts are a key element in airport planning studies. Demand 

forecasts, based upon the desires and needs of the service area, provide a basis for 

determining the type, size and timing of aviation facility development and a platform 

upon which this master planning study will be based. Consequently, these forecasts 

influence all phases of the planning process. 

The aviation demand forecasts will serve four purposes in the development of the 

master plan. Specifically, they provide for: 

• Determining the necessary capacity of the airfield, apron, and ground access 

system serving the Airport. 

• Determining the Airport's role and resulting size and type of facility 

development. 

• Evaluating the potential environmental effects, such as noise, due to the 

Airport's development and operation, and 

• Evaluating the financial feasibility of alternative airport development 

proposals. 

Data is available from the New York State Department of Transportation and the 

FAA in the form of the New York State Aviation Activity Forecasts (NYSAAF) 

Study, the New York State Aviation System Plan (SASP), the National Plan of 

Integrated Airport Systems (NPIAS), and the FAA Terminal Area Forecasts (TAF). 

This information serves as a comparative basis of forecasting aviation demand at 

Potsdam Municipal Airport for the planning period. Specific portions of these 

statewide and federal planning studies will be referenced, compared, and adjusted to 

more accurately reflect the present and expected future conditions at the Airport. 

Forecasts of aviation demand require the evaluation of the following variables: 

• Based aircraft by category 

• Fleet mix by aircraft type 

• Aircraft operations (itinerant and local) 

• Peak period activity 

3-1


The following sections detail the methodology and results of the aviation activity 

forecasting effort. 

3.01 General Aviation Activity 

The term "general aviation" refers to all flying except the military or the airlines. 

Typically, the measures of based aircraft and annual operations are used to gauge 

general aviation aeronautical activity. In addition, there are a number of other activity 

indicators that must be forecast for use later in the master plan. The following 

sections detail the methodology and results of the general aviation activity forecasting 

effort. 

3.01-1 Historical Activity and Available Activity Forecasts 

The number of based aircraft at Potsdam Municipal Airport has declined from a high 

of 19 aircraft in 1990 to 17 in 2008. However, the Airport currently has a project to 

construct a new 8-bay T-hangar facility. These new T-hangars, to be constructed near 

the SRE building, will replace the severely-aged conventional and T-hangars on the 

southwest side of the airfield. As noted in the pilot survey, approximately 64% of the 

pilots responded that improved aircraft storage facilities would encourage them to use 

the Airport more often. More T-hangars was also the most noted improvement 

suggested by the pilots for the Airport. 

Before beginning with the forecasting effort, the existing activity forecasts for the 

Airport must be reviewed. Table 3-1 and Table 3-2 present forecasts provided by the 

New York State Aviation System Plan (NYSASP), Federal Aviation Administration’s 

Terminal Area Forecast (FAA TAF) and the 1994 Potsdam Municipal Airport Master 

Plan. The numbers of the forecasts vary significantly as both the NYSASP and FAA 

TAF project negative growth rates and the Master Plan projects a modest growth rate 

of aviation activity over the next twenty years. 

The forecasting efforts identified above assume a base year level of aircraft 

operations much higher than what currently exists at the Airport. This assumption 

places the projected operation levels for the Airport at an artificially high level over 

the next 20 years. Therefore, these forecasts are used for comparison purposes only 

and will not be used as the preferred forecast for this study. 

3-2


TABLE 3-1 

BASED AIRCRAFT HISTORY AND FORECAST 

Year Historical 1 NYSASP 2 FAATAF 3 1994 Master 

Plan 4 

Historical 

1990 19 

2000 19 

2009 17 

Forecast 

2014 10 15 28* 

2019 10 15 34* 

2029 10* 15 41* 

1 

Source: FAA TAF and Potsdam Municipal Airport 

2 

Source: New York State Aviation System Plan (2008) 

3 

4 

Federal Aviation Administration, Terminal Area Forecasts (2009) 

Source: Potsdam Municipal Airport Master Plan (1994) 

* Interpolated and extrapolated for forecast years. 

TABLE 3-2 

AIRCRAFT OPERATIONS HISTORY AND FORECAST 

1994 Master 

Year Historical 1 NYSASP 2 FAATAF 3 Plan 4 

Historical 

1990 6,000 

2000 6,000 

2009 6,000 

Forecast 

2014 6,000 6,000 11,058* 

2019 6,000 6,000 13,490* 

2029 6,000* 6,000 16,457* 

1 

Source: FAA TAF and Potsdam Municipal Airport 

2 

Source: New York State Aviation System Plan (2008) 

3 

Federal Aviation Administration, Terminal Area Forecasts (2009) 

4 

Source: Potsdam Municipal Airport Master Plan (1994) 

* Interpolated and extrapolated for forecast years. 

3-3


3.01-2 Based Aircraft Forecasts 

Airside facilities include runways, taxiways, lighting, and navigational aids. A based 

aircraft is a general aviation aircraft that is stationed at an airport as its "home base." 

Forecasts of based aircraft have previously been presented in the NY SASP, the FAA 

TAF, and the 1994 Master Plan, and shall be compared, updated, and applied to the 

present and expected future conditions at the Airport. 

Four methodologies were used to derive a 

preferred based aircraft forecast for the 

Airport. The first method forecasted based 

aircraft using the December 2008 FAA TAF’s 

annual based aircraft growth rate for the State 

of New York of 0.5 percent. This growth rate 

results in an increase of one based aircraft over 

the next 20 years as shown in Table 3-3. 

TABLE 3-3 

STATEWIDE TAF METHOD 

Year Statewide TAF Potsdam 

2009 5,392 17 

2014 5,545 17 

2019 5,706 17 

2029 6,041 18 


The second method utilized information from 

the NYSASP published in 2009. While there 

was information specific to based aircraft at 

Potsdam, those numbers were generated from 

the TAF, which was already used previously. 

Therefore, the numbers for this method were 

derived from the overall Forecast of Total GA 

Based Aircraft at general aviation airports in 

New York State. The NYSASP projected 

growth rates from 1.24 percent annually between 2005 and 2010 down to 1.1 percent 

annually between 2020 and 2025. This method results in an increase of three based 

aircraft over the next twenty years as shown in Table 3-4. 

In general, higher income leads to a higher 

participation in GA activity. Therefore, the 

third methodology incorporates the historic 

per capita personal income growth rate for the 

Ogdensburg-Massena Micropolitan Statistical 

Area, which is the equivalent of St. Lawrence 

County. The U.S. Bureau of Economic 

Analysis (BEA) indicates that personal income 

within the Micropolitan Statistical Area grew 

TABLE 3-4 

NYSASP METHOD 

Year NY Based GA Potsdam 

Aircraft 

2009 4,062 17 

2014 4,341 18 

2019 4,541 19 

2029 5,057 21 


TABLE 3-5 

PER CAPITA INCOME METHOD 

Year Per Capita Potsdam 

Income 

2009 $27,190 17 

2014 $33,580 21 

2019 $41,471 26 

2029 $60,962 38 


at a modest annual rate of 4.7 percent between the years 1997 and 2007. A projected 

growth rate for based aircraft that is similar to that of the historic annual per capita 

personal income growth rates for the Micropolitan Statistical Area would result in an 

increase of 21 based aircraft over the next twenty years as shown in Table 3-5. 

3-4


Both the TAF and NYSASP methods are 

determined to be too low for Potsdam’s 

forecasted based aircraft mainly because of the 

current t-hangar construction. In addition, 

while the per capita income method seems 

reasonable over the first ten year forecast 

period, the addition of 13 additional aircraft in 

the second ten years is unlikely. Because of 

this, a final fourth method to forecast based 

aircraft was performed. The final methodology 

incorporates information from the FAA 

Aerospace Forecast for Fiscal Years 2009 – 2025. The Aerospace Forecast indicates a 

leveling off of active general aviation and air taxi aircraft. The years 2000 through 

2008 shows a growth rate of 6.4 percent. The growth rate declines to 4.4 percent in 

the years 2008 through 2010 and finally to 3.5 percent for the years 2010 through 

2020. The overall annual growth rate for the years 2008 through 2025 is also 3.5 

percent. Due to this leveling off, an annual growth rate of 3.5 percent will be used for 

the full forecast period. A projected growth rate for based aircraft that is similar to 

that of the FAA Aerospace Forecast would result in an increase of 16 based aircraft 

over the next twenty years as shown in Table 3-6. 

The FAA Aerospace Forecast method is the recommended and preferred 

methodology. While the number of based aircraft at the Airport did not historically 

grow at this rate, growth rates have been limited by the availability and quality of the 

Airport’s hangar space. With the construction of the new T-hangars, it is likely that 

additional aircraft owners would base their aircraft at Potsdam Municipal Airport. 

The new T-hangars will provide space for eight more aircraft in the next few years. 

With the assumption that the Airport undergoes the needed improvements over the 

next 20 years in order to meet the demand for basing aircraft at the Airport, it is likely 

that the based aircraft numbers will more closely follow the FAA Aerospace Forecast. 

3.01-3 Based Aircraft Fleet Mix Forecasts 

The forecast of the based aircraft fleet mix (type of aircraft) is based upon expected 

national trends adjusted to local conditions. These forecasts give an indication of the 

growth and direction of the fleet and of potential future based aircraft. Table 3-7 

presents the based aircraft fleet mix forecast for Potsdam Municipal Airport. 

The current fleet mix at Potsdam Municipal Airport consists of 100% single engine 

aircraft. Due to the types of aircraft operating at the Airport, it is anticipated that a 

multi engine aircraft could be introduced over the planning period. This would result 

in a fleet mix of 97% single engine aircraft and 3% multi engine aircraft. The 

comparison of existing and forecasted fleets indicates that the majority of aircraft 

operated in the region are single engine aircraft and would therefore continue to 

dominate the fleet mix. 

3-5 

TABLE 3-6 

FAA AEROSPACE FORECAST 

METHOD 

Year Active GA Potsdam 

Aircraft 

2009 21,990 17 

2014 26,685 21 

2019 31,460 25 

2029 42,471 34 

Source: C&S Engineers, Inc.


Year 

Single 

Engine 

TABLE 3-7 

FLEET MIX HISTORY AND FORECAST 

Multi 

Engine Jet Rotorcraft Total 

2009 17 --- --- --- 17 

2014 21 --- --- --- 21 

2019 25 --- --- --- 25 

2029 33 1 --- --- 34 

3.01-4 Operations Forecasts 


An aircraft operation is a measure of activity that is defined as either a takeoff or a 

landing. A takeoff and a landing are two operations. The annual general aviation 

operations forecast was derived for both local and itinerant operations through the use 

of an Operations - Per - Based - Aircraft (OPBA) ratio. In order to develop a 

preferred OPBA method, several ratios were analyzed to find the best fit for the 

Potsdam Municipal Airport. These methods are summarized as follows: 

• Method 1: New York NPIAS GA Airports (772 OPBA) 

• Method 2: FAA Order 5090.3C (250 OPBA) 

• Method 3: One-third point between Method 1 and 2 ratios (340 OPBA) 

The third method is the preferred forecast as the Airport is located within a state that 

averages an OPBA higher than that suggested in FAA Order 5090.3C. In addition, a 

review of the aircraft logs provided by www.FlightAware.com and the FAA TAF 

indicates that existing operations levels are likely closer to the operational levels 

achieved utilizing the third method. This forecast provides a conservative projection 

of the Airport’s operations while allowing the sponsor to plan for steady growth over 

the planning period. Historically, the Airport has experienced a local/itinerant split of 

approximately 60 percent local and 40 percent itinerant operations. This split was 

used in conjunction with the preferred forecast to determine the operations forecast 

shown in Table 3-8. 

3-6


TABLE 3-8 

ANNUAL GENERAL AVIATION OPERATIONS EXISTING AND FORECAST 

Based 

Year Aircraft OPBA Local Itinerant Total 

2009 17 340 3,468 2,312 5,780 

2014 21 340 4,284 2,856 7,140 

2019 25 340 5,100 3,400 8,500 

2029 34 340 6,936 4,624 11,560 


Information obtained from the Airport indicates that the number of military 

operations totaled approximately 24 in 2008. These military activities consist 

primarily of touch-and-goes and other training exercises by Blackhawk helicopters 

operating under the National Guard. It is projected that these activities will yield 

approximately the same number of annual operations for the forecast period. 

3.01-5 Peak Period Activity Forecasts 

Since many of the Airport’s facility needs are related to the levels of activity during 

peak periods, forecasts were developed for peak month and peak hour operations. The 

peak period general aviation operations for 2008 at Potsdam Municipal Airport were 

calculated using the following methodology: 

• Peak Month Operations: This level of activity is defined as the calendar 

month when peak aircraft operations occur. Peak month percentages at the 

Airport are typically 35 percent busier than an average month of the year. 

Peak Month Operations = (Annual Operations/12) x 1.35 

• Design Day Operations: This level of operations is defined as the average day 

within the peak month. 

Design Day Operations = Peak Month Operations/30 

• Design Hour Operations: This level of activity is defined as the peak hour 

within the design day. Typically these operations will range between 10 and 

15 percent of the design day operations. The lower the annual number of 

operations, the higher the design hour percentage of the design day. 

Considering our operational forecasts, a figure of 15 percent was used to 

estimate design hour operations. 

3-7


Design Hour Operations = Design Day Operations x 0.15 

Table 3-9 presents the forecast of peaking characteristics for general aviation 

operations at Potsdam Municipal Airport. 

TABLE 3-9 

GENERAL AVIATION OPERATIONAL PEAKING FORECAST 

Year 

Annual 

Operations 

Peak Month 

Operations 

Design Day 

Operations 

Design Hour 

Operations 

2009 5,780 650 22 3 

2014 7,140 803 27 4 

2019 8,500 956 32 5 

2029 11,560 1,301 43 6 


3.02 Forecasts of Annual Instrument Approaches 

A necessary task in assessing the need for new or improved landing aids is a forecast 

of the levels of instrument approaches at the Airport. An instrument approach can be 

defined as a series of predetermined maneuvers for the orderly transfer of an aircraft 

under instrument flight conditions (i.e., poor weather) from the beginning of the 

initial approach to a landing or to a point from which a landing may be made visually. 

At most general aviation airports, instrument operations will comprise two to five 

percent of the total operations. Given the existence of poor winter weather conditions 

and two instrument approach procedures at the Airport, it is projected that instrument 

approaches for the future will be five percent of the total annual operations, as 

presented in Table 3-10. 

TABLE 3-10 

FORECAST INSTRUMENT APPROACHES 

Year 

Total 

Operations 

Approach 

Percentage 

Approach 

Forecast 

2014 7,140 5% 357 

2019 8,500 5% 425 

2029 11,560 5% 578 


3-8


3.03 Fuel Flowage 

Fuel flowage refers to the number of gallons of aviation fuel sold at the Airport. The 

forecast of fuel flowage is provided to allow projections of future airport revenues. 

Typically, airport sponsors receive income in the form of fuel flowage fees. The 

amount varies, but usually a fee of a few cents per gallon pumped is collected by 

sponsors. The specific amount is usually stated in leases between airport sponsors and 

fixed base operators. 

The forecasts for fuel flowage are based upon a rate of 4.89 gallons per takeoff as 

determined by historical data. The Airport sold 14,968 gallons of Avgas fuel in 2008, 

which accounts for 100 percent of the fuel sales. Table 3-11 provides a summary of 

fuel flowage requirements through the 20-year planning period. 

TABLE 3-11 

FORECAST OF FUEL FLOWAGE 

Existing 2014 2019 2029 

Annual Operations 5,780 7,140 8,500 11,560 

Annual Takeoffs 2,890 3,570 4,250 5,780 

Gallons/Takeoff 4.89 4.89 4.89 4.89 

Gallons of Fuel 14,132 17,457 20,783 28,264 


3.04 Demand Forecast Summary 

The Potsdam Municipal Airport 20-year forecast for aviation activity conservatively 

projects steady growth over the period for general aviation activity. A summary of 

forecast demand at the Airport is presented in Table 3-12. Demand elements from 

these forecasts will be used in Chapter 4 to help in the development of facility 

requirements. 

3-9


TABLE 3-12 

DEMAND FORECAST SUMMARY 

Forecast Year 

Aviation Demand Element Existing 2014 2019 2029 

General Aviation Operations 

-Itinerant 2,312 2,856 3,400 4,624 

-Local 3,468 4,284 5,100 6,936 

Total Aircraft Operations 5,780 7,140 8,500 11,560 

Design Hour Operations 3 4 5 6 

Annual Instrument 

Approaches 357 425 578 

Annual Fuel Flowage (gals.) 14,132 17,457 20,783 28,264 

Based Aircraft 17 21 25 34 


Based on data shown in Table 3-2, the demand forecast summary shows that 

operations are not consistent with the FAA TAF; the TAF shows operations flat-lined 

at 6,000 per year. The forecasted operations for each planning year period in relation 

to the TAF are 19% higher in 2014, 42% higher in 2019, and 93% higher in 2029. 

Because of the current development at the Airport and information from the pilot and 

business surveys, as well as from the Village Administrator and Airport Manager, it is 

believed that there is sufficient evidence that the forecasted elements in Table 3-12 

will be accurate for Potsdam Municipal Airport. 

3-10


CHAPTER 4 - FACILITY REQUIREMENTS 

This chapter identifies the requirements for airfield and landside facilities to 

accommodate the forecast demand level. Facility requirements have been developed 

for the various airport functional areas shown below: 

• Airfield Capacity 

• Airfield Requirements 

Runways and Taxiways 

Instrumentation and Lighting 

• Landside Requirements 

General Aviation Requirements 

Fuel Storage 

Auto Parking 

4.01 Airfield Capacity 

In this section, the existing airfield capacity at Potsdam Municipal Airport is 

compared with the forecast levels of aviation activity. From this analysis, facility 

requirements for the planning period will be developed by converting any identified 

capacity deficiencies into detailed needs for new airport facilities. 

Airfield capacity, as it applies to Potsdam Municipal Airport, is a measure of terminal 

area airspace and airfield saturation. It is defined as the maximum rate at which 

aircraft can arrive and depart an airfield with an acceptable level of delay. Measures 

of capacity include the following: 

• Hourly Capacity of Runways: The maximum number of aircraft operations 

that can take place on the runway system in one hour. 

• Annual Service Volume: The annual capacity or a maximum level of annual 

aircraft operations that can be accommodated on the runway system with an 

acceptable level of delay. 

A variety of techniques have been developed for the analysis of airfield capacity. The 

current technique accepted by the FAA is described in the FAA Advisory Circular 

150/5060-5, Airport Capacity and Delay. The Airport Capacity and Delay Model 

(ACDM) uses the following inputs to derive an estimated airport capacity: 

4-1


• Airfield layout and runway use 

• Meteorological conditions 

• Navigational aids 

• Aircraft operational fleet mix 

• Touch-and-Go operations. 

Each input used in a calculation of airfield capacity is described in the following 

sections. 

AIRFIELD LAYOUT AND RUNWAY USE 

The airfield layout refers to the location and orientation of runways, taxiways, and 

other facilities. Currently, Potsdam Municipal Airport has one runway with one 

parallel taxiway which accesses the two runway ends. A series of stub/access 

taxiways provide access to the parallel taxiway and landside facilities. In general, 

Runway 24 is used most of the time for arrivals and departures. 

METEOROLOGICAL CONDITIONS 

Wind conditions are of prime importance in determining runway use and orientation. 

The prevailing wind and visibility conditions determine the direction in which 

takeoffs and landings may be conducted and the frequency of use for each available 

runway. 

The terms visual flight rules (VFR) and instrument flight rules (IFR) are used as 

measures of ceiling and visibility. VFR conditions occur when the ceiling is at least 

1,000 feet and visibility is three miles or greater. During these conditions, pilots fly 

on a see-and-be-seen basis. IFR conditions occur when the ceiling is less than 1,000 

feet or visibility drops below three miles. In IFR weather, the FAA air traffic control 

system assumes responsibility for safe separation between aircraft. 

