Agenda 06/28/2016 Item #16G3 6/28/2016 16.G.3.
EXECUTIVE SUMMARY
Recommendation to direct staff to pursue a Focused Environmental Assessment and potential
grant funding for the establishment of a seaplane base at the Everglades Airpark. (Fiscal Impact
$30,000)
OBJECTIVE: To establish a seaplane base at the Everglades Airpark,which aims to diversify airport
operations and spur economic development within the County airport system.