NAVIGATIONAL AIDS 

FAA's ACDM uses information concerning IFR capability in the capacity calculation. 

Airports with instrument capabilities are able to operate during IFR conditions and 

thus are open a greater percentage of the year than similar VFR-only airports. The 

navigational aids available at the Airport have been described in Section 2.02-3. 

4-2


AIRCRAFT OPERATIONAL FLEET MIX 

The FAA's ACDM also requires that total annual operations be converted to 

operations by specific aircraft classification category. The capacity model identifies 

an airport's aircraft fleet mix in terms of four classifications ranging from A (small, 

single engine with gross weight 12,500 lbs. or less) to D (large aircraft with gross 

weights over 300,000 lbs.). These classifications and examples of each are identified 

in Table 4-1. Classifications A and B apply to Potsdam Municipal Airport's fleet mix. 

TABLE 4-1 

ACDM AIRCRAFT CLASSIFICATION SYSTEM 

CLASS A 

CLASS B 

CLASS C 

CLASS D 

Small single-engine, 

gross weight 12,500 lbs. 

or less 

Twin-engine, gross 

weight 12,500 lbs. 

or less 

Large aircraft, gross 

weight 12,500 lbs. to 

300,000 lbs. 

Large aircraft, gross 

weight more than 

300,000 lbs. 

Examples: 

- Cessna 172/182 

- Mooney 201 

- Beech Bonanza 

- Piper Cherokee/Warrior 

Examples: 

- Beech Baron 

- Mitsubishi Mu-2 

- Cessna Citation 1 

- Piper Navajo 

Examples: 

- Boeing 727/37/57 

- Douglas DC-9 

- Gulfstream III 

- Lear 35/55 

Examples: 

- Boeing 747 

- Airbus A-300/310 

- Lockheed 

- Douglas DC-8-60/70 

TOUCH AND GO OPERATIONS 

Source: FAA Advisory Circular 150/5060-5 

A touch and go operation occurs when an aircraft lands and then makes an immediate 

takeoff without coming to a full stop. The primary purpose of touch and go operations 

is for the training of student pilots. Typically, touch and go operations occur in 

greater numbers at smaller airports or airports with large flight schools. 

4.01-1 Hourly Capacity 

The FAA's Airport Capacity Model combines information concerning runway 

configuration, runway usage, meteorology, operational fleet mix, and touch and go 

operations to produce an hourly capacity of the airfield. A weighted hourly capacity 

combines the input data to determine a base for each VFR and IFR operational 

runway use configuration at the Airport. Each hourly capacity base is assigned a 

proportionate weight (based on the time each is used) in order to determine the 

weighted hourly capacity of the entire airfield. 

4-3


The VFR and IFR hourly capacities for Potsdam Municipal Airport are estimated to 

be 98 and 59 operations per hour, respectively. Design hour operations forecasts 

range from four in 2014 to six in 2029. As shown on Table 4-2, the airfield will have 

sufficient hourly capacity to meet design hour and peak period demands. 

TABLE 4-2 

HOURLY CAPACITY SUMMARY 

Year 

Design Hour 

Operations 

VFR 

Hourly 

Capacity 

IFR 

Hourly 

Capacity 

VFR/IFR 

Capacity 

Ratio 

2014 4 98 59 4.1/6.8% 

2019 5 98 59 5.1/8.5% 

2029 6 98 59 6.1/10.2% 

4.01-2 Annual Service Volume 

Source: FAA Advisory Circular 150/5060-5 and C&S Engineers, Inc. 

An airport's Annual Service Volume (ASV) has been defined by the FAA as "a 

reasonable estimate of an airport's annual capacity. It accounts for differences in 

runway use, aircraft mix, weather conditions, etc., that would be encountered over a 

year's time." Therefore, ASV is a function of the hourly capacity of the airfield and 

the annual, daily, and hourly demands placed upon it. ASV is estimated by 

multiplying the daily and hourly operation ratios by a weighted hourly capacity. 

At Potsdam Municipal Airport the ASV is estimated to be 230,000 aircraft operations 

(landings and takeoffs) for present conditions. Compared to the projection of 11,560 

operations by the year 2029, it is evident that airfield capacity is not a constraining 

factor to growth of the Airport. Table 4-3 summarizes the ASV relationships 

developed in this section. 

Year 

TABLE 4-3 

ANNUAL SERVICE VOLUME SUMMARY 

Annual 

Operations 

Annual Service 

Volume 1 

Annual 

Capacity Ratio 

2014 7,140 230,000 3.1% 

2019 8,500 230,000 3.7% 

2029 11,560 230,000 5.0% 


4-4


4.02 Airfield Requirements 

Airfield facilities, as described in this report, include the runways, taxiways, 

minimum land envelope, and airfield instrumentation and lighting. From the 

demand/capacity analysis, it was concluded that the Airport's present runway system 

will be adequate to accommodate demand throughout the planning period. 

4.02-1 Airport Design Standards and Critical Aircraft 

FAA Advisory Circular 150/5300-13, Airport Design, identifies the design standards 

to be maintained at the Airport. These design criteria provide a guide for airport 

designers to assure a reasonable amount of uniformity in airport landing facilities. 

Any criteria involving widths, gradients, separations of runways, taxiways, and other 

features of the landing area must necessarily incorporate wide variations in aircraft 

performance, pilot technique, and weather conditions. The FAA design standards 

provide for uniformity of airport facilities and also serve as a guide to aircraft 

manufacturers and operators with regard to the facilities which may be expected to be 

available in the future. 

The selection of appropriate FAA airport design criteria is based primarily upon the 

critical or design aircraft that will be using the Airport. The current critical or design 

aircraft is the Embraer EMB-110 Bandeirante; the ultimate (future) critical or design 

aircraft will continue to be the Embraer EMB-110 Bandeirante, based on current and 

anticipated continuing use at the Airport. 

The Embraer EMB-110 Bandeirante has a wingspan of 50.3 feet, a tail height of 16.5 

feet, and a maximum takeoff weight of 13,007 pounds. Its approach speed is 92 knots. 

Thus, for design purposes, the aircraft is categorized as a member of Airplane Design 

Group II (aircraft with wingspans up to but not including 79 feet) and Aircraft 

Approach Category B (approach speed 91 knots or more but less than 121 knots). 

The majority of aircraft operating at the Airport are Aircraft Approach Categories A 

and B. Twin engine aircraft using the Airport are generally included in Aircraft 

Approach Categories A and B (approach speeds up to but not including 121 knots) 

and Airplane Design Groups I and II (wingspan up to but not including 79 feet). 

These aircraft can be considered for the design of airport facilities. RSAs at the 

Airport currently meet the design standard requirements for an ARC of B-II. 

The specific airport design standards listed in Table 4-4 have been applied assuming 

aircraft usage by Airplane Design Group II (wingspans up to but not including 79 feet 

and tail heights from 20 feet up to but not including 30 feet). Existing dimensions 

meet or exceed those recommended as design standards by the FAA except for 

runway and taxiway widths. 

4-5


TABLE 4-4 

AIRPORT DESIGN STANDARDS 

(ARC B-II WITH NOT LOWER THAN ¾ MILE VISIBILITY MINIMUMS) 

Dimensions 

Design Criteria: Standard Existing 

Runway Width 

Runway Centerline to 

- Taxiway Centerline 

75' 

240' 

60’ 

400’ 

- Aircraft Parking Area 250' 500’ 

Taxiway Width 35' 25’ 

Taxiway Safety Area Width 79' 79’ 

Taxiway Object Free Area Width 131' 131’ 

Runway Safety Area 

- Width 


Runway Object Free Area 

- Width 


150' 

300' 

500' 

300' 

150’ 

300’ 

500’ 

300’ 

Source: FAA Advisory Circular 150/5300-13 (incorporating Changes 1-11, March 28, 2007) and C&S Engineers, Inc. 

4.02-2 Runway Orientation 

The orientation of runways for takeoff and landing operations is primarily a function 

of wind velocity and direction, together with the ability of aircraft to operate under 

adverse conditions. As a general rule, the primary runway at an airport is oriented as 

closely as practicable in the direction of the prevailing winds. The most desirable 

runway configuration will provide the largest wind coverage for a given maximum 

crosswind component. The crosswind component is the vector of wind velocity and 

direction which acts at a right angle to the runway. Further, runway wind coverage is 

that percent of time in which operations can safely occur because of acceptable 

crosswind components. The desirable wind coverage criterion for a runway system 

has been set by the FAA at 95 percent for any aircraft forecasted to use the Airport on 

a regular basis. 

All-weather, VFR, and IFR wind roses were developed for Potsdam Municipal 

Airport using information gathered from the weather observations taken over a 10- 

year period from 1997 to 2006 at Massena International Airport. As shown on the 

wind roses depicted on Figure 4-1, Runway 6-24 provides an all-weather wind 

coverage of 99.83% for a 16 knot crosswind, 98.93% for a 13 knot crosswind, and 

97.28% for a 10.5 knot crosswind. The figures exceed the FAA's recommended 95% 

wind coverage and provide acceptable coverage for the smallest aircraft 97.28% of 

the time. 

4-6

Potsdam Airspace.ppt 


Wind Rose Data 

Figure 4-1


4.02-3 Runway Length Analysis 

Runway length requirements are dependent upon the performance characteristics of 

the critical aircraft that the runway is intended to serve. The weight of the aircraft, the 

thrust developed by its engines, field elevation, temperature, non-stop flight distance, 

and the amount of fuel needed for the flight interrelate to determine the length of 

runway required for takeoff and landing with a desired payload (passengers plus 

cargo). 

A review of the runway length requirements from the manufacturer for the current 

future critical aircraft, the Embraer EMB-110 Bandeirante, indicates a takeoff 

distance of 4,265 feet for a fully-loaded aircraft and a landing distance of 3,773 feet. 

Runway 6-24 is 3,705 feet long and is not adequate for operations by the Bandeirante 

if it is fully loaded. 

Conversations with UPS and their contractor, AirNow, determined that there is a 

significant issue with the short runway length at Potsdam. The pilot for AirNow 

estimated that he has to divert to Massena approximately 20% of the time due to the 

runway being too short to land under varying weather conditions. He stated that 

takeoff is never an issue out of Potsdam because he is departing empty, but landing 

fully loaded is the problem. The Bandeirante almost always goes into Potsdam fully 

loaded; UPS stated that they actually end up having to send more packages via truck 

to Potsdam because they cannot exceed the MTOW requirements of the Bandeirante. 

Runway takeoff length was examined by using three methods: FAA Advisory 

Circular 150/5325-4B, Runway Length Requirements for Airport Design; the FAA 

Microcomputer Design Program; and the manufacturer’s published data for the 

Bandeirante. Based on the Airport’s elevation of 474 feet, a temperature of 75° F, and 

a 3-foot difference in runway centerline elevation, the runway takeoff length 

requirements and deficiencies for Potsdam Municipal Airport are shown in Table 4-5. 

TABLE 4-5 

RUNWAY TAKEOFF LENGTH REQUIREMENTS SUMMARY 

Runway Length Requirements 

Method Dry Runway Wet Runway Deficiencies 

FAA Advisory Circular 

3,975’ 3,975’ -270’ 

150/5325-4B 

FAA Microcomputer Design 4,090’ 4,090’ -385’ 

Program 

Embraer Bandeirante 

4,265’ 4,265’ -560 

Published Data* 

*Note: Published data based on MTOW, sea level elevation, and standard atmospheric conditions 

Source: FAA Advisory Circular 150/5325-4B and FAA Microcomputer Design Program, 2009 

4-8


Runway landing length was examined by using published information from the 

manufacturer, Embraer. Because the actual runway length calculation tables were not 

provided, the requirements are based on an airport elevation at sea level, maximum 

landing weight, and standard atmospheric conditions. The runway landing length 

requirements and deficiencies for Potsdam Municipal Airport are shown in Table 4-6. 

TABLE 4-6 

RUNWAY LANDING LENGTH REQUIREMENTS SUMMARY 

Method Runway Length Requirements Deficiencies 

Embraer Bandeirante Published Data 3,773 -68’ 

Source: Embraer, 2009 

According to all of these calculations, the runway is deficient to accommodate the 

Bandeirante. Because the main issue of runway length is with landing, the runway is 

currently 68 feet short based on the published data. To accommodate this aircraft at 

an elevation of 474 feet, it is recommended that the runway be extended by 100 feet, 

to a length of 3,805. It is important to note, however, that further extensions may be 

needed to accommodate the Bandeirante if it were to be fully loaded during takeoff 

operations. 

4.02-4 Runway Width Analysis 

Runway width is a dimensional standard that is based upon the physical 

characteristics of aircraft using the Airport. The physical characteristic of importance 

is wingspan. FAA Airplane Design Group II (wingspans up to but not including 79 

feet) is used for defining airport dimensional standards. FAA AC 150/5300-13 

specifies a runway width of 75 feet. The runway at Potsdam Municipal Airport is 60 

feet wide and does not meet the design standard. 

4.02-5 Pavement Strength 

The existing pavement strength of Runway 6-24, the primary runway at Potsdam 

Municipal Airport, is 30,000 pounds for single wheel landing gear. The pavement 

design is based on an analysis of the various types of aircraft expected to use the 

Airport and the anticipated numbers of departures for each aircraft over a 20-year 

period. (In the design process, this data is converted to Equivalent Annual Departures 

by the critical aircraft in order to design a pavement section suitable for a 20-year 

pavement life.) 

There are five B-II aircraft that are the most demanding for pavement strength, based 

on this analysis of existing and anticipated annual departures. The pavement strength 

of Runway 6-24 is sufficient to meet the needs of these aircraft. 

4-9


4.02-6 Taxiway System 

The taxiway system for Potsdam Municipal Airport should complement the runway 

system by providing safe access to and from runway and landside areas. At present, 

the runway has a full parallel taxiway (Taxiway A) on the northwestern side of the 

runway connecting with the general aviation apron area. Taxiway B connects the 

runway to Taxiway A and the GA apron. Taxiway C connects Taxiway A to the 

runway and also to the abandoned apron. Taxiway E connects the runway to the old 

hangars. 

In terms of taxiway design, based on FAA Advisory Circular 150/5300-13 standards, 

the taxiway system should be designed to a minimum width of 35 feet at a separation 

of 240 feet from runway centerline and should have the same strength as the runway 

system. Currently, all taxiways are 25 feet wide and do not comply with this design 

standard which requires taxiways to be 35 feet wide. The taxiway system is in good 

condition. 

4.02-7 Instrumentation and Lighting 

Current airfield lighting is sufficient for the entire planning period. According to the 

pilot survey and conversations with UPS contractor AirNow, there is a need for 

additional instrument approaches at the Airport. Currently, the only approaches 

available are to Runway 24 and no approaches to Runway 6. The pilot for AirNow 

explained that this results in additional flight time for him and other pilots coming 

from the west; they have to circle the Airport to land heading west in order to fly the 

approaches into the Airport. The pilot for AirNow specifically recommended a GPS 

or LPV approach. According to the FAA, the Airport is scheduled for feasibility 

studies for LPV approaches in Fiscal Year (FY) 2010. It is recommended that, at the 

least, a GPS approach be added to Runway 6. 

4.03 Landside Requirements 

The planning of landside facilities should be based upon a balance of airside and 

landside capacity. The determination for terminal and support area facilities has been 

accomplished for the three future planning periods. The principal operating elements 

covered under these analyses for general aviation requirements include: 

• Based and Itinerant Aircraft Parking Aprons 

• Aircraft Storage Facilities 

• Automobile Parking. 

• Support Area Requirements 

4-10


4.03-1 Based Aircraft Parking Apron 

The based aircraft parking area is planned to ensure adequate tie-down space for 

those based aircraft that do not require hangar storage. Due to persistent poor winter 

weather conditions in the region, tie-downs for based aircraft are not a popular option 

among aircraft owners. Three out of the five currently tied-down based aircraft are 

only at the Airport seasonally, which is mainly during the summer months. There are 

currently 13 tie-down spaces for general aviation aircraft on the combined based and 

itinerant apron that is approximately 39,196 square yards. Due to the low demand for 

based aircraft tie-downs at the Airport, additional tie-downs are not recommended 

during the planning period. 

4.03-2 Itinerant Aircraft Parking Apron 

Areas designated for the parking of transient (visiting) aircraft are called “itinerant 

aprons.” The itinerant apron areas are also used by based aircraft for loading, fuel, 

and other activities. The size of such an apron required to meet itinerant demand was 

estimated using the following methodology: 

• Calculate the average daily itinerant operations for the most active month. 

• Assume the average busy itinerant day is ten percent more active than the 

average day of the peak month. 

• Assume that a certain portion of the itinerant airplanes will be on the apron 

during the busy day (FAA AC 150/5300-13 uses 50 percent). Since 50 percent 

of the itinerant operations are departures, only 25 percent of the daily itinerant 

operations will represent aircraft on the ground in need of parking area. 

• Calculate the apron needed using 400 square yards per itinerant aircraft. 

Applying this approach to the general aviation operations forecast yields the 

demand for apron area shown in Table 4-7. 

TABLE 4-7 

GENERAL AVIATION ITINERANT APRON REQUIREMENTS 

Year Busy Day Itinerant 

Operations 

Itinerant Aircraft 

on Apron 

Required Apron 

(SY) 

2009 24 6 2,400 

2014 30 8 3,200 

2019 35 9 3,600 

2029 47 12 4,800 

Source: C&S Companies., 2009 

4-11


The combined based and itinerant apron is currently approximately 39,196 square 

yards, which does not include the abandoned apron on the south side of the airfield. 

The Airport will not require additional itinerant apron area over the planning period. 

4.03-3 Aircraft Storage Facilities 

Hangar requirements for a general aviation facility are a function of the number of 

based aircraft, the type of aircraft to be accommodated, owner preferences, and area 

climate. 

Prefabricated conventional and T-hangar units are available from a variety of 

manufacturers throughout the nation. Storage space for based aircraft was determined 

using guidelines suggested in manufacturers’ literature. Typical aircraft sizes were 

also reviewed in light of the evolution of business aircraft size. Because only single 

engine aircraft are presently based at the Airport, only their size requirements were 

explored. Conventional hangar space was based upon a standard of 1,200 square-feet 

for single engine aircraft and 1,400 for multi engine aircraft. T-hangar space was 

based upon a standard of 1,400 square-feet per unit. The hangar areas were then 

applied to the based aircraft forecasts to determine the actual hangar area 

requirements. Tie-down space was allocated as part of the itinerant airport apron area 

and is addressed later in this chapter. Based on information from the Airport, the 

following assumptions were made regarding the type of hangar needed: 

TABLE 4-8 

AIRCRAFT STORAGE TYPES 

Percent of Aircraft Type Type of Storage 

35% of Single-Engine Piston Conventional Hangar 

35% of Single-Engine Piston T-Hangar 

30% of Single-Engine Piston Parking Apron 

Source: Potsdam Municipal Airport and C&S Engineers, 2009 

Using the above assumptions combined with the forecast fleet mix (shown previously 

in Table 4-8), Table 4-9 sets forth the demand requirements for hangar space at 

Potsdam Municipal Airport. It should be noted that these requirements are not rigid. 

For example, the shifting of space requirements between conventional and T-hangars 

is left to local preference. 

4-12


TABLE 4-9 

HANGAR AREA DEMAND 

(SQUARE FEET) 

Based Aircraft Forecast 

Single-Engine 

Multi-Engine 

2009 2014 2019 2029 

17 

0 

21 

0 

25 

0 

33 

1 

Conventional Hangars 

Single-Engine 

Multi-Engine 

7,200 

0 

8,400 

0 

10,800 

0 

14,400 

1,400 

T-Hangars 

Single-Engine 7,200 8,400 10,800 14,400 

Grand Total 14,400 16,800 21,600 30,200 

Source: C&S Engineers, 2009 

There is currently approximately 11,295 square feet of conventional hangar space and 

6,475 square-feet of t-hangar space at the Airport. According to Table 5-11, there is 

not sufficient space for both types of hangars during the entire forecast period. There 

will be an addition of an 8-bay t-hangar within the next year which should 

accommodate some of the newly based aircraft. Responses from the pilot survey 

showed interest in basing aircraft at the Airport if more hangars were available. In 

addition to the new t-hangar, more conventional hangar space will be needed during 

the planning period. 

4.03-4 Support Area Requirements 

SRE BUILDING/CLARENCE PETTY AVIATION CENTER 

Construction was completed in 2009 for the new Snow SRE Building/Clarence Petty 

Aviation Center that is located on the northwest side of the airfield. The new facility 

is described in Section 2.02-2 of this report. 

A general aviation terminal is needed to provide space for lounge areas, restrooms, 

food services, and other areas for the needs of pilots and passengers. Table 4-10 

shows the standard square footage requirement per general aviation passenger. 

4-13


TABLE 4-10 

GENERAL AVIATION BUILDING AREA REQUIREMENTS 

Functional Area 

Area Per Peak Hour 

Pilot/Passenger 

Waiting Lounge 

15.0 SF 

Public Conveniences 

2.0 SF 

Concession Area 

5.0 SF 

Circulation, Storage, HVAC 25.0 SF 

TOTAL 

47.0 SF 

Source: FAA guidance 

The FAA’s approach for calculating general aviation terminal requirements uses 

operational peaking characteristics to determine size of terminal areas. The method 

relates general aviation peak hour pilots and passengers to the functional areas within 

the terminal to produce overall building size. Using the standards in Table 4-10, the 

recommended general aviation terminal function size for each design year is 

presented in Table 4-11. The number of peak hour passengers shown in the table was 

derived by assuming 2.5 passengers and pilots per general aviation design hour 

operations. 

TABLE 4-11 

GENERAL AVIATION TERMINAL BUILDING REQUIREMENTS 

Year 

Design Hour 

Operations 

Peak Hour Pilots 

and Passengers 

Terminal Function 

Size (SF) 

2009 2,960 

2014 4 10 470 

2019 5 13 611 

2029 6 15 705 


The existing 2,960 square foot SRE and aviation center meets the needs for the 

anticipated demand. If additional needs are required, this facility will be reevaluated 

for adequacy. 

FUEL FACILITY 

The size of the Avgas storage tank is a function of aircraft operations. The fuel 

requirements were estimated using the following methodology: 

• Calculate the average day peak month (ADPM) operations 

• Calculate the amount of fuel used by those operations by assuming 2.5 gallons 

per operation 

• Calculate the amount of fuel used in a two week period 

4-14


The fuel requirements at the Airport are shown in Table 4-12. 

TABLE 4-12 

FUEL STORAGE REQUIREMENTS 

Year ADPM 

Operations 

ADPM Fuel 

Used 

Two Week Fuel 

Requirement 

2009 22 55 gal 770 gal 

2014 27 68 gal 952 gal 

2019 32 80 gal 1,120 gal 

2029 43 108 gal 1,512 gal 


The current 10,000 gallon 100LL Avgas tank is able to accommodate the demand 

throughout the forecast period. 

4.03-5 Automobile Parking 

The number of auto spaces required at an airport is also dependent upon the level of 

general aviation aircraft activity at the facility. The methodology for determining 

parking needs relates peak hour pilots, passengers, and airport employees to the 

number of parking spaces required. Numbers of peak hour pilots and passengers were 

previously derived for the general aviation terminal building requirements. The 

number of employees currently working at the airport is zero. This number was held 

steady for the forecast period. The number of auto parking spaces equaled the sum of 

the peak hour pilots/passengers and employees at the Airport. This number was 

converted into paved area by using a standard of 22 square yards per vehicle space 

(refer to Table 4-13). Currently, the Airport has approximately 5,333 SY, which 

equates to 242 parking spaces, for use by the public. The two lots located within 

airport fencing are not considered public parking. The forecasted operations indicate 

that there are adequate parking spaces to meet demand throughout the planning 

period. 

TABLE 4-13 

AUTO PARKING AREA REQUIREMENTS 

Year 

Peak Hour Pilots & 

Passengers 

Airport 

Employees 

Total Parking 

Spaces Area (SY) 

2009 242 5,333 

2014 10 0 10 220 

2019 13 0 13 286 

2029 15 0 15 330 


4-15


4.04 Summary 

The preceding sections have identified the commercial and general aviation facility 

requirements for Potsdam Municipal Airport. Table 4-14 summarizes the 

requirements by planning phase and area of need by comparing existing facilities to 

total airport demand for each period. 

4-16


TABLE 4-14 

FACILITY REQUIREMENTS SUMMARY 

Item 

Existing 

(2009) 

Phase 1 

(2010-2014) 

Phase 2 

(2015-2019) 

Phase 3 

(2020-2029) 

Runway 3,705’ x 60' 3,805’ x 75’ 3,805’ x 75’ 3,805’ x 75’ 

Taxiways 

Type 

Width 

Full parallel 

25’ 

Full parallel 

35’ 

Full parallel 

35’ 

Full parallel 

35’ 

Lighting MIRL, MITL MIRL, MITL MIRL, MITL MIRL, MITL 

Navigation Aids 

GPS (24), NDB 

(24), PAPI-2s (6, 

24), REILs (6,24), 

rotating beacon, 

wind sock 

GPS (6, 24), 

NDB (24), PAPI- 

2s (6, 24), REILs 

(6,24), rotating 

beacon, wind 

sock 

GPS (6, 24), 

NDB (24), PAPI- 

2s (6, 24), REILs 

(6,24), rotating 

beacon, wind 

sock 

GPS (6, 24), NDB 

(24), PAPI-2s (6, 

24), REILs (6,24), 

rotating beacon, 

wind sock 

Hangars 

Conventional 

T-Hangar 

TOTAL 

11,295 

6,475 

17,770 

8,400 

8,400 

16,800 

10,800 

10,800 

21,600 

15,800 

14,400 

30,200 

GA Apron 39,196 SY 3,200 SY 3,600 SY 4,800 SY 

SRE Building/Clarence 

Petty Aviation Center 

2,960 SF 470 SF 611 SF 705 SF 

Fuel Facility 10,000 gal 952 gal 1,120 gal 1,512 gal 

Auto Parking 5,333 SY 220 SY 286 SY 330 SY 


4-17


APPENDIX A 

AIRPORT ADVISORY COMMITTEE


Airport Advisory Committee 

Mr. Michael Weil, Village Administrator 

Village of Potsdam 

P.O. Box 5168 

Potsdam, NY 13676 

Mr. Larry A’Hearn, Airport Planner 

FAA – Airport Division 

600 Old Country Rd Suite 446 

Garden City, NY 11530 

Mr. Mark Frechette, Acting Regional Director 

NYSDOT – Region 7 

Dulles State Office Building 

Watertown, NY 13601 

Mr. Seth Edelman, Director 

NYSDOT – Aviation Services Bureau 

50 Wolf Rd 

Albany, NY 12232 

Mr. Walter Young, Director 

Lake Champlain/Lake George Regional 

Planning Board 

P.O. Box 765 

1 Lower Amherst St 

Lake George, NY 12845 

Mr. Dave Morrison 

Airport Committee Chair 

6 Morningside Dr 


Mr. Thomas Derosa 

Airport Committee Member 

27 Chestnut St 


Mr. Randy Lavalley 

20 Madrid Ave 


Mr. Robert Wood 

Clarkson University 

P.O. Box 5505 

313 Science Center 


Ms. Karen St. Hilaire, County Administrator 

St. Lawrence County Board of Legislators 

48 Court St, Court House 

Canton, NY 13617 

Mr. Alex Jacobs, Staff Writer 

Watertown Daily Times 

5 Beal St 


Ms. Brenda Thorton, Executive Director 

Potsdam Chamber of Commerce 

1 Market St 


Ms. Marie Regan, Supervisor 

Town of Potsdam 


Mr. Fred Hanss, Director 

Village of Potsdam Department of Economic 

Development 

P.O. Box 5168 


Mr. Reinhold Tischler, Mayor 

Village of Potsdam Board 

P.O. Box 5168 


F:\Project\203 - VILLAGE OF POTSDAM\203044001 - Airport Master Plan Update\Reports\Appendices\PTD Airport Advisory 

Committee.docx


APPENDIX B 

ENVIRONMENTAL CORRESPONDENCE AND 

DOCUMENTATION


Environmental Scoping Distribution List 

Mr. Larry A’Hearn, Airport Planner 




Mr. Philip Brito, Manager 




Ms. Ruth Pierpont, Director 

NYS OPRHP – Field Services Bureau 

Peebles Island 

PO Box 189 

Waterford, NY 12188 

NYS OPRHP – Regional Office 

45165 NYS Route 12 

Alexandria, NY 13607 

Kim Blot, Director 

NYS Dept of Agriculture and Markets 

10B Airline Dr 


Mr. Pete Grannis, Commissioner 

NYSDEC 

625 Broadway 


Mr. Lawrence Ambeau, Regional Permit Administrator 

NYSDEC – Region 6 

317 Washington St 


Ms. Judy Drabicki, Regional Director 

NYSDEC – Region 6 

317 Washington St 


US Army Corps of Engineers 

Buffalo District 

1776 Niagara St 

Buffalo, NY 14207 

Mr. James Pullano, District Conservationalist 

US Department of Agriculture NRCS 

1942 Old DeKalb Rd 


Mr. Mark Frechette, Acting Regional Director 

NYSDOT – Region 7 

Dulles State Office Building 


Mr. Seth Edelman, Director 

NYSDOT – Aviation Services Bureau 

50 Wolf Rd 


Mr. David Katz, Chair 

St. Lawrence County Environmental Management Council 

48 Court St 


Mr. Keith J. Zimmerman, Director 

St. Lawrence County Planning Office 

48 Court St 


Ms. Dawn C. Howard, Department Head 

St. Lawrence County Soil & Water Conservation District 

1942 Old DeKalb Rd 


Ms. Marie Regan, Town Supervisor 

Town of Potsdam 

35 Market St 


Mr. Reinhold Tischler, Mayor 

Village of Potsdam Board 

P.O. Box 5168 


Mr. Fred Hanss, Director 

Potsdam Office of Planning and Development 

Civic Center, Park St 


Mr. George Pavlou, Acting Regional Administrator 

US EPA – Region 2 

290 Broadway 

New York, NY 10007 

Department of Environmental Conservation 

Endangered Species Unit 

625 Broadway 


US Fish & Wildlife Service – Region 5 

300 Westgate Center Dr 

Hadley, MA 01035 

F:\Project\203 ‐ VILLAGE OF POTSDAM\203044001 ‐ Airport Master Plan Update\Reports\Appendices\Docs\PTD Environmental Scoping.docx

January 5, 2010 

«Full_Name» 

«Company» 

«Business_Address» 

Re: 

Potsdam Municipal Airport – Damon Field 

Airport Master Plan Update 

Potsdam, St. Lawrence County, New York 

File: 203.044.001 

Dear «Title» «Last_Name»: 

On behalf of the Village of Potsdam, C&S Engineers, Inc., is preparing an Airport 

Master Plan Update for the Potsdam Municipal Airport – Damon Field in 

Potsdam, New York. An important task in the Airport Master Plan will be to 

identify and characterize sensitive environmental areas within the airport property 

and surrounding community. This effort would assist our planners to make 

environmentally sound recommendations for the future development of the 

Airport as well as support the baseline information for subsequent environmental 

review requirements at the federal and state level for specific proposed airport 

projects. 

Attached please find a vicinity map of the Airport. We would like to request your 

assistance in providing us with information you possess regarding the 

Environmental Resource Impact Categories listed on the following page within 

the next 30 days. The categories were derived from the Federal Aviation 

Administration Order 1050.1E, Environmental Impacts: Policies and Procedures. 

If you have data stored in your geographic information system, please guide us on 

how we may best use your mapping resources for our study. 

Your assistance will enable us to identify and quantify our determination of the 

potential areas of environmental concern at Potsdam Municipal Airport – Damon 

Field.

«Full_Name» 

January 5, 2010 

Page 2 

The potential impact categories are: 

• Air Quality 

• Coastal Resources 

• Compatible Land Use 

• Construction Impacts 

• Department of Transportation Act: Sec. 4(f) 

• Farmlands 

• Fish, Wildlife, and Plants 

• Floodplains 

• Hazardous Materials, Pollution Prevention, and Solid Waste 

• Historical, Architectural, Archeological, and Cultural Resources 

• Light Emissions and Visual Impacts 

• Natural Resources and Energy Supply 

• Noise 

• Secondary (Induced) Impacts 

• Socioeconomic Impacts, Environmental Justice, and Children’s 

Environmental Health and Safety Risks 

• Water Quality 

• Wetlands 

• Wild and Scenic Rivers 

If you have any questions, please feel free to contact me directly at (315) 703- 

4405. Thank you for your assistance. 

Very truly yours, 

C&S ENGINEERS, INC. 

Kimberly M. Fabend, P.E., PTOE 

Airport Planner 

Enc. 

F:\Project\203 - VILLAGE OF POTSDAM\203044001 - Airport Master Plan Update\Environmental\Environmental Scoping Letter.doc


St. Lawrence 

County 


Airport 

Property 

Line 

Runway 

Protection 

Zone 

VILLAGE OF 

POTSDAM 


Municipal 

i Airport 

2000 0 2000 4000 Ft. 

Source: USGS Topographic Maps – Potsdam Quadrangle 

1” = 2000’ 


Vicinity Map 

Figure 2-3

Phone Conversation Log 

Dawn Howard 

St. Lawrence County Soil & Water Conversation District 

11/3/09 

Dawn called in response to the environmental scoping letter sent out 19 Oct 2009: 

Farmlands: there are 2 prime (skb, kab) soils and 3 prime where drained (sw, mab, msa) 

soils in the area – she noted the following website: www.websoilsurvey.mrcs.usda.gov 

Fish, Wildlife & Plants: she noted the following website: 

www.dec.ny.gov\animals\57844.html 

Floodplains: no 100 year floodplains in area 

Historical, Architectural, Archaeological and Cultural Resources: she noted the 

following website: www.nysparks.state.ny.us\shpo\disclaimers\disclaimer_gis.htm 

Wetlands: she is going to send a map that shows hydric and hydric inclusion areas (sp?) 

didio rebecca 

From: fabend kim 

Sent: Tuesday, November 03, 2009 11:15 AM 

To: didio rebecca 

Subject: FW: scanner 

Attachments: Scan0309.pdf 

StLawrenceCountySoil&Waterresponsetoenvironmentalletter... 

 

~Kim 

 

OriginalMessage 

From:Howard,DawnCanton,NY[mailto:Dawn.Howard@ny.nacdnet.net] 

Sent:Tuesday,November03,200911:10AM 

To:fabendkim 

Subject:FW:scanner 

 

 

HiKim, 

 

Attachedisasoilmap(darklines)withpropertyboundaries(lighterlines).I'vecolored 

thehydricsoils(Sw,Mn,Am,Dr,andAk)andthehydricinclusions(whichIhighlightedand 

couldnotscan)areMaB,MsA,andMbB.Bothwouldbeindicativeofadditionalfederal 

wetlands.Therearebothstateandfederalwetlandsontheeasternsideofthepropertythat 

arealreadydelineated,butthesearelargerandthewetlandmapsarenotallinclusive. 

Thesesoilscoverasubstantialportionoftheproperty.Northistothetopofthemapand 

Ididn'tputascaleonit. 

 

FkBandKaBsoilsarebothPrimeFarmland.Sw,MaB,andMbBarePrimeFarmlandwhere 

drained. 

 

Fish,Wildlife,andPlantswww.dec.ny.gov/animals/57844.html 

 

No100yearFloodplains 

 

Historical,Architectural,Archeological,andCulturalResources 

http://nysparks.state.ny.us/shpo/disclaimers/disclaimer_gis.htm 

 

WaterQualityAnyconstructionover1acreinsizewouldrequireaStormwaterPermitfrom 

theNYSDEC.PartofthepermitisaStormwaterPlanforconstructionandafter.Ouroffice 

offerstechniclassisstanceonthis. 

 

Havefun! 

 

Dawn 

 

 

 

DawnC.Howard 

ConservationDistrictManager 

St.LawrenceCountySoil&WaterConservationDistrict 

1942OldDekalbRoad,Canton,NY13617 

Phone:(315)3863582 

Fax:(315)3861740 

Email:dawn.howard@ny.nacdnet.net 

1

Phone Conversation Log 

Steve Campbell 

NYSDOT Aviation Services Bureau 

11/4/09 

Steve called in response to the environmental scoping letter sent out 19 Oct 2009: 

They do not collect any environmental information at their airports 

They have 5010’s for Potsdam but not Ithaca


APPENDIX C 

AIRPORT SURVEY RESULTS

Type of Aircraft (present or anticipated) 

Single Engine Piston 27 (93%) 

Multi Engine 1 (3.5%) 

Experimental 1 (3.5%) 

Where is aircraft based? 

Potsdam 9 (41%) 

Ogdensburg 3 (14%) 

Massena 2 (9%) 

Moores 2 (9%) 

Other 6 (27%) 

Airport used for business travel 

Syracuse 3 (30%) 

Ogdensburg 2 (20%) 

Massena 2 (20%) 

Burlington 1 (10%) 

Ottawa 1 (10%) 

Montreal 1 (10%) 

Improvements 

Instrument Approaches 2 (8%) 

Hangars 14 (58%) 

Maintenance 4 (17%) 

Other 4 (17%) 

Top travel destinations 

NYC 

Albany 

FL 

Number of flight hours 

logged in the past 12 months 

1680


APPENDIX D 

FLIGHTAWARE.COM DATA

Ident Type Owner Origin Origin Name Destination Destination Name Departure Time Arrival Time 

RLR329 E110 Business Airfreight KSYR Syracuse Hancock Intl KPTD Potsdam Muni/Damon Fld/ 10/4/2008 12:01 10/4/2008 12:26 

RLR329 E110 Business Airfreight KPTD Potsdam Muni/Damon Fld/ KPBG Plattsburgh Intl 10/4/2008 12:43 10/4/2008 12:58 

N42J C172 Unknown Owner 1G6 KPTD Potsdam Muni/Damon Fld/ 10/4/2008 17:26 10/4/2008 17:26 

N8542J C172 NORTH COUNTRY FLIGHT LLC 1G6 KPTD Potsdam Muni/Damon Fld/ 10/4/2008 17:26 10/4/2008 17:26 

N21492 P210 LAVALLEY AVIATION INC KPTD Potsdam Muni/Damon Fld/ 3N6 Old Bridge 10/5/2008 14:03 10/5/2008 14:03 

N21492 C210 LAVALLEY AVIATION INC HELON237013 KPTD Potsdam Muni/Damon Fld/ 10/5/2008 21:22 10/5/2008 22:52 




RLR51 E110 Business Airfreight KPTD Potsdam Muni/Damon Fld/ KDDH William H. Morse State 10/8/2008 12:35 10/8/2008 13:12 


N15SF AC90 E M S AIR SERVICES OF NY INC D38 Canandaigua KPTD Potsdam Muni/Damon Fld/ 10/9/2008 12:59 10/9/2008 13:15 


N15SF AC90 E M S AIR SERVICES OF NY INC KPTD Potsdam Muni/Damon Fld/ KBTV Burlington Intl 10/9/2008 14:40 10/9/2008 15:13 



RLR329 E110 Business Airfreight KPTD Potsdam Muni/Damon Fld/ KBTV Burlington Intl 10/10/2008 13:26 10/10/2008 13:46 

N123ML BE20 ML WINGS CO LLC KMFI Marshfield Muni KPTD Potsdam Muni/Damon Fld/ 10/10/2008 15:54 10/10/2008 17:59 



N123ML BE20 ML WINGS CO LLC KPTD Potsdam Muni/Damon Fld/ KBTV Burlington Intl 10/11/2008 13:20 10/11/2008 13:41 

N1982H PA32 AMS AVIATION LLC KALB Albany Intl KPTD Potsdam Muni/Damon Fld/ 10/11/2008 14:03 10/11/2008 14:43 

N3153Q C172 MAINE MOLD & MACHINE INC KPTD Potsdam Muni/Damon Fld/ N87 Trenton‐Robbinsville 10/11/2008 20:00 10/11/2008 21:49 

N802AF PC12 HEISS GROUP LLC KMSS Massena Intl KPTD Potsdam Muni/Damon Fld/ 10/12/2008 11:33 10/12/2008 11:33 

N802AF PC12 HEISS GROUP LLC KPTD Potsdam Muni/Damon Fld/ KCDW Essex County 10/12/2008 14:56 10/12/2008 16:01 

N260WE AC90 E M S AIR SERVICES OF NY INC D38 Canandaigua KPTD Potsdam Muni/Damon Fld/ 10/13/2008 2:51 10/13/2008 3:37 

N0WE AC90 Unknown Owner KFZY Oswego County KPTD Potsdam Muni/Damon Fld/ 10/13/2008 2:58 10/13/2008 2:58 

N260WE AC90 E M S AIR SERVICES OF NY INC KPTD Potsdam Muni/Damon Fld/ KBTV Burlington Intl 10/13/2008 4:26 10/13/2008 4:40 

N5362L PA28 TIEDEMANN DOUGLAS A 6B9 Skaneateles Aero Drome KPTD Potsdam Muni/Damon Fld/ 10/13/2008 10:58 10/13/2008 10:58 

N21492 P210 LAVALLEY AVIATION INC KDHN Dothan Rgnl KPTD Potsdam Muni/Damon Fld/ 10/13/2008 14:55 10/13/2008 0:00 

N55TG M6 FOUR M AVIATION LLC KPTD Potsdam Muni/Damon Fld/ KSNC Chester 10/13/2008 16:53 10/13/2008 18:27 



N1409U C172 ASG AIR INC KBTV Burlington Intl KPTD Potsdam Muni/Damon Fld/ 10/15/2008 1:57 10/15/2008 2:31 



N874AF PC12 HOLGER AIRPLANE LLC KTEB Teterboro KPTD Potsdam Muni/Damon Fld/ 10/15/2008 23:35 10/16/2008 0:52 

N874AF PC12 HOLGER AIRPLANE LLC KTEB Teterboro KPTD Potsdam Muni/Damon Fld/ 10/16/2008 12:01 10/16/2008 12:01 


N874AF PC12 HOLGER AIRPLANE LLC KPTD Potsdam Muni/Damon Fld/ KSMQ Somerset 10/16/2008 13:12 10/16/2008 14:34 


BLK1 BLK Blocked by owner KEQY Charlotte‐Monroe Executive KPTD Potsdam Muni/Damon Fld/ 10/16/2008 14:13 10/16/2008 16:58 

BLK1 BLK Blocked by owner KPTD Potsdam Muni/Damon Fld/ KPBG Plattsburgh Intl 10/16/2008 17:27 10/16/2008 18:03 

N1157U M20J MOONEY LLC 6B6 Minute Man Air Field KPTD Potsdam Muni/Damon Fld/ 10/16/2008 20:09 10/16/2008 21:54 



N1157U M20J MOONEY LLC KPTD Potsdam Muni/Damon Fld/ 0B7 Warren‐Sugarbush 10/18/2008 10:16 10/18/2008 10:56 



BLK1 BLK Blocked by owner KPBG Plattsburgh Intl KPTD Potsdam Muni/Damon Fld/ 10/18/2008 16:05 10/18/2008 16:16 

BLK1 BLK Blocked by owner KPTD Potsdam Muni/Damon Fld/ KEQY Charlotte‐Monroe Executive 10/18/2008 16:58 10/18/2008 19:47 



N8GG C182 FISHER FINANCIAL SERVICES INC KMCD Mackinac Island KPTD Potsdam Muni/Damon Fld/ 10/19/2008 18:23 10/19/2008 0:00 

SSH195 BE9L Heritage Flight Lls KLGA La Guardia KPTD Potsdam Muni/Damon Fld/ 10/19/2008 20:37 10/19/2008 21:51 

SSH195 BE9L Heritage Flight Lls KPTD Potsdam Muni/Damon Fld/ KBTV Burlington Intl 10/19/2008 22:16 10/19/2008 22:37 

N2759Q PA34 N2759Q LLC KALB Albany Intl KPTD Potsdam Muni/Damon Fld/ 10/20/2008 12:38 10/20/2008 13:14 

N420AF PC12 RIGI INC KBLM Monmouth Executive KPTD Potsdam Muni/Damon Fld/ 10/20/2008 23:38 10/21/2008 1:16 

N420AF PC12 RIGI INC KPTD Potsdam Muni/Damon Fld/ N03 Cortland County‐Chase Field 10/21/2008 1:50 10/21/2008 2:28 



N420AF PC12 RIGI INC N03 Cortland County‐Chase Field KPTD Potsdam Muni/Damon Fld/ 10/21/2008 19:13 10/21/2008 20:11 

N420AF PC12 RIGI INC KPTD Potsdam Muni/Damon Fld/ KMSS Massena Intl 10/21/2008 20:45 10/21/2008 21:13 



N1409U C172 ASG AIR INC KAQW Harriman‐And‐West KPTD Potsdam Muni/Damon Fld/ 10/22/2008 21:42 10/22/2008 23:09 

N44AE PA34 PHELAN DENNIS M KPTD Potsdam Muni/Damon Fld/ I69 Clermont County 10/23/2008 11:42 10/23/2008 15:07 




N44AE PA34 PHELAN DENNIS M KPTD Potsdam Muni/Damon Fld/ I69 Clermont County 10/23/2008 22:12 10/23/2008 22:12 



N1409U C172 ASG AIR INC KPBG Plattsburgh Intl KPTD Potsdam Muni/Damon Fld/ 10/24/2008 21:55 10/24/2008 22:26 



N5362L PA28 TIEDEMANN DOUGLAS A 6B9 Skaneateles Aero Drome KPTD Potsdam Muni/Damon Fld/ 10/27/2008 11:44 10/27/2008 12:15 


RLR329 E110 Business Airfreight KPTD Potsdam Muni/Damon Fld/ KPBG Plattsburgh Intl 16:33.6 10/28/2008 13:49 










N323SR SR22 CORNERSTONE AVIATION LLC KEEN Dillant‐Hopkins KPTD Potsdam Muni/Damon Fld/ 11/1/2008 11:10 11/1/2008 12:34 











N776AF PC12 RIGI INC KPSM Portsmouth Intl At Pease KPTD Potsdam Muni/Damon Fld/ 11/7/2008 16:50 11/7/2008 17:49

N776AF PC12 RIGI INC KPTD Potsdam Muni/Damon Fld/ KELM Elmira/Corning Rgnl 11/7/2008 18:46 11/7/2008 19:25 





N35WM PA31 VADER AIR CORP KALB Albany Intl KPTD Potsdam Muni/Damon Fld/ 11/11/2008 14:53 11/11/2008 15:47 

N35WM PA31 VADER AIR CORP KPTD Potsdam Muni/Damon Fld/ KALB Albany Intl 11/11/2008 21:04 11/11/2008 21:50 



N8501Q ZEN REGISTRATION PENDING KBTV Burlington Intl KPTD Potsdam Muni/Damon Fld/ 11/12/2008 16:51 11/12/2008 17:17 

N624AF PC12 NATECK LLC KBGM Binghamton Arpt KPTD Potsdam Muni/Damon Fld/ 11/12/2008 22:30 11/12/2008 23:06 

N624AF PC12 NATECK LLC KPTD Potsdam Muni/Damon Fld/ KPSM Portsmouth Intl At Pease 11/12/2008 23:27 11/13/2008 0:19 

N815AF PC12 BAYBOYS LLC KPSM Portsmouth Intl At Pease KPTD Potsdam Muni/Damon Fld/ 11/13/2008 10:16 11/13/2008 11:09 

N815AF PC12 BAYBOYS LLC KPTD Potsdam Muni/Damon Fld/ KOLE Cattaraugus County‐Olean 11/13/2008 11:59 11/13/2008 13:11 



N7311P P210 ADIRONDACK AVIATION LLC 5B6 Falmouth Airpark KPTD Potsdam Muni/Damon Fld/ 11/13/2008 16:20 11/13/2008 18:06 



N802AF PC12 HEISS GROUP LLC KOLE Cattaraugus County‐Olean KPTD Potsdam Muni/Damon Fld/ 11/14/2008 21:53 11/14/2008 22:42 

N802AF PC12 HEISS GROUP LLC KPTD Potsdam Muni/Damon Fld/ KPSM Portsmouth Intl At Pease 11/14/2008 23:08 11/14/2008 23:08 







LBQ940 BE58 Quest Diagnostics KTEB Teterboro KPTD Potsdam Muni/Damon Fld/ 11/20/2008 7:13 11/20/2008 7:13 





N460PB PC12 PLYMOUTH AIR LLC KMDW Chicago Midway Intl KPTD Potsdam Muni/Damon Fld/ 11/21/2008 20:45 11/21/2008 23:07 



N170JS C170 DOCJOSH LTD 41NY Bonebender KPTD Potsdam Muni/Damon Fld/ 11/22/2008 16:16 11/22/2008 16:58 

N460PB PC12 PLYMOUTH AIR LLC KPTD Potsdam Muni/Damon Fld/ KMDW Chicago Midway Intl 11/23/2008 0:52 11/23/2008 3:37 

N815AF PC12 BAYBOYS LLC KPSM Portsmouth Intl At Pease KPTD Potsdam Muni/Damon Fld/ 11/23/2008 11:34 11/23/2008 12:36 

N815AF PC12 BAYBOYS LLC KPTD Potsdam Muni/Damon Fld/ KMVL Morrisville‐Stowe State 11/23/2008 13:16 11/23/2008 13:39 

N815AF PC12 BAYBOYS LLC KMVL Morrisville‐Stowe State KPTD Potsdam Muni/Damon Fld/ 11/23/2008 21:28 11/23/2008 21:55 

N815AF PC12 BAYBOYS LLC KPTD Potsdam Muni/Damon Fld/ CYTZ Toronto/City Centre 11/23/2008 22:18 11/23/2008 23:13 


N802AF PC12 HEISS GROUP LLC KBTP Butler County KPTD Potsdam Muni/Damon Fld/ 11/26/2008 13:58 11/26/2008 15:28 

N802AF PC12 HEISS GROUP LLC KPTD Potsdam Muni/Damon Fld/ KBWI Baltimore/Washington Intl 11/26/2008 15:58 11/26/2008 17:30 








N15SF AC90 E M S AIR SERVICES OF NY INC KPTD Potsdam Muni/Damon Fld/ KROC Greater Rochester Intl 11/29/2008 19:50 11/29/2008 20:19 

N58GL BE58 AIR LARSON LLC KSMQ Somerset KPTD Potsdam Muni/Damon Fld/ 11/30/2008 14:32 11/30/2008 16:03 

N1409U C172 ASG AIR INC KPWM Portland Intl Jetport KPTD Potsdam Muni/Damon Fld/ 11/30/2008 16:15 11/30/2008 16:15 

N58GL BE58 AIR LARSON LLC KPTD Potsdam Muni/Damon Fld/ KBTV Burlington Intl 11/30/2008 16:36 11/30/2008 17:01 









N769AF PC12 FRIGO ARTHUR P KBTV Burlington Intl KPTD Potsdam Muni/Damon Fld/ 12/6/2008 12:57 12/6/2008 13:18 



N769AF PC12 FRIGO ARTHUR P KPTD Potsdam Muni/Damon Fld/ KBED Laurence G Hanscom Fld 12/6/2008 14:10 12/6/2008 15:00 

N729AF PC12 RACE ROCK LLC KBED Laurence G Hanscom Fld KPTD Potsdam Muni/Damon Fld/ 12/7/2008 2:17 12/7/2008 3:19 

N729AF PC12 RACE ROCK LLC KPTD Potsdam Muni/Damon Fld/ KPSM Portsmouth Intl At Pease 12/7/2008 3:31 12/7/2008 4:23 

N249DM M20P SALE REPORTED 5B2 Saratoga County KPTD Potsdam Muni/Damon Fld/ 12/8/2008 14:48 12/8/2008 16:33 



N776AF PC12 RIGI INC KPSM Portsmouth Intl At Pease KPTD Potsdam Muni/Damon Fld/ 12/13/2008 14:48 12/13/2008 15:39 


N776AF PC12 RIGI INC KPTD Potsdam Muni/Damon Fld/ KBHB Hancock County‐Bar Harbor 12/13/2008 17:07 12/13/2008 18:04 

N1409U C172 ASG AIR INC KPTD Potsdam Muni/Damon Fld/ W05 Gettysburg Rgnl 12/13/2008 17:44 12/13/2008 20:36 

N776AF PC12 RIGI INC KBHB Hancock County‐Bar Harbor KPTD Potsdam Muni/Damon Fld/ 12/13/2008 22:24 12/13/2008 23:41 

N776AF PC12 RIGI INC KPTD Potsdam Muni/Damon Fld/ KBTV Burlington Intl 12/14/2008 0:16 12/14/2008 0:40 












N49B PAY2 GRIMANS AIR LLC KALB Albany Intl KPTD Potsdam Muni/Damon Fld/ 12/23/2008 18:36 12/23/2008 19:16 

N49B PAY2 GRIMANS AIR LLC KPTD Potsdam Muni/Damon Fld/ KALB Albany Intl 12/23/2008 19:41 12/23/2008 20:19 

N815AF PC12 BAYBOYS LLC KILG New Castle KPTD Potsdam Muni/Damon Fld/ 12/23/2008 19:57 12/23/2008 21:12 

N815AF PC12 BAYBOYS LLC KPTD Potsdam Muni/Damon Fld/ KPSM Portsmouth Intl At Pease 12/23/2008 21:37 12/23/2008 22:24 





N913AF PC12 1424 AUTO SALES LTD KDXR Danbury Muni KPTD Potsdam Muni/Damon Fld/ 12/26/2008 21:27 12/26/2008 22:59 

N913AF PC12 1424 AUTO SALES LTD KPTD Potsdam Muni/Damon Fld/ KHFD Hartford‐Brainard 12/26/2008 23:18 12/27/2008 0:10 

N877AF PC12 DIFLY INC KESN Easton/Newnam Field KPTD Potsdam Muni/Damon Fld/ 12/28/2008 15:59 12/28/2008 17:22 

N877AF PC12 DIFLY INC KPTD Potsdam Muni/Damon Fld/ KOWD Norwood Memorial 12/28/2008 18:19 12/28/2008 19:19

N913AF PC12 1424 AUTO SALES LTD KOWD Norwood Memorial KPTD Potsdam Muni/Damon Fld/ 12/29/2008 20:32 12/29/2008 21:34 

N913AF PC12 1424 AUTO SALES LTD KPTD Potsdam Muni/Damon Fld/ KPSM Portsmouth Intl At Pease 12/29/2008 22:03 12/29/2008 22:58 

N874AF PC12 HOLGER AIRPLANE LLC KPSM Portsmouth Intl At Pease KPTD Potsdam Muni/Damon Fld/ 12/30/2008 13:58 12/30/2008 15:05 

N874AF PC12 HOLGER AIRPLANE LLC KPTD Potsdam Muni/Damon Fld/ KILG New Castle 12/30/2008 15:28 12/30/2008 16:51 



N624AF PC12 NATECK LLC KPTD Potsdam Muni/Damon Fld/ KLEB Lebanon Muni 1/1/2009 13:26 1/1/2009 13:59 



N485R BE20 JESMER SUSAN M DBA KLEB Lebanon Muni KPTD Potsdam Muni/Damon Fld/ 1/3/2009 21:57 1/3/2009 22:36 

N485R BE20 JESMER SUSAN M DBA KHPN Westchester County KPTD Potsdam Muni/Damon Fld/ 1/4/2009 23:16 1/4/2009 0:00 





N2315A B350 PIZZAGALLI CONSTRUCTION CO KBTV Burlington Intl KPTD Potsdam Muni/Damon Fld/ 1/9/2009 17:25 1/9/2009 17:45 

N2315A B350 PIZZAGALLI CONSTRUCTION CO KPTD Potsdam Muni/Damon Fld/ KBTV Burlington Intl 1/9/2009 20:21 1/9/2009 20:39 

N729AF PC12 RACE ROCK LLC N03 Cortland County‐Chase Field KPTD Potsdam Muni/Damon Fld/ 1/9/2009 23:04 1/9/2009 23:28 

N729AF PC12 RACE ROCK LLC KPTD Potsdam Muni/Damon Fld/ KBTV Burlington Intl 1/10/2009 0:07 1/10/2009 0:28 













N58GL BE58 AIR LARSON LLC KISP Long Island Mac Arthur KPTD Potsdam Muni/Damon Fld/ 1/17/2009 18:40 1/17/2009 20:05 

N58GL BE58 AIR LARSON LLC KPTD Potsdam Muni/Damon Fld/ KSMQ Somerset 1/17/2009 20:32 1/17/2009 21:47 







N180JS C180 DOCJOSH LTD KBTV Burlington Intl KPTD Potsdam Muni/Damon Fld/ 1/21/2009 15:14 1/21/2009 15:50 

N180JS C180 DOCJOSH LTD KPTD Potsdam Muni/Damon Fld/ 41NY Bonebender 1/21/2009 19:59 1/21/2009 20:32 





N769AF PC12 FRIGO ARTHUR P KPSM Portsmouth Intl At Pease KPTD Potsdam Muni/Damon Fld/ 1/24/2009 10:06 1/24/2009 11:15 

N769AF PC12 FRIGO ARTHUR P KPTD Potsdam Muni/Damon Fld/ KSYR Syracuse Hancock Intl 1/24/2009 12:09 1/24/2009 12:37 



N794AF PC12 CLOVER INVESTORS LLC KDTW Detroit Metro Wayne Co KPTD Potsdam Muni/Damon Fld/ 1/25/2009 20:08 1/25/2009 21:32 

RLR329 C208 Business Airfreight KSYR Syracuse Hancock Intl KPTD Potsdam Muni/Damon Fld/ 1/27/2009 11:37 1/27/2009 12:23 

RLR216 C208 Business Airfreight KPTD Potsdam Muni/Damon Fld/ KDDH William H. Morse State 1/27/2009 12:57 1/27/2009 13:38 


N260WE AC90 E M S AIR SERVICES OF NY INC KPTD Potsdam Muni/Damon Fld/ KPBG Plattsburgh Intl 1/27/2009 20:01 1/27/2009 20:16 

N315DM C182 MCCABES SUPPLY INC KART Watertown Intl KPTD Potsdam Muni/Damon Fld/ 1/27/2009 21:31 1/27/2009 21:52 


RLR329 C208 Business Airfreight KSYR Syracuse Hancock Intl KPTD Potsdam Muni/Damon Fld/ 1/29/2009 13:40 1/29/2009 14:24 


N485R BE20 JESMER SUSAN M DBA KPTD Potsdam Muni/Damon Fld/ KHPN Westchester County 1/31/2009 14:30 1/31/2009 15:28 

N49B PAY2 GRIMANS AIR LLC KART Watertown Intl KPTD Potsdam Muni/Damon Fld/ 1/31/2009 19:45 1/31/2009 19:54 

N249DM M20P SALE REPORTED KBTV Burlington Intl KPTD Potsdam Muni/Damon Fld/ 2/2/2009 20:45 2/2/2009 20:45 

N729AF PC12 RACE ROCK LLC KHPN Westchester County KPTD Potsdam Muni/Damon Fld/ 2/2/2009 21:46 2/2/2009 22:46 


N729AF PC12 RACE ROCK LLC KPTD Potsdam Muni/Damon Fld/ KBHB Hancock County‐Bar Harbor 2/3/2009 13:37 2/3/2009 14:41 







N76TD PA32 WILLMOTT WILSON R KALB Albany Intl KPTD Potsdam Muni/Damon Fld/ 2/6/2009 13:12 2/6/2009 14:15 


N874AF PC12 HOLGER AIRPLANE LLC KBHB Hancock County‐Bar Harbor KPTD Potsdam Muni/Damon Fld/ 2/6/2009 19:07 2/6/2009 20:32 

N123ML BE20 ML WINGS CO LLC KHPN Westchester County KPTD Potsdam Muni/Damon Fld/ 2/6/2009 19:18 2/6/2009 20:32 

N76TD PA32 WILLMOTT WILSON R KIGN KPTD Potsdam Muni/Damon Fld/ 2/7/2009 12:32 2/7/2009 13:35 



N123ML BE20 ML WINGS CO LLC KPTD Potsdam Muni/Damon Fld/ KHPN Westchester County 2/7/2009 18:29 2/7/2009 19:29 





N8138S SR22 OK AVIATION LLC KPTD Potsdam Muni/Damon Fld/ KSYR Syracuse Hancock Intl 2/12/2009 0:12 2/12/2009 0:56 





N65RG C150 FERRIS DOUGLAS R KBTV Burlington Intl KPTD Potsdam Muni/Damon Fld/ 2/14/2009 15:57 2/14/2009 16:34 

N153AS PARO BOWEN ARROW AVIATION INC KALB Albany Intl KPTD Potsdam Muni/Damon Fld/ 2/14/2009 16:00 2/14/2009 16:49 












RLR329 E110 Business Airfreight KSYR Syracuse Hancock Intl KPTD Potsdam Muni/Damon Fld/ 2/25/2009 12:37 2/25/2009 13:01


N555YP SR22 BUTLER AIR LLC KJYO Leesburg Executive KPTD Potsdam Muni/Damon Fld/ 2/25/2009 16:37 2/25/2009 18:32 

N555YP SR22 BUTLER AIR LLC KPTD Potsdam Muni/Damon Fld/ KFLO Florence Rgnl 2/25/2009 19:38 2/25/2009 23:08 

N555YP SR22 BUTLER AIR LLC KPTD Potsdam Muni/Damon Fld/ KHXD Hilton Head 2/25/2009 19:38 2/25/2009 0:00 





N57CX PA46 ASHER BERNARD W KGVQ Genesee County KPTD Potsdam Muni/Damon Fld/ 2/28/2009 15:23 2/28/2009 16:17 

N57CX PA46 ASHER BERNARD W KPTD Potsdam Muni/Damon Fld/ KGVQ Genesee County 3/1/2009 16:45 3/1/2009 0:00 

N57CX PA46 ASHER BERNARD W KPTD Potsdam Muni/Damon Fld/ 5G0 Le Roy 3/1/2009 16:45 3/1/2009 17:50 










KAP3133 C172 Hyannis Air Service Inc. D/B/A Cape Air KRME Griffiss Intl KPTD Potsdam Muni/Damon Fld/ 3/7/2009 13:56 3/7/2009 13:56 




N669AF PC12 HARBOURVEST PARTNERS LLC KBOS Boston Logan Intl KPTD Potsdam Muni/Damon Fld/ 3/11/2009 16:57 3/11/2009 18:08 

N669AF PC12 HARBOURVEST PARTNERS LLC KPTD Potsdam Muni/Damon Fld/ KMGW Morgantown Muni 3/11/2009 19:07 3/11/2009 21:02 








N8856J PA28 WOODWARD WILLIAM J KSCH Schenectady County KPTD Potsdam Muni/Damon Fld/ 3/14/2009 19:35 3/14/2009 19:35 

SSH544 BE9L Heritage Flight Lls KBTV Burlington Intl KPTD Potsdam Muni/Damon Fld/ 3/16/2009 12:13 3/16/2009 12:37 













N43RC C560 ROHRER CORP 3G3 Wadsworth Muni KPTD Potsdam Muni/Damon Fld/ 3/21/2009 14:45 3/21/2009 15:44 

N43RC C560 ROHRER CORP KPTD Potsdam Muni/Damon Fld/ 4G4 Youngstown Elser Metro 3/21/2009 18:35 3/21/2009 19:43 

N4064P PA23 DUCT TAPE ERR INC KPTD Potsdam Muni/Damon Fld/ KOWD Norwood Memorial 3/22/2009 20:58 3/22/2009 22:23 

N54346 C172 P & L AIR LLC KALB Albany Intl KPTD Potsdam Muni/Damon Fld/ 3/22/2009 22:15 3/22/2009 22:15 

N558AF PC12 RIGI INC KRUT Rutland ‐ Southern Vermont Rgnl KPTD Potsdam Muni/Damon Fld/ 3/22/2009 22:50 3/22/2009 23:17 

N558AF PC12 RIGI INC KPTD Potsdam Muni/Damon Fld/ KPSM Portsmouth Intl At Pease 3/22/2009 23:44 3/23/2009 0:23 

N4064P PA23 DUCT TAPE ERR INC KOWD Norwood Memorial KPTD Potsdam Muni/Damon Fld/ 3/23/2009 19:36 3/23/2009 21:13 






N2714C SR22 SUISSE AIR INC KPTD Potsdam Muni/Damon Fld/ KFAY Fayetteville Rgnl 3/25/2009 13:47 3/25/2009 17:18 

N731GC C210 JDW CESSNA 210 LLC KPTD Potsdam Muni/Damon Fld/ KLNS Lancaster 3/25/2009 14:16 3/25/2009 16:13 





N2759Q PA34 N2759Q LLC KSCH Schenectady County KPTD Potsdam Muni/Damon Fld/ 3/27/2009 13:59 3/27/2009 14:36 

N21492 P210 LAVALLEY AVIATION INC 9N3 Seamans Field KPTD Potsdam Muni/Damon Fld/ 3/27/2009 15:18 3/27/2009 16:36 

N547AF PC12 RIGI INC KPSM Portsmouth Intl At Pease KPTD Potsdam Muni/Damon Fld/ 3/27/2009 17:59 3/27/2009 18:57 

N547AF PC12 RIGI INC KPTD Potsdam Muni/Damon Fld/ CYTZ Toronto/City Centre 3/27/2009 19:24 3/27/2009 20:30 

N278SR SR22 L & D AVIATION LLC KALB Albany Intl KPTD Potsdam Muni/Damon Fld/ 3/27/2009 20:31 3/27/2009 21:02 



N43RC C560 ROHRER CORP 3G3 Wadsworth Muni KPTD Potsdam Muni/Damon Fld/ 3/28/2009 14:19 3/28/2009 15:12 

N8856J P28A WOODWARD WILLIAM J KBTV Burlington Intl KPTD Potsdam Muni/Damon Fld/ 3/28/2009 18:27 3/28/2009 19:10 

N43RC C560 ROHRER CORP KPTD Potsdam Muni/Damon Fld/ 3G3 Wadsworth Muni 3/28/2009 19:52 3/28/2009 20:53 

N21492 P210 LAVALLEY AVIATION INC KPTD Potsdam Muni/Damon Fld/ KOWX Putnam County 3/31/2009 11:25 3/31/2009 14:16 



N21492 P210 LAVALLEY AVIATION INC KOWX Putnam County KPTD Potsdam Muni/Damon Fld/ 3/31/2009 20:54 3/31/2009 23:16 





N739NM HELO NIAGARA MOHAWK POWER CORPORATION KSYR Syracuse Hancock Intl KPTD Potsdam Muni/Damon Fld/ 4/2/2009 11:39 4/2/2009 12:05 













N805ER DA40 BOLLT ERIK M KHAR KPTD Potsdam Muni/Damon Fld/ 4/6/2009 0:15 4/6/2009 1:12 




RLR329 E110 Business Airfreight KPTD Potsdam Muni/Damon Fld/ KPBG Plattsburgh Intl 4/9/2009 12:48 4/9/2009 0:00




N591AF PC12 BG STRATEGIC ADVISORS LLC KPSM Portsmouth Intl At Pease KPTD Potsdam Muni/Damon Fld/ 4/10/2009 12:42 4/10/2009 13:45 

N21492 C210 LAVALLEY AVIATION INC KPTD Potsdam Muni/Damon Fld/ 9N3 Seamans Field 4/10/2009 12:45 4/10/2009 13:55 

N591AF PC12 BG STRATEGIC ADVISORS LLC KPTD Potsdam Muni/Damon Fld/ KLDJ Linden 4/10/2009 14:13 4/10/2009 15:11 

N6404P PA24 WESTON AVIATION INC TYYLR KPTD Potsdam Muni/Damon Fld/ 4/10/2009 14:58 4/10/2009 15:54 

N922MH SR22 RICOTTA PAUL J KPTD Potsdam Muni/Damon Fld/ KOWD Norwood Memorial 4/10/2009 23:02 4/10/2009 23:02 



N1188Y PA30 FOOTE CURTIS H KCEF Westover Arb/Metropolitan KPTD Potsdam Muni/Damon Fld/ 4/12/2009 13:46 4/12/2009 13:46 

N739NM HELO NIAGARA MOHAWK POWER CORPORATION KSYR Syracuse Hancock Intl KPTD Potsdam Muni/Damon Fld/ 4/13/2009 11:54 4/13/2009 12:33 



N888SG SR22 BLAIRWOOD LLC 5B2 Saratoga County KPTD Potsdam Muni/Damon Fld/ 4/14/2009 12:41 4/14/2009 13:15 



N805ER DA40 BOLLT ERIK M KBTV Burlington Intl KPTD Potsdam Muni/Damon Fld/ 4/15/2009 15:45 4/15/2009 16:12 



N325AV PA28 SILVER CITY FLYING CLUB INC KGBR Walter J. Koladza KPTD Potsdam Muni/Damon Fld/ 4/16/2009 13:34 4/16/2009 14:27 



N8501Q CH2T REGISTRATION PENDING KPTD Potsdam Muni/Damon Fld/ N57 New Garden 4/17/2009 12:39 4/17/2009 13:34 

N470CD SR22 SOUTHERN SKIES LLC KPTD Potsdam Muni/Damon Fld/ N57 New Garden 4/17/2009 21:43 4/17/2009 23:07 

N5335R P46T ROCKEFELLER RICHARD KPWM Portland Intl Jetport KPTD Potsdam Muni/Damon Fld/ 4/18/2009 11:20 4/18/2009 12:39 



N5335R P46T ROCKEFELLER RICHARD KPTD Potsdam Muni/Damon Fld/ KBTV Burlington Intl 4/18/2009 20:12 4/18/2009 20:48 

N55TG MAUL FOUR M AVIATION LLC KPTD Potsdam Muni/Damon Fld/ KSNC Chester 4/19/2009 15:37 4/19/2009 17:08 

CGLLT BE36 Unknown Owner KPTD Potsdam Muni/Damon Fld/ KMRB Eastern WV Rgnl 4/19/2009 15:59 4/19/2009 18:15 

N851AF PC12 KSN LLC KFWA Fort Wayne Intl KPTD Potsdam Muni/Damon Fld/ 4/19/2009 19:43 4/19/2009 21:37 


N517CP SR22 REALE JAMES W ZZZZ KPTD Potsdam Muni/Damon Fld/ 4/21/2009 13:12 4/21/2009 13:49 

N517CP SR22 REALE JAMES W KPTD Potsdam Muni/Damon Fld/ 4B6 Ticonderoga Muni 4/21/2009 15:54 4/21/2009 16:37 



N2714C SR22 SUISSE AIR INC W00 Freeway KPTD Potsdam Muni/Damon Fld/ 4/22/2009 16:50 4/22/2009 20:49 

N2714C SR22 SUISSE AIR INC W00 Freeway KPTD Potsdam Muni/Damon Fld/ 4/22/2009 18:40 4/22/2009 18:40 

N851AF PC12 KSN LLC KPTD Potsdam Muni/Damon Fld/ CYYZ Lester B. Pearson Intl 4/22/2009 20:21 4/22/2009 21:35 




N2759Q PASE N2759Q LLC KALB Albany Intl KPTD Potsdam Muni/Damon Fld/ 4/24/2009 11:19 4/24/2009 11:59 





N52341 C172 LANDCARE AVIATION INC KART Watertown Intl KPTD Potsdam Muni/Damon Fld/ 4/25/2009 13:01 4/25/2009 13:20 

N591AF PC12 BG STRATEGIC ADVISORS LLC KHPN Westchester County KPTD Potsdam Muni/Damon Fld/ 4/25/2009 14:50 4/25/2009 15:57 


N591AF PC12 BG STRATEGIC ADVISORS LLC KPTD Potsdam Muni/Damon Fld/ KMSV Sullivan County Intl 4/25/2009 21:03 4/25/2009 21:39 

N1157U M20T MOONEY LLC KPTD Potsdam Muni/Damon Fld/ KHTO East Hampton 4/25/2009 22:20 4/25/2009 23:43 


N6465P PA24 SIX FIVE PAPA INC KASH Boire Field KPTD Potsdam Muni/Damon Fld/ 4/27/2009 10:47 4/27/2009 12:18 

N21492 P210 LAVALLEY AVIATION INC 9N3 Seamans Field KPTD Potsdam Muni/Damon Fld/ 4/27/2009 22:10 4/27/2009 23:11 





N21492 P210 LAVALLEY AVIATION INC KALB Albany Intl KPTD Potsdam Muni/Damon Fld/ 4/30/2009 1:39 4/30/2009 2:22 








N15703 P28 SCHUBERT BROTHERS AVIATION INC MAGEN KPTD Potsdam Muni/Damon Fld/ 5/4/2009 21:23 5/4/2009 21:23 



N2759Q PA34 N2759Q LLC KPTD Potsdam Muni/Damon Fld/ KSCH Schenectady County 5/5/2009 22:04 5/5/2009 22:49 




N2795Q PA34 Unknown Owner KPTD Potsdam Muni/Damon Fld/ KHPN Westchester County 5/6/2009 20:49 5/6/2009 20:49 

N2759Q PA34 N2759Q LLC KPTD Potsdam Muni/Damon Fld/ KHPN Westchester County 5/6/2009 20:49 5/6/2009 22:20 

N2759Q PA34 N2759Q LLC KIGN KPTD Potsdam Muni/Damon Fld/ 5/6/2009 23:28 5/7/2009 0:06 



SSH471 BE9L Heritage Flight Lls KBTV Burlington Intl KPTD Potsdam Muni/Damon Fld/ 5/8/2009 12:06 5/8/2009 12:38 


N9131K P28A THOMPSON FLYING CLUB INC KCXY Capital City KPTD Potsdam Muni/Damon Fld/ 5/8/2009 14:28 5/8/2009 16:59 

SSH471 BE9L Heritage Flight Lls KPTD Potsdam Muni/Damon Fld/ KBTV Burlington Intl 5/8/2009 15:26 5/8/2009 15:55 

BLK1 BLK Blocked by owner KEQY Charlotte‐Monroe Executive KPTD Potsdam Muni/Damon Fld/ 5/8/2009 16:49 5/8/2009 19:23 



BLK1 BLK Blocked by owner KPTD Potsdam Muni/Damon Fld/ KROC Greater Rochester Intl 5/9/2009 16:46 5/9/2009 17:34 

N607AF PC12 BLACK ROCK ENTERPRISES LLC KAGC Allegheny County KPTD Potsdam Muni/Damon Fld/ 5/10/2009 11:26 5/10/2009 12:52 

N607AF PC12 BLACK ROCK ENTERPRISES LLC KPTD Potsdam Muni/Damon Fld/ KBED Laurence G Hanscom Fld 5/10/2009 13:42 5/10/2009 14:39 

N815AF PC12 BAYBOYS LLC KBED Laurence G Hanscom Fld KPTD Potsdam Muni/Damon Fld/ 5/10/2009 22:02 5/10/2009 23:23 

N815AF PC12 BAYBOYS LLC KBED Laurence G Hanscom Fld KPTD Potsdam Muni/Damon Fld/ 5/10/2009 23:40 5/11/2009 0:43 

N9131K PA28 THOMPSON FLYING CLUB INC KPTD Potsdam Muni/Damon Fld/ KCXR 5/11/2009 12:16 5/11/2009 15:06 

N815AF PC12 BAYBOYS LLC KPTD Potsdam Muni/Damon Fld/ KPIT Pittsburgh Intl 5/11/2009 17:47 5/11/2009 19:19 

N805ER DA40 BOLLT ERIK M KSYR Syracuse Hancock Intl KPTD Potsdam Muni/Damon Fld/ 5/11/2009 19:06 5/11/2009 20:00 



N52341 C172 LANDCARE AVIATION INC KPTD Potsdam Muni/Damon Fld/ KRME Griffiss Intl 5/12/2009 22:01 5/12/2009 22:33 



RLR329 E110 Business Airfreight KPTD Potsdam Muni/Damon Fld/ KDDH William H. Morse State 5/13/2009 12:33 5/13/2009 13:09






N569AF PC12 RIGI INC KPTD Potsdam Muni/Damon Fld/ KMDW Chicago Midway Intl 5/15/2009 14:59 5/15/2009 17:47 

N851AF PC12 KSN LLC KPSM Portsmouth Intl At Pease KPTD Potsdam Muni/Damon Fld/ 5/15/2009 16:54 5/15/2009 17:47 

N851AF PC12 KSN LLC KPTD Potsdam Muni/Damon Fld/ KBWI Baltimore/Washington Intl 5/15/2009 18:40 5/15/2009 20:10 



N922MH SR22 RICOTTA PAUL J KOWD Norwood Memorial KPTD Potsdam Muni/Damon Fld/ 5/16/2009 12:43 5/16/2009 14:07 

N33SV HXA MAGER CHRISTOPHER D KSCH Schenectady County KPTD Potsdam Muni/Damon Fld/ 5/17/2009 13:21 5/17/2009 14:13 

N619AF PC12 P & W LLC KBWI Baltimore/Washington Intl KPTD Potsdam Muni/Damon Fld/ 5/17/2009 20:33 5/17/2009 21:44 

N619AF PC12 P & W LLC KPTD Potsdam Muni/Damon Fld/ KPSM Portsmouth Intl At Pease 5/17/2009 22:09 5/17/2009 23:00 

N669AF PC12 HARBOURVEST PARTNERS LLC KPTK Oakland County Intl KPTD Potsdam Muni/Damon Fld/ 5/18/2009 8:25 5/18/2009 9:52 

N669AF PC12 HARBOURVEST PARTNERS LLC KPTD Potsdam Muni/Damon Fld/ KOLE Cattaraugus County‐Olean 5/18/2009 10:19 5/18/2009 11:16 

N5598J PA32 RIZK WAFA I KMRB Eastern WV Rgnl KPTD Potsdam Muni/Damon Fld/ 5/18/2009 13:18 5/18/2009 16:40 

N2759Q PASE N2759Q LLC KALB Albany Intl KPTD Potsdam Muni/Damon Fld/ 5/18/2009 14:10 5/18/2009 14:38 

N14AP PA31 WELLSVILLE FLYING SERVICE INC KOLE Cattaraugus County‐Olean KPTD Potsdam Muni/Damon Fld/ 5/18/2009 23:05 5/19/2009 0:27 






N5598J PA32 RIZK WAFA I KPTD Potsdam Muni/Damon Fld/ KMRB Eastern WV Rgnl 5/20/2009 13:33 5/20/2009 16:39 


N2315A B350 PIZZAGALLI CONSTRUCTION CO KPTD Potsdam Muni/Damon Fld/ KPDK Dekalb‐Peachtree 5/20/2009 17:05 5/20/2009 19:57 



N569AF PC12 RIGI INC KBWI Baltimore/Washington Intl KPTD Potsdam Muni/Damon Fld/ 5/22/2009 0:42 5/22/2009 2:07 


N2759Q PA34 N2759Q LLC KHPN Westchester County KPTD Potsdam Muni/Damon Fld/ 5/22/2009 11:57 5/22/2009 13:15 


N569AF PC12 RIGI INC KPTD Potsdam Muni/Damon Fld/ KBWI Baltimore/Washington Intl 5/22/2009 16:18 5/22/2009 17:57 

N9224N PA32 ENVIRONMENTAL MANAGEMENT SERVICES INC N43 Braden Airpark KPTD Potsdam Muni/Damon Fld/ 5/22/2009 17:16 5/22/2009 18:41 

N14AP PA31 WELLSVILLE FLYING SERVICE INC KELZ Wellsville Muni Arpt KPTD Potsdam Muni/Damon Fld/ 5/23/2009 10:12 5/23/2009 11:15 

N14AP PA31 WELLSVILLE FLYING SERVICE INC KPTD Potsdam Muni/Damon Fld/ KBFD Bradford Rgnl 5/23/2009 11:34 5/23/2009 13:08 



N9224N P32R ENVIRONMENTAL MANAGEMENT SERVICES INC KPTD Potsdam Muni/Damon Fld/ N43 Braden Airpark 5/25/2009 14:04 5/25/2009 15:25 

N805ER DA40 BOLLT ERIK M 4158N KPTD Potsdam Muni/Damon Fld/ 5/25/2009 21:14 5/25/2009 23:22 








N8138S SR22 OK AVIATION LLC KPTD Potsdam Muni/Damon Fld/ KART Watertown Intl 5/28/2009 3:26 5/28/2009 4:01 











N547AF PC12 RIGI INC KBGM Binghamton Arpt KPTD Potsdam Muni/Damon Fld/ 5/31/2009 20:03 5/31/2009 20:42 

N2759Q PASE N2759Q LLC KSCH Schenectady County KPTD Potsdam Muni/Damon Fld/ 6/1/2009 16:25 6/1/2009 16:50 





N547AF PC12 RIGI INC KPTD Potsdam Muni/Damon Fld/ CYTZ Toronto/City Centre 6/3/2009 15:01 6/3/2009 16:01 






N2714C SR22 SUISSE AIR INC KPTD Potsdam Muni/Damon Fld/ KTEB Teterboro 6/5/2009 20:48 6/5/2009 22:20 




N699AF PC12 RIGI INC KOWD Norwood Memorial KPTD Potsdam Muni/Damon Fld/ 6/6/2009 18:09 6/6/2009 19:05 

N699AF PC12 RIGI INC KPTD Potsdam Muni/Damon Fld/ 0G7 Finger Lakes Rgnl 6/6/2009 19:49 6/6/2009 20:23 


N699AF PC12 RIGI INC 0G7 Finger Lakes Rgnl KPTD Potsdam Muni/Damon Fld/ 6/7/2009 19:26 6/7/2009 19:58 


N699AF PC12 RIGI INC KPTD Potsdam Muni/Damon Fld/ KBHB Hancock County‐Bar Harbor 6/8/2009 23:22 6/9/2009 0:23 

N21492 P210 LAVALLEY AVIATION INC KPTD Potsdam Muni/Damon Fld/ KSPA Spartanburg Dntn Mem 6/9/2009 10:48 6/9/2009 15:38 



N699AF PC12 RIGI INC KBHB Hancock County‐Bar Harbor KPTD Potsdam Muni/Damon Fld/ 6/9/2009 21:49 6/9/2009 23:19 


N24CK PA31 NORTH CENTRAL AVIATION LLC KTEB Teterboro KPTD Potsdam Muni/Damon Fld/ 6/10/2009 11:45 6/10/2009 13:20 


N21492 P210 LAVALLEY AVIATION INC KRYY Cobb County KPTD Potsdam Muni/Damon Fld/ 6/10/2009 14:02 6/10/2009 18:38 

N24CK PA31 NORTH CENTRAL AVIATION LLC KPTD Potsdam Muni/Damon Fld/ KMGW Morgantown Muni 6/10/2009 14:08 6/10/2009 16:34 

N24CK PA31 NORTH CENTRAL AVIATION LLC KPTD Potsdam Muni/Damon Fld/ KLUK Cincinnati Muni 6/10/2009 14:08 6/10/2009 0:00 

N699AF PC12 RIGI INC KPTD Potsdam Muni/Damon Fld/ KPSF Pittsfield Muni 6/10/2009 14:26 6/10/2009 15:20 









N2759Q PA34 N2759Q LLC KMVY Marthas Vineyard KPTD Potsdam Muni/Damon Fld/ 6/12/2009 21:11 6/12/2009 23:01

N800G BE36 HIGHER POWER LLC KALB Albany Intl KPTD Potsdam Muni/Damon Fld/ 6/12/2009 21:24 6/12/2009 22:09 





N656AF PC12 BILL & TOM LLC KBWI Baltimore/Washington Intl KPTD Potsdam Muni/Damon Fld/ 6/14/2009 7:23 6/14/2009 8:41 

N656AF PC12 BILL & TOM LLC KPTD Potsdam Muni/Damon Fld/ KELM Elmira/Corning Rgnl 6/14/2009 9:42 6/14/2009 10:28 

N913AF PC12 1424 AUTO SALES LTD KELM Elmira/Corning Rgnl KPTD Potsdam Muni/Damon Fld/ 6/14/2009 19:32 6/14/2009 20:14 

N913AF PC12 1424 AUTO SALES LTD KPTD Potsdam Muni/Damon Fld/ KPSM Portsmouth Intl At Pease 6/14/2009 20:35 6/14/2009 21:30 

N544T BE35 GRAFFITIS AERO‐GRAPHICS LLC 5B2 Saratoga County KPTD Potsdam Muni/Damon Fld/ 6/15/2009 13:32 6/15/2009 14:34 

N544T BE35 GRAFFITIS AERO‐GRAPHICS LLC KPTD Potsdam Muni/Damon Fld/ 5B2 Saratoga County 6/15/2009 14:36 6/15/2009 15:47 


N544T BE35 GRAFFITIS AERO‐GRAPHICS LLC 5B2 Saratoga County KPTD Potsdam Muni/Damon Fld/ 6/16/2009 13:48 6/16/2009 14:31 

N897LP C172 CHIPCO INC KPTD Potsdam Muni/Damon Fld/ KSYR Syracuse Hancock Intl 6/16/2009 15:03 6/16/2009 15:43 

RLR51BA E110 Business Airfreight KPTD Potsdam Muni/Damon Fld/ KPBG Plattsburgh Intl 6/16/2009 16:24 6/16/2009 16:50 

N544T BE35 GRAFFITIS AERO‐GRAPHICS LLC KPTD Potsdam Muni/Damon Fld/ 5B2 Saratoga County 6/16/2009 17:14 6/16/2009 17:48 









N210HL C210 FERN HILL AVIATION LLC KRKW Rockwood Muni KPTD Potsdam Muni/Damon Fld/ 6/20/2009 12:28 6/20/2009 16:28 


N558AF PC12 RIGI INC KSLK Adirondack Rgnl KPTD Potsdam Muni/Damon Fld/ 6/20/2009 19:20 6/20/2009 19:22 

N558AF PC12 RIGI INC KPTD Potsdam Muni/Damon Fld/ KBGM Binghamton Arpt 6/20/2009 19:55 6/20/2009 20:47 

N14AP PA31 WELLSVILLE FLYING SERVICE INC KBGM Binghamton Arpt KPTD Potsdam Muni/Damon Fld/ 6/21/2009 22:09 6/21/2009 23:12 








N210HL C210 FERN HILL AVIATION LLC KBTV Burlington Intl KPTD Potsdam Muni/Damon Fld/ 6/24/2009 12:31 6/24/2009 12:53 


N210HL C210 FERN HILL AVIATION LLC KPTD Potsdam Muni/Damon Fld/ CYKF Waterloo Regional 6/24/2009 14:18 6/24/2009 15:47 



N21492 P210 LAVALLEY AVIATION INC KPTD Potsdam Muni/Damon Fld/ KHZY Ashtabula County 6/25/2009 12:43 6/25/2009 14:37 

N21492 P210 LAVALLEY AVIATION INC KHZY Ashtabula County KPTD Potsdam Muni/Damon Fld/ 6/25/2009 15:33 6/25/2009 17:39 

N2759Q PASE N2759Q LLC KSCH Schenectady County KPTD Potsdam Muni/Damon Fld/ 6/26/2009 11:36 6/26/2009 12:09 





N699AF PC12 RIGI INC KSLK Adirondack Rgnl KPTD Potsdam Muni/Damon Fld/ 6/27/2009 13:19 6/27/2009 13:50 


N699AF PC12 RIGI INC KPTD Potsdam Muni/Damon Fld/ KBGM Binghamton Arpt 6/27/2009 14:35 6/27/2009 15:24 

N1307Z BE35 FERRIS DALE E KPBG Plattsburgh Intl KPTD Potsdam Muni/Damon Fld/ 6/28/2009 18:10 6/28/2009 18:32 

N1307Z BE35 FERRIS DALE E KPTD Potsdam Muni/Damon Fld/ KPBG Plattsburgh Intl 6/28/2009 20:08 6/28/2009 20:48 

N21492 P210 LAVALLEY AVIATION INC KPTD Potsdam Muni/Damon Fld/ KBUF Buffalo Niagara Intl 6/28/2009 20:26 6/28/2009 21:59 

N802AF PC12 HEISS GROUP LLC KBGM Binghamton Arpt KPTD Potsdam Muni/Damon Fld/ 6/28/2009 22:28 6/28/2009 23:07 

N802AF PC12 HEISS GROUP LLC KPTD Potsdam Muni/Damon Fld/ KBED Laurence G Hanscom Fld 6/28/2009 23:35 6/29/2009 0:36 

N21492 P210 LAVALLEY AVIATION INC KBUF Buffalo Niagara Intl KPTD Potsdam Muni/Damon Fld/ 6/29/2009 0:47 6/29/2009 1:58 










N21492 P210 LAVALLEY AVIATION INC KPTD Potsdam Muni/Damon Fld/ KBUF Buffalo Niagara Intl 7/2/2009 16:23 7/2/2009 17:41 

N21492 P210 LAVALLEY AVIATION INC KBUF Buffalo Niagara Intl KPTD Potsdam Muni/Damon Fld/ 7/2/2009 22:14 7/3/2009 0:06 



N57CX PA46 ASHER BERNARD W KPTD Potsdam Muni/Damon Fld/ KMLT Millinocket Muni 7/3/2009 15:53 7/3/2009 18:01 

N21492 P210 LAVALLEY AVIATION INC KPTD Potsdam Muni/Damon Fld/ KOWD Norwood Memorial 7/5/2009 19:54 7/5/2009 21:12 


N21492 P210 LAVALLEY AVIATION INC KOWD Norwood Memorial KPTD Potsdam Muni/Damon Fld/ 7/6/2009 21:22 7/6/2009 22:56 




N260WE AC90 E M S AIR SERVICES OF NY INC KPTD Potsdam Muni/Damon Fld/ KALB Albany Intl 7/8/2009 6:20 7/8/2009 7:03 




N2093M PA28 AIR CORTRIGHT LLC KGVQ Genesee County KPTD Potsdam Muni/Damon Fld/ 7/9/2009 16:34 7/9/2009 17:53 

N2100V C172 FLYNFISH LLC KPYM Plymouth Muni KPTD Potsdam Muni/Damon Fld/ 7/9/2009 16:35 7/9/2009 19:21 





N2093M P28A AIR CORTRIGHT LLC KPTD Potsdam Muni/Damon Fld/ KROC Greater Rochester Intl 7/12/2009 11:17 7/12/2009 11:17 

N2100V C172 FLYNFISH LLC KPTD Potsdam Muni/Damon Fld/ KPYM Plymouth Muni 7/12/2009 13:18 7/12/2009 15:05 







N1157U M20J MOONEY LLC 6B6 Minute Man Air Field KPTD Potsdam Muni/Damon Fld/ 7/14/2009 16:56 7/14/2009 18:36 





N2315A B350 PIZZAGALLI CONSTRUCTION CO KBTV Burlington Intl KPTD Potsdam Muni/Damon Fld/ 7/16/2009 11:37 7/16/2009 12:05










N794AF PC12 CLOVER INVESTORS LLC KBGM Binghamton Arpt KPTD Potsdam Muni/Damon Fld/ 7/19/2009 23:40 7/20/2009 0:18 

N794AF PC12 CLOVER INVESTORS LLC KPTD Potsdam Muni/Damon Fld/ KPSM Portsmouth Intl At Pease 7/20/2009 0:45 7/20/2009 1:39 



N21492 P210 LAVALLEY AVIATION INC KPTD Potsdam Muni/Damon Fld/ KBGM Binghamton Arpt 7/21/2009 12:52 7/21/2009 14:00 

N21492 C210 LAVALLEY AVIATION INC HUGIE KPTD Potsdam Muni/Damon Fld/ 7/21/2009 16:25 7/21/2009 16:25 


N57CX23 PA46 Unknown Owner KPTD Potsdam Muni/Damon Fld/ KGVQ Genesee County 7/21/2009 23:14 7/21/2009 23:14 



N21492 P210 LAVALLEY AVIATION INC KPTD Potsdam Muni/Damon Fld/ 9N3 Seamans Field 7/22/2009 16:40 7/22/2009 18:05 



N21492 P210 LAVALLEY AVIATION INC KPTD Potsdam Muni/Damon Fld/ KMVY Marthas Vineyard 7/23/2009 15:47 7/23/2009 17:49 




N2759Q PA34 N2759Q LLC KPTD Potsdam Muni/Damon Fld/ KALB Albany Intl 7/24/2009 13:15 7/24/2009 14:00 

N6404P PA24 WESTON AVIATION INC KPTD Potsdam Muni/Damon Fld/ KFOK Francis S Gabreski 7/24/2009 15:04 7/24/2009 15:04 

N619AF PC12 P & W LLC KROC Greater Rochester Intl KPTD Potsdam Muni/Damon Fld/ 7/25/2009 11:29 7/25/2009 12:20 



N619AF PC12 P & W LLC KPTD Potsdam Muni/Damon Fld/ KBED Laurence G Hanscom Fld 7/25/2009 13:22 7/25/2009 14:12 

N21492 P210 LAVALLEY AVIATION INC KMVY Marthas Vineyard KPTD Potsdam Muni/Damon Fld/ 7/26/2009 16:05 7/26/2009 18:04 

N569AF PC12 RIGI INC KBED Laurence G Hanscom Fld KPTD Potsdam Muni/Damon Fld/ 7/26/2009 23:43 7/27/2009 0:46 


N569AF PC12 RIGI INC KPTD Potsdam Muni/Damon Fld/ KMPO Pocono Mountains Muni 7/27/2009 16:05 7/27/2009 17:11 

N569AF PC12 RIGI INC KPTD Potsdam Muni/Damon Fld/ KRME Griffiss Intl 7/27/2009 16:05 7/27/2009 0:00 

N8410S PA28 NORTH SHELBY AVIATION LLC FQM249054 KPTD Potsdam Muni/Damon Fld/ 7/27/2009 21:43 7/27/2009 23:46 







N77RL C414 FORT BEDFORD AIR INC KHMZ Bedford County KPTD Potsdam Muni/Damon Fld/ 7/30/2009 11:37 7/30/2009 13:27 



N232BG BE9L SUNNYFIELD AVIATION ASSOCIATES LLC KBTV Burlington Intl KPTD Potsdam Muni/Damon Fld/ 7/30/2009 14:52 7/30/2009 15:10 

N232BG BE9L SUNNYFIELD AVIATION ASSOCIATES LLC KPTD Potsdam Muni/Damon Fld/ KBAF Barnes Muni 7/30/2009 15:42 7/30/2009 16:27 

N77RL C414 FORT BEDFORD AIR INC KPTD Potsdam Muni/Damon Fld/ KALB Albany Intl 7/30/2009 15:59 7/30/2009 17:00 



N232BG BE9L SUNNYFIELD AVIATION ASSOCIATES LLC KPTD Potsdam Muni/Damon Fld/ KBHB Hancock County‐Bar Harbor 7/31/2009 20:55 7/31/2009 22:01 

N14AP PA31 WELLSVILLE FLYING SERVICE INC B16 Whitfords KPTD Potsdam Muni/Damon Fld/ 7/31/2009 22:00 7/31/2009 22:47 



N65KJ RV8 FLYING J PARTNERS LLC KMTW Manitowoc County KPTD Potsdam Muni/Damon Fld/ 8/1/2009 14:58 8/1/2009 17:59 

N3964L C172 THOMAS AVIATION INC KBTV Burlington Intl KPTD Potsdam Muni/Damon Fld/ 8/1/2009 16:35 8/1/2009 17:05 

N14AP PA31 WELLSVILLE FLYING SERVICE INC KPTD Potsdam Muni/Damon Fld/ B16 Whitfords 8/1/2009 17:22 8/1/2009 17:59 




N33SV HXA MAGER CHRISTOPHER D KSCH Schenectady County KPTD Potsdam Muni/Damon Fld/ 8/4/2009 21:07 8/4/2009 21:45 



N802DW M20P KAPLAN ZACHARY KIZG Eastern Slopes Rgnl KPTD Potsdam Muni/Damon Fld/ 8/5/2009 14:49 8/5/2009 16:27 


N4172Z PA28 MATHEW THOMAS C MD KPTD Potsdam Muni/Damon Fld/ KRME Griffiss Intl 8/5/2009 22:09 8/5/2009 22:57 



N699AF PC12 RIGI INC KMMU Morristown Muni KPTD Potsdam Muni/Damon Fld/ 8/6/2009 12:59 8/6/2009 14:07 

N699AF PC12 RIGI INC KPTD Potsdam Muni/Damon Fld/ KCDW Essex County 8/6/2009 15:15 8/6/2009 16:20 





N815AF PC12 BAYBOYS LLC KPTD Potsdam Muni/Damon Fld/ CYUL Montreal‐Trudeau 8/8/2009 15:53 8/8/2009 16:14 

N143MB BE33 HUGHES PAUL C KPTD Potsdam Muni/Damon Fld/ D95 Dupont‐Lapeer 8/9/2009 12:43 8/9/2009 14:59 

N300DE PA34 SEVERN AERONAUTICS LTD W29 Bay Bridge KPTD Potsdam Muni/Damon Fld/ 8/9/2009 13:54 8/9/2009 16:31 

N802DW M20P KAPLAN ZACHARY KPTD Potsdam Muni/Damon Fld/ KFKN Franklin Municipal 8/9/2009 15:46 8/9/2009 18:40 

N802DW M20P KAPLAN ZACHARY KPTD Potsdam Muni/Damon Fld/ KJNX Johnston County 8/9/2009 15:46 8/9/2009 19:37 

N300DE PA34 SEVERN AERONAUTICS LTD KPTD Potsdam Muni/Damon Fld/ W29 Bay Bridge 8/9/2009 18:10 8/9/2009 20:22 






RLR62 E110 Business Airfreight KPTD Potsdam Muni/Damon Fld/ KBUF Buffalo Niagara Intl 8/12/2009 14:09 8/12/2009 15:09 




N20319 C172 HURLBUT ARTHUR G 0G7 Finger Lakes Rgnl KPTD Potsdam Muni/Damon Fld/ 8/12/2009 21:21 8/12/2009 21:57 






N300DE PASE SEVERN AERONAUTICS LTD KESN Easton/Newnam Field KPTD Potsdam Muni/Damon Fld/ 8/14/2009 20:01 8/14/2009 22:05 

N624AF PC12 NATECK LLC 5M3 Moultonboro KPTD Potsdam Muni/Damon Fld/ 8/14/2009 20:50 8/14/2009 20:50 

N624AF PC12 NATECK LLC 5M3 Moultonboro KPTD Potsdam Muni/Damon Fld/ 8/14/2009 20:50 8/14/2009 21:11 

N624AF PC12 NATECK LLC KPTD Potsdam Muni/Damon Fld/ KOIC Lt Warren Eaton 8/15/2009 11:55 8/15/2009 11:54

N624AF PC12 NATECK LLC KPTD Potsdam Muni/Damon Fld/ KFRG Republic 8/15/2009 11:55 8/15/2009 12:54 




N720EC SR22 EAST COAST AVIATION LLC KPWM Portland Intl Jetport KPTD Potsdam Muni/Damon Fld/ 8/18/2009 11:49 8/18/2009 13:10 




N2759Q PA34 N2759Q LLC KPTD Potsdam Muni/Damon Fld/ KALB Albany Intl 8/18/2009 16:57 8/18/2009 17:45 

N794AF PC12 CLOVER INVESTORS LLC KPSM Portsmouth Intl At Pease KPTD Potsdam Muni/Damon Fld/ 8/18/2009 18:15 8/18/2009 19:21 

N720EC SR22 EAST COAST AVIATION LLC KPTD Potsdam Muni/Damon Fld/ KPWM Portland Intl Jetport 8/18/2009 19:26 8/18/2009 20:37 

N794AF PC12 CLOVER INVESTORS LLC KPTD Potsdam Muni/Damon Fld/ KDTW Detroit Metro Wayne Co 8/19/2009 9:20 8/19/2009 11:19 





N300DE PA34 SEVERN AERONAUTICS LTD W29 Bay Bridge KPTD Potsdam Muni/Damon Fld/ 8/20/2009 15:10 8/20/2009 17:14 

N300DE PA34 SEVERN AERONAUTICS LTD KSLK Adirondack Rgnl KPTD Potsdam Muni/Damon Fld/ 8/20/2009 18:41 8/20/2009 18:57 








N708AF PC12 SWANS WAY LLC KDTW Detroit Metro Wayne Co KPTD Potsdam Muni/Damon Fld/ 8/25/2009 21:06 8/25/2009 22:43 

N300DE PASE SEVERN AERONAUTICS LTD KESN Easton/Newnam Field KPTD Potsdam Muni/Damon Fld/ 8/25/2009 22:21 8/26/2009 0:18 

N708AF PC12 SWANS WAY LLC KPTD Potsdam Muni/Damon Fld/ KACK Nantucket Memorial 8/26/2009 10:39 8/26/2009 12:08 






N689BV BE20 RICHMOR AVIATION INC KART Watertown Intl KPTD Potsdam Muni/Damon Fld/ 8/27/2009 16:53 8/27/2009 17:08 

N689BV BE20 RICHMOR AVIATION INC KPTD Potsdam Muni/Damon Fld/ KALB Albany Intl 8/27/2009 18:53 8/27/2009 19:24 




N153AS P28A BOWEN ARROW AVIATION INC KALB Albany Intl KPTD Potsdam Muni/Damon Fld/ 8/28/2009 20:29 8/28/2009 0:00 

N547AF PC12 RIGI INC 5B2 Saratoga County KPTD Potsdam Muni/Damon Fld/ 8/29/2009 10:46 8/29/2009 0:00 






N1157U M20P MOONEY LLC KPTD Potsdam Muni/Damon Fld/ 6B6 Minute Man Air Field 9/2/2009 22:42 9/3/2009 0:05 






N8104Z C205 MOUNTAINAIRE LLC KFWQ Rostraver KPTD Potsdam Muni/Damon Fld/ 9/5/2009 10:27 9/5/2009 13:21 



N3964L C172 THOMAS AVIATION INC KGEE KPTD Potsdam Muni/Damon Fld/ 9/5/2009 19:36 9/5/2009 20:46 




N8856J P28A WOODWARD WILLIAM J KSYR Syracuse Hancock Intl KPTD Potsdam Muni/Damon Fld/ 9/6/2009 19:01 9/6/2009 19:49 

N8056J P28A VARILEK RANDALL E KSYR Syracuse Hancock Intl KPTD Potsdam Muni/Damon Fld/ 9/6/2009 19:01 9/6/2009 19:01 



N8104Z C205 MOUNTAINAIRE LLC KPTD Potsdam Muni/Damon Fld/ KAXQ Clarion County 9/7/2009 11:31 9/7/2009 14:08 

N8104Z C205 MOUNTAINAIRE LLC KPTD Potsdam Muni/Damon Fld/ KFWQ Rostraver 9/7/2009 11:31 9/7/2009 0:00 



N21492 P210 LAVALLEY AVIATION INC KPTD Potsdam Muni/Damon Fld/ KPWM Portland Intl Jetport 9/8/2009 11:40 9/8/2009 12:58 


N2315A B350 PIZZAGALLI CONSTRUCTION CO KOLD Dewitt Fld,Old Town Muni KPTD Potsdam Muni/Damon Fld/ 9/8/2009 14:03 9/8/2009 15:01 

N56424 M5 SAUNDERS EQUIPMENT INC KPOU Dutchess County KPTD Potsdam Muni/Damon Fld/ 9/8/2009 14:46 9/8/2009 16:47 


N21492 C210 LAVALLEY AVIATION INC KPWM Portland Intl Jetport KPTD Potsdam Muni/Damon Fld/ 9/8/2009 15:46 9/8/2009 17:04 










N3109P P28R DIPAOLA CHRISTOPHER KPTD Potsdam Muni/Damon Fld/ KSYR Syracuse Hancock Intl 9/11/2009 18:13 9/11/2009 19:23 

N225MH C172 M PIETTE & SONS LUMBER INC KBTV Burlington Intl KPTD Potsdam Muni/Damon Fld/ 9/12/2009 11:26 9/12/2009 12:09 




N81544 BE36 AIR CHARTER EXPRESS LLC KRME Griffiss Intl KPTD Potsdam Muni/Damon Fld/ 9/12/2009 17:35 9/12/2009 18:27 

N81544 BE36 AIR CHARTER EXPRESS LLC KPTD Potsdam Muni/Damon Fld/ KRME Griffiss Intl 9/12/2009 20:16 9/12/2009 21:28 

N29379 C177 SEGGER FRANK H KLKP Lake Placid KPTD Potsdam Muni/Damon Fld/ 9/13/2009 14:05 9/13/2009 14:34 

N955AF PC12 ISRAEL THOMAS C KBGM Binghamton Arpt KPTD Potsdam Muni/Damon Fld/ 9/13/2009 23:04 9/13/2009 23:44 

N955AF PC12 ISRAEL THOMAS C KPTD Potsdam Muni/Damon Fld/ CYQA Muskoka 9/14/2009 0:08 9/14/2009 1:01 

N454MD PA28 FERWERDA BEECH LLC CIP357007 KPTD Potsdam Muni/Damon Fld/ 9/14/2009 17:41 9/14/2009 17:41 



N638GB C421 LAKE PLACID FLYING SERVICE INC KPTD Potsdam Muni/Damon Fld/ 4G6 Hornell Muni 9/15/2009 13:45 9/15/2009 14:19 


RLR51 E110 Business Airfreight KPTD Potsdam Muni/Damon Fld/ KBUF Buffalo Niagara Intl 9/15/2009 14:29 9/15/2009 15:32 

N2315A B350 PIZZAGALLI CONSTRUCTION CO KPTD Potsdam Muni/Damon Fld/ KPOU Dutchess County 9/15/2009 14:31 9/15/2009 15:18 

N2315A B350 PIZZAGALLI CONSTRUCTION CO KPOU Dutchess County KPTD Potsdam Muni/Damon Fld/ 9/15/2009 17:36 9/15/2009 18:28 


N2315A B350 PIZZAGALLI CONSTRUCTION CO KPTD Potsdam Muni/Damon Fld/ KBTV Burlington Intl 9/15/2009 20:09 9/15/2009 20:27









N943A PAZT Unknown Owner KGFL Floyd Bennett Memorial KPTD Potsdam Muni/Damon Fld/ 9/19/2009 11:07 9/19/2009 11:46 



N874AF PC12 HOLGER AIRPLANE LLC KPVD Green State Airport KPTD Potsdam Muni/Damon Fld/ 9/19/2009 17:17 9/19/2009 18:21 

N874AF PC12 HOLGER AIRPLANE LLC KPTD Potsdam Muni/Damon Fld/ KBGM Binghamton Arpt 9/19/2009 19:24 9/19/2009 19:34 

N802AF PC12 HEISS GROUP LLC KBGM Binghamton Arpt KPTD Potsdam Muni/Damon Fld/ 9/20/2009 22:10 9/20/2009 22:45 

N57364 PA28 HIGHLANDER LLC KBTV Burlington Intl KPTD Potsdam Muni/Damon Fld/ 9/21/2009 16:53 9/21/2009 16:53 




N6943A PA27 NEW CONNEMARA LLC 6B9 Skaneateles Aero Drome KPTD Potsdam Muni/Damon Fld/ 9/22/2009 21:41 9/22/2009 0:00 

N6943A PA27 NEW CONNEMARA LLC KPTD Potsdam Muni/Damon Fld/ 6B9 Skaneateles Aero Drome 9/22/2009 23:02 9/23/2009 0:57 



N1157U M20P MOONEY LLC 6B6 Minute Man Air Field KPTD Potsdam Muni/Damon Fld/ 9/23/2009 13:21 9/23/2009 15:18 







N607AF PC12 BLACK ROCK ENTERPRISES LLC KPTD Potsdam Muni/Damon Fld/ KCDW Essex County 9/24/2009 18:38 9/24/2009 19:40 



N65RG C150 FERRIS DOUGLAS R KPBG Plattsburgh Intl KPTD Potsdam Muni/Damon Fld/ 9/25/2009 17:44 9/25/2009 18:19 


N65RG C150 FERRIS DOUGLAS R KPTD Potsdam Muni/Damon Fld/ KPBG Plattsburgh Intl 9/25/2009 20:23 9/25/2009 21:03 



N40569 PAZT MOORE AIR CHARTERS LLC 1B1 Columbia County KPTD Potsdam Muni/Damon Fld/ 9/26/2009 12:58 9/26/2009 13:40 

RLI811 BE58 Reliant Air KPTD Potsdam Muni/Damon Fld/ KDXR Danbury Muni 9/26/2009 16:35 9/26/2009 17:28 

N2278Q P32R ARTISAN AVIATION INC KPNE Northeast Philadelphia KPTD Potsdam Muni/Damon Fld/ 9/27/2009 15:48 9/27/2009 17:52 

N9AP PA27 WELLSVILLE FLYING SERVICE INC KCDW Essex County KPTD Potsdam Muni/Damon Fld/ 9/27/2009 17:14 9/27/2009 18:56 

N2278Q P32R ARTISAN AVIATION INC KPTD Potsdam Muni/Damon Fld/ KROC Greater Rochester Intl 9/27/2009 18:59 9/27/2009 20:07 

N9AP PA27 WELLSVILLE FLYING SERVICE INC KPTD Potsdam Muni/Damon Fld/ KOLE Cattaraugus County‐Olean 9/27/2009 19:33 9/27/2009 20:58 


N6465P PA24 SIX FIVE PAPA INC KPTD Potsdam Muni/Damon Fld/ KASH Boire Field 9/28/2009 16:22 9/28/2009 17:36 




N1157U M20P MOONEY LLC 6B6 Minute Man Air Field KPTD Potsdam Muni/Damon Fld/ 9/30/2009 12:20 9/30/2009 14:08 










N323SR SR22 CORNERSTONE AVIATION LLC KBED Laurence G Hanscom Fld KPTD Potsdam Muni/Damon Fld/ 10/2/2009 15:32 10/2/2009 16:44 

N21AB PA31 DIAMOND AIR CHARTERS INC KHPN Westchester County KPTD Potsdam Muni/Damon Fld/ 10/2/2009 17:09 10/2/2009 18:20 

N323SR SR22 CORNERSTONE AVIATION LLC KPTD Potsdam Muni/Damon Fld/ KDXR Danbury Muni 10/2/2009 17:36 10/2/2009 18:56 




N241WH PA18 KATHY INC KART Watertown Intl KPTD Potsdam Muni/Damon Fld/ 10/3/2009 12:39 10/3/2009 13:03 

N869AF PC12 DEVCON AVIATION LLC KTEB Teterboro KPTD Potsdam Muni/Damon Fld/ 10/3/2009 15:58 10/3/2009 17:01 

N869AF PC12 DEVCON AVIATION LLC KPTD Potsdam Muni/Damon Fld/ KHLG Wheeling Ohio Co 10/3/2009 17:59 10/3/2009 19:51 

N21AB PA31 DIAMOND AIR CHARTERS INC KPTD Potsdam Muni/Damon Fld/ KHPN Westchester County 10/3/2009 20:18 10/3/2009 21:54 

N323SR SR22 CORNERSTONE AVIATION LLC KORH Worcester Rgnl KPTD Potsdam Muni/Damon Fld/ 10/4/2009 11:13 10/4/2009 12:25 

N323SR SR22 CORNERSTONE AVIATION LLC KPTD Potsdam Muni/Damon Fld/ KBED Laurence G Hanscom Fld 10/4/2009 13:59 10/4/2009 15:12 


N1654V C140 WEAVER BRIAN R KFZY Oswego County KPTD Potsdam Muni/Damon Fld/ 10/4/2009 17:22 10/4/2009 18:16 

N1654V C140 WEAVER BRIAN R KPTD Potsdam Muni/Damon Fld/ KFZY Oswego County 10/4/2009 20:41 10/4/2009 22:10 

N721AF PC12 CAYSAL II LLC KHLG Wheeling Ohio Co KPTD Potsdam Muni/Damon Fld/ 10/4/2009 21:14 10/4/2009 22:37 

N721AF PC12 CAYSAL II LLC KPTD Potsdam Muni/Damon Fld/ KBED Laurence G Hanscom Fld 10/4/2009 23:16 10/5/2009 0:01


APPENDIX E 

RUNWAY LENGTH CALCULATIONS

7/1/2005 AC 150/5325-4B 

CHAPTER 2. RUNWAY LENGTHS FOR SMALL AIRPLANES WITH MAXIMUM CERTIFICATED 

TAKEOFF WEIGHT OF 12,500 POUNDS (5,670 KG) OR LESS 

201. DESIGN GUIDELINES. The design procedure for small airplanes requires the following information: the 

critical design airplanes under evaluation, approach speed in knots (1.3 x stall speed), number of passenger seats, 

airport elevation above mean sea level, and the mean daily maximum temperature of the hottest month at the airport. 

Once obtained, apply the guidance from the appropriate paragraph below to obtain the recommended runway length. 

For this airplane weight category, no further adjustment to the obtained length from the figures 2.1 or 2.2 is 

necessary. For example, there is no operational requirement to take into account the effect of effective runway 

gradient for takeoff or landing performance. 

202. DESIGN APPROACH. For purposes of design, this AC provides a design concept for airports that serve 

only airplanes with a maximum certificated takeoff weight of 12,500 pounds (5,670 kg) or less. The design concept 

starts by grouping all small airplanes, that is, the critical design airplanes, according to approach speed. The highest 

approach speed group is divided on the basis of passenger seats, namely, “airplanes having fewer than 10 passenger 

seats” as compared to “airplanes having 10 or more passenger seats.” The less than 10 passenger seats category is 

further based on two percentages of fleet, namely, “95 percent of the fleet” or “100 percent of the fleet” categories, 

as explained in paragraph 205. For these airplanes, figures 2-1 and 2-2 show only a single curve that takes into 

account the most demanding operations to obtain the recommended runway length. Although both figures pertain 

mainly to small propeller driven airplanes, figure 2-2 does include small turbo-powered airplanes. Airport designers 

can, instead of applying the small airplane design concept, determine the recommended runway length from airplane 

flight manuals for the airplanes to be accommodated by the airport in lieu of the runway length curves depicted in 

figures 2-1 or 2-2. For example, owners of multi-engine airplanes may require that their pilots use the airplane’s 

accelerate-stop distance in determining the length of runway available for takeoff. 

203. SMALL AIRPLANES WITH APPROACH SPEEDS OF LESS THAN 30 KNOTS. Airplanes with 

approach speeds of less than 30 knots are considered to be short takeoff and landing or ultra light airplanes. Their 

recommended runway length is 300 feet (92 meters) at mean sea level. Runways located above mean sea level 

should be increased at the rate of 0.03 x airport elevation above mean sea level to obtain the recommended runway 

length at that elevation. 

204. SMALL AIRPLANES WITH APPROACH SPEEDS OF 30 KNOTS OR MORE BUT LESS THAN 

50 KNOTS. The recommended runway length is 800 feet (244 meters) at mean sea level. Runway lengths above 

mean sea level should be increased at the rate of 0.08 x airport elevation above mean sea level to obtain the 

recommended runway length at that elevation. 

205. SMALL AIRPLANES WITH APPROACH SPEEDS OF 50 KNOTS OR MORE WITH MAXIMUM 

CERTIFICATED TAKEOFF WEIGHT OF 12,500 POUNDS (5,670 KG) OR LESS. Figures 2-1 and 2-2 

provide the recommended runway lengths based on the seating capacity and the mean daily maximum temperature 

of the hottest month of the year at the airport. The fleet used in the development of the figures consisted of small 

airplanes certificated in the United States. Figure 2-1 categorizes small airplanes with less than 10 passenger seats 

(excludes pilot and co-pilot) into two family groupings according to “percent of fleet,” namely, 95 and 100 percent 

of the fleet. Figure 2-2 categorizes all small airplanes with 10 or more passenger seats into one family grouping. 

Figure 2-2 further alerts the airport designer that for airport elevations above 3,000 feet (914 m), that the airport 

designer must use the 100 percent of fleet chart of figure 2-1 instead of using figure 2-2. As shown, both figures 

provide examples that start with the horizontal temperature axis then, proceed vertically to the applicable airport 

elevation curve, followed by proceeding horizontally to the vertical axis to read the recommended runway length. 

a. Selecting Percentage of Fleet for Figure 2-1. The differences between the two percentage 

categories are based on the airport’s location and the amount of existing or planned aviation activities. The airport 

designer should make the selection based on the following criteria. 

(1) 95 Percent of Fleet. This category applies to airports that are primarily intended to serve 

medium size population communities with a diversity of usage and a greater potential for increased aviation 

activities. Also included in this category are those airports that are primarily intended to serve low-activity 

5

AC 150/5325-4B 7/1/2005 

locations, small population communities, and remote recreational areas. Their inclusion recognizes that these 

airports in many cases develop into airports with higher levels of aviation activities. 

(2) 100 Percent of Fleet. This type of airport is primarily intended to serve communities 

located on the fringe of a metropolitan area or a relatively large population remote from a metropolitan area. 

b. Future Airport Expansion Considerations. Airports serving small airplanes remain fairly 

constant in terms of the types of small airplane using the airport and their associated operational requirements. 

However, it is recommended that the airport designer assess and verify the airport’s ultimate development plan for 

realistic changes that, if overlooked, could result in future operational limitations to customers. The airport designer 

should at least assess and verify the impacts of: 

(1) Expansions to accommodate airplanes of more than 12,500 pounds (5,670 kg). Failure to 

consider this change during an initial development phase may lead to the additional expense of reconstructing or 

relocating facilities in the future. 

(2) Requirements to operate the runway during periods of Instrument Meteorological Conditions 

(IMC). The requirement for this capability is highest among airplanes used for business and air taxi purposes. 

206. DEVELOPMENT OF THE RUNWAY LENGTH CURVES. 14 Code of Federal Regulations Part 23, 

Airworthiness Standards: Normal, Utility, and Acrobatic Category Airplanes, prescribes airworthiness standards for 

the issuance of small airplane type certificates. The performance information for each airplane (for example, as 

defined in Section 23.51, Takeoff; Section 23.75, Landing; and Section 2.1587, Performance Information) is 

contained in the individual airplane flight manual. This information is provided to assist the airplane operator in 

determining the runway length necessary to operate safely. Performance information from those manuals was 

selectively grouped and used to develop the runway length curves in figures 2-1 and 2-2. The major parameters 

utilized for the development of theses curves were the takeoff and landing distances for figure 2-1 and the takeoff, 

landing, and accelerate-stop distances for figure 2-2. The following conditions were used in developing the curves: 

Zero headwind component. 

Maximum certificated takeoff and landing weights. 

Optimum flap setting for the shortest runway length (normal operation). 

Airport elevation and temperature were left variable (values need to be obtained). 

Other factors, such as relative humidity and effective runway gradient, also have a variable effect on 

runway length but are not accounted for in certification. However, these other factors were accounted for in the 

runway length curves by increasing the takeoff or landing distance (whichever was longer) of the group’s most 

demanding airplane by 10 percent for the various combinations of elevation and temperature. 

14 Code of Federal Regulations Part 135, Operating Requirements: Commuter and On Demand Operations 

and Rules Governing Persons on Board such Aircraft, imposes the operational requirements on those airplanes 

having a seating configuration of 10 passenger seats or more to include the accelerate-stop distance parameter in 

computing the required takeoff runway length. As previously mentioned, figure 2-2 includes the accelerate-stop 

distance parameter. 

6

7/1/2005 AC 150/5325-4B 

Figure 2-1. Small Airplanes with Fewer than 10 Passenger Seats 

(Excludes Pilot and Co-pilot) 

Example: 

Temperature (mean day max hot 

month): 59 o F (15 o C) 

Airport Elevation: Mean Sea 

Level 

Airport Elevation 

(feet) 

95 Percent of Fleet 100 Percent of Fleet 

Note: Dashed lines shown in the table are 

mid values of adjacent solid lines. 

Recommended Runway Length: 

For 95% = 2,700 feet (823 m) 

For 100% = 3,200 feet (975 m) 

Mean Daily Maximum Temperature of the Hottest Month of Year 

(Degrees F) 

7

AC 150/5325-4B 7/1/2005 

Figure 2-2. Small Airplanes Having 10 or More Passenger Seats 

(Excludes Pilot and Co-pilot) 

Representative Airplanes 

Runway Length Curves 

Raytheon B80 Queen Air 

Raytheon E90 King Air 

Raytheon B99 Airliner 

Raytheon A100 King Air 

(Raytheon formerly Beech 

Aircraft) 

Britten-Norman 

Mark III-I Trilander 

Example: Temperature (mean day max hot month) 90 o F (32 o C) 

Airport Elevation (msl) 1,000 feet (328 m) 

Recommended Runway Length 4,400 feet (1,341 m) 

Note: For airport elevations above 3,000 feet (915 m), use the 

100 percent of fleet grouping in figure 2-1. 

6000 

Mitsubishi MU-2L 

Swearigen Merlin III-A 

Swearigen Merlin IV-A 

Swearigen Metro II 

Airport 

Elevation (FT) 

3000 

2000 

1000 

Sea Level 

5000 

4000 

Runway Length (FT) 

30 40 50 60 70 80 90 100 110 120 

Mean Daily Maximum Temperature of 

the Hottest Month of the Year 

(Degrees F) 

3000 

8

PTD Dry Runway.TXT 

AIRPORT AND RUNWAY DATA 

Airport elevation . . . . . . . . . . . . . . . . . . . . . . . . 474 feet 

Mean daily maximum temperature of the hottest month . . . . . . . 75.00 F. 

Maximum difference in runway centerline elevation . . . . . . . . 3 feet 

Length of haul for airplanes of more than 60,000 pounds . . . . . 500 miles 

Dry runways 

RUNWAY LENGTHS RECOMMENDED FOR AIRPORT DESIGN 

Small airplanes with approach speeds of less than 30 knots . . . 310 feet 


Small airplanes with less than 10 passenger seats 

75 percent of these small airplanes . . . . . . . . . . . . . 2500 feet 


100 percent of these small airplanes . . . . . . . . . . . . 3620 feet 

Small airplanes with 10 or more passenger seats . . . . . . . . . 4090 feet 

Large airplanes of 60,000 pounds or less 

75 percent of these large airplanes at 60 percent useful load 4650 feet 




Airplanes of more than 60,000 pounds . . . . . . . . Approximately 5180 feet 

REFERENCE: Chapter 2 of AC 150/5325-4A, Runway Length Requirements 

for Airport Design, no Changes included. 

Page 1

PTD Wet Runway.TXT 

AIRPORT AND RUNWAY DATA 

Airport elevation . . . . . . . . . . . . . . . . . . . . . . . . 474 feet 

Mean daily maximum temperature of the hottest month . . . . . . . 75.00 F. 

Maximum difference in runway centerline elevation . . . . . . . . 3 feet 

Length of haul for airplanes of more than 60,000 pounds . . . . . 500 miles 

Wet and slippery runways 

RUNWAY LENGTHS RECOMMENDED FOR AIRPORT DESIGN 



Small airplanes with less than 10 passenger seats 



100 percent of these small airplanes . . . . . . . . . . . . 3620 feet 

Small airplanes with 10 or more passenger seats . . . . . . . . . 4090 feet 

Large airplanes of 60,000 pounds or less 





Airplanes of more than 60,000 pounds . . . . . . . . Approximately 5180 feet 

REFERENCE: Chapter 2 of AC 150/5325-4A, Runway Length Requirements 

for Airport Design, no Changes included. 

Page 1


APPENDIX F 

GLOSSARY AND ABBREVIATIONS

GLOSSARY AND ABBREVIATIONS 

-A- 

A-WEIGHTED SOUND LEVEL - The sound pressure level which has been filtered or weighted to 

reduce the influence of low and high frequency (dBA). 

AC - Advisory Circular. 

AGL - Above Ground Level. 

ANCLUC - Airport Noise and Compatible Land Use Control plan; an FAA sponsored land use 

compatibility planning program preceding Part 150 Airport Noise Compatibility Program. 

AIRCRAFT APPROACH CATEGORY - An aircraft approach category is a grouping of aircraft 

based on an approach speed of 1.3 V so (V so is the aircraft stall speed at the maximum certificated 

landing weight). V so and the maximum certificated landing weight are established for the aircraft by 

the certificating authority of the country of registry. 

(1) Category A: Speed less than 91 knots; 

(2) Category B: Speed 91 knots or more but less than 121 knots; 

(3) Category C: Speed 121 knots or more but less than 141 knots; 

(4) Category D: Speed 141 knots or more but less than 166 knots; and, 

(5) Category E: Speed 166 knots or more. 

AIRCRAFT MIX - The relative percentage of operations conducted at an airport by each of four 

classes of aircraft differentiated by gross takeoff weight and number of engines. 

AIR SPACE - Space above the ground in which aircraft travel; divided into corridors, routes and 

restricted areas. 

AIRPLANE DESIGN GROUP (PHYSICAL CHARACTERISTICS) - The airplane design group 

subdivides airplanes by wingspan. The airplane design group concept links an airport's dimensional 

standards to aircraft approach categories or to airplane design groups or to runway instrumentation 

configurations. 

(1) Airplane Design Group I: Wingspan up to but not including 49 feet (15 m); 

(2) Airplane Design Group II: Wingspan 49 feet (15 m) up to but not including 79 feet (24 m); 

(3) Airplane Design Group III: Wingspan 79 feet (24 m) up to but not including 118 feet (36 

m); 

(4) Airplane Design Group IV: Wingspan 118 feet (36 m) up to but not including 171 feet (52 

m); 

F:\Project\203 - VILLAGE OF POTSDAM\203044001 - Airport Master Plan Update\Reports\Appendices\Docs\Appendix D Glossary & Abbreviations.doc 

1

(5) Airplane Design Group V: Wingspan 171 feet (52 m) up to but not including 197 feet (60 

m); and, 

(6) Airplane Design Group VI: Wingspan 197 feet (60 m) up to but not including 262 feet (80 

m). 

AIRPORT AVAILABLE FOR PUBLIC USE - An airport available for use by the public with or 

without a prior request. 

AIRPORT ENVIRONS - The area surrounding an airport that is affected by airport operations. 

AIRPORT HAZARD - An airport hazard is any structure or natural object located on or in the 

vicinity of a public airport, or any use of land near such airport, that obstructs the airspace required 

for the flight of aircraft in landing or taking off at the airport or is otherwise hazardous to aircraft 

landing, taking off, or taxiing at the airport. 

AIRPORT LAYOUT PLAN (ALP) - The current and planned airport development portrayal, which 

may be part of an airport master plan. 

AIRPORT MASTER PLAN (AMP) - A long term development plan for an airport, adopted by the 

airport proprietor. 

AIRPORT NOISE ABATEMENT PROGRAM - A program designed to reduce noise around an 

airport through changes in the manner in which aircraft are flown, or changes in the operation or 

layout of the airport. 

AIRPORT NOISE COMPATIBILITY PROGRAM - A program developed in accordance with FAR 

Part 150, including measures proposed or taken by the airport operator to reduce existing 

incompatible land uses and to prevent the introduction of additional incompatible land uses within 

the area. 

AMBIENT NOISE - All encompassing noise associated with a given environment, being usually a 

composite of sounds from many sources near and far. 

APPROACH END OF RUNWAY - The approach end of runway is the near end of the runway as 

viewed from the cockpit of a landing airplane. 

APPROACH SLOPE - Imaginary areas extending out and away from the approach ends of runways 

which are to be kept clear of obstructions. 

APPROACH SURFACE - An element of the airport imaginary surfaces, longitudinally centered on 

the extended runway centerline, extending upward and outward from the end of the primary surface 

at a designated slope. 

ASV - Annual Service Volume. 

ATC - Air Traffic Control. 

ATCT - Air Traffic Control Tower. 


2

-B- 

BASED AIRCRAFT - An aircraft permanently stationed at an airport, usually by some form of 

agreement between the aircraft owner and airport management. 

BUSINESS JET - Any of a type of turbine powered aircraft carrying six or more passengers and 

weighing less than 65,000 pounds gross takeoff weight. 

-C- 

CIRCLING APPROACH - A descent in an approved procedure to an airport a circle-to-land 

maneuver. 

COMMERCIAL SERVICE AIRPORT - A public airport which receives scheduled passenger 

service and enplanes annually 2,500 or more passengers. 

CROSSWIND RUNWAY - A runway aligned at an angle to the prevailing wind which allows use of 

an airport when crosswind conditions on the primary runway would otherwise restrict use. 

-D- 

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. 

DEICING EQUIPMENT - A unit designed to keep wings free of frost and ice. 

DISPLACED THRESHOLD - A displaced threshold is a threshold located at a point on the runway 

other than at the runway end. 

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. 

-E- 

ENPLANEMENT - Any passenger boarding an aircraft at an airport. Can be either a local 

origination or a connecting passenger. Applies also to freight shipments. 

ENROUTE - The route of flight from point of departure to point of destination, including 

intermediate stops (excludes local operations). 

-F- 

FAA - Federal Aviation Administration. 


3

FAR - Federal Aviation Regulations issued by the Federal Aviation Administration to implement the 

agency's statutory authority. 

FAR PART 36 - A regulation establishing noise certification standards for aircraft. 

FAR PART 77 - A regulation establishing standards for determining obstructions to navigable 

airspace. 

FAR PART 139 - A regulation establishing standards for the operation of air taxi and commercial 

operations of small aircraft. 

FAR PART 150 - A regulation establishing criteria for noise assessment and procedures and criteria 

for FAA approval of noise compatibility programs. 

FBO - Fixed Based Operator. A retail firm that is authorized by agreement with the airport to 

provide one or more of the following services at the airport: fueling; aircraft tie-down, 

hangaring, and parking; aircraft, avionics and/or instrument sales and service; flight training; air 

taxi service and charter flights; and aircraft exterior and/or interior modification. 

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. 

-G- 

GENERAL AVIATION (GA) - Refers to all civil aircraft and operations which are not classified as 

air carrier. 

-H- 

HGRS - Hangars. 

HIRL - High Intensity Runway Lighting. 

-I- 

IMAGINARY SURFACE - An area established in relation to the airport and to each runway 

consistent with FAR Part 77 in which any object extending above these imaginary surfaces is, by 

definition, an obstruction. 

INSTRUMENT APPROACH - An approach conducted while the final approach fix is below VFR 


4

minimums. 

INSTRUMENT FLIGHT RULES (IFR) - Rules by which aircraft are operated without visual 

reference to the ground, usually when cloud ceiling are less than 1,000 feet or visibility is less than 3 

miles. 

INSTRUMENT LANDING SYSTEM (ILS) - A system which provides in the aircraft, the lateral, 

longitudinal, and vertical guidance necessary for landing. 

INSTRUMENT OPERATION - A landing or takeoff conducted while operating on an instrument 

flight plan. 

INSTRUMENT RUNWAY - A runway equipped with electronic and visual navigation aids for 

which a precision or non-precision approach procedure having straight-in landing minimums has 

been established. 

INTEGRATED NOISE MODEL (INM) - A computer-based airport noise exposure modelling 

program. 

ITINERANT OPERATION - All aircraft arrivals and departures other than local operations. 

-L- 

LANDING MINIMUMS/IFR LANDING MINIMUMS - The minimum visibility prescribed for 

landing while using an instrument approach procedure. 

LARGE AIRCRAFT - A large aircraft is an aircraft of more than 12,500 pounds (5,700 kg) 

maximum certificated takeoff weight. 

LAT - Latitude. 

LOC (LOCALIZER) - Part of ILS that provides course guidance to the runway. 

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 low passes at the airport. 

LONG - Longitude. 

-M- 

MASTER PLAN - Long-range plan of airport development requirements. 

MGW - Maximum Gross Weight. 

MILITARY OPERATION - An operation by military aircraft. 


5

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. 

MOVEMENT - Synonymous with the term operation, i.e., a takeoff or a landing. 

MSL - Mean Sea Level. 

-N- 

NATIONAL AIRSPACE SYSTEM (NAS) - 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 electronic 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. 

NM - 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. 

NOISE CONTOUR - A noise impact boundary line connecting points on a map where the level of 

sound is the same. 

NOISE EXPOSURE MAP - A scaled, geographic depiction of an airport, its noise contours and 

surrounding area. 

NOISE LEVEL REDUCTION (NLR) - The amount of noise level reduction achieved through 

incorporation of noise attenuation (between outdoor and indoor levels) in the design and 

construction of a structure. 

NON-PRECISION APPROACH PROCEDURE/NON-PRECISION APPROACH - A standard 

instrument approach procedure in which no electronic glide slope is provided. 


6

NON-PRECISION INSTRUMENT RUNWAY - A non-precision instrument runway is one with an 

instrument approach procedure utilizing air navigation facilities, with only horizontal guidance, or 

area-type navigation equipment for which a straight-in non-precision instrument approach procedure 

has been approved or planned, and no precision approach facility or procedure is planned or 

indicated on an FAA or DOD approved airport layout plan, or on other FAA or DOD planning 

documents. 

NOTICE TO AIRMEN/NOTAM - A notice containing information (not known sufficiently in 

advance to publicize by other means) concerning the establishment, condition or change in any 

component (facility, service or procedure of or hazard in the National Airspace System) the timely 

knowledge of which is essential to personnel concerned with flight operations. 

NPIAS - National Plan of Integrated Airport Systems. 

NYSDOT - New York State Department of Transportation. 

-O- 

OBSTACLE FREE ZONE - An OFZ is an area: (1) Comprised of the runway OFZ, the approach 

OFZ, and the inner-transitional surface OFZ. 

(a) 

(b) 

(c) 

Runway OFZ - The runway OFZ is the volume of space above a surface 

longitudinally centered on the runway. The elevation of any point on the surface is 

the same as the elevation of the nearest point on the runway centerline. The runway 

OFZ extends 200 feet (60 m) beyond each end of the runway and its width is: 

Approach OFZ - The approach OFZ is the volume of space above a surface which 

has the same width as the runway OFZ and rises at a slope of 50 (horizontal) to 1 

(vertical) away from the runway into the approach area. 

Inner-Transitional Surface OFZ - The inner-transitional surface OFS is the volume of 

space above the surfaces which slope 3 (horizontal) to 1 (vertical) laterally from the 

edges of the runway OFZ and approach OFS and end at the height of 150 feet (45 m) 

above the established airport elevation. 

(2) Free of all fixed objects. FAA approved frangible equipment which provides an essential 

aviation service may be located in the OFZ, provided the amount of penetration is kept to a 

practical minimum. 

(3) Clear of vehicles as well as parked, holding, or taxiing aircraft in the proximity of an 

airplane conducting an approach, missed approach, landing, takeoff, or departure. 

OBSTRUCTION - Any object/obstacle exceeding the obstruction standards specified by FAR Part 

77. 

OBSTRUCTION LIGHT - A light, or one of a group of lights, usually red or white, frequently 

mounted on a surface structure or natural terrain to warn pilots of the presence of an obstruction. 


7

OPERATION - A takeoff, landing, low approach, or missed approach. 

-P- 

PAPI - Precision Approach Path Indicator. 

PRECISION APPROACH - A standard instrument approach in which an electronic glide slope is 

provided. 

PROHIBITED AREA - Airspace of defined dimensions identified by an area on the surface of the 

earth within which flight is prohibited. 

PU - Publicly-owned airport. 

PVT - Privately-owned airport. 

-R- 

RASP - Regional Airport System Plan. 

REIL - Runway End Identifier Lights. 

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. 

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. 

-S- 

SEGMENTED CIRCLE - An airport aid identifying the traffic pattern direction. 

SMALL AIRCRAFT - A small aircraft is an aircraft of 12,500 pounds (5,700 kg) or less maximum 

certificated takeoff weight. 

SYSTEM PLAN - A representation of the aviation facilities required to meet the immediate and 

future air transportation needs and to achieve the overall goals. 


8

-T- 

TAXIWAY - A taxiway is a defined path, from one part of an airport to another, selected or 

prepared for the taxiing of aircraft. 

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. 

T-HANGAR - A T-shaped aircraft hanger which provides shelter for a single airplane. 

THRESHOLD - The threshold is the beginning of that portion of the runway available and suitable 

for the landing of airplanes. 

TOUCH-AND-GO - An aircraft operation that includes a landing immediately followed by a 

takeoff. 

TRAFFIC PATTERN - 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 leg, 

downwind leg and final approach. 

TRANSIENT OPERATIONS - An operation performed at an airport by an aircraft that is based at 

another airport. 

TW and T/W - Taxiway. 

-U- 

UNICOM - Radio communications station which provides pilots with pertinent airport information 

(winds, weather, etc.) at specific airports. 

UTILITY AIRPORT - A utility airport is an airport designed, constructed, and maintained to serve 

airplanes in Aircraft Approach Category A and B. 

-V- 

VASI - Visual Approach Slope Indicator providing visual glide path. 

VFR - Visual Flight Rules that govern flight procedures in good weather. 

VFR AIRCRAFT - An aircraft conducting flight in accordance with Visual Flight Rules. 

VHF - Very High Frequency. 

VISUAL APPROACH RUNWAY - A runway intended for visual approaches only. 

VISUAL OMNIRANGE RECEIVER/LOCALIZER INDICATOR (VOR/LOC) - An instrument 

used to interpret VOR navigational signals in terms of bearing to and from a station, as well as on 

and off course indications. 


9

VISUAL OMNIRANGE RECEIVER (VOR) - A unit designed to receive very high frequency 

(VHF) omnidirectional radio navigational aids. 

VISUAL RUNWAY - A visual runway is a runway intended solely for the operation of aircraft 

using visual approach procedures. 

VOR - Very High Frequency Omnirange Station. A ground-based radio (electronic) navigation aid 

transmitting radials in all directions in the VHF frequency spectrum; provides azimuth guidance to 

pilots by reception of electronic signals. 

-W- 

WIND-CONE (WIND SOCK) - Conical wind direction indicator. 

WIND COVERAGE - Wind coverage is the percent of time for which aeronautical operations are 

considered safe due to acceptable crosswind components. 

-Y- 

YEARLY DAY-NIGHT AVERAGE SOUND LEVEL (Ldn) - The 24-hour average sound levels, in 

decibels, for the period from midnight to midnight, obtained after the addition of ten decibels to 

sound levels for the periods between 10 p.m. and 7 a.m. the following day, averaged over a span of 

one year. 


10

Source - Vi.potsdam.ny.us - Potsdam

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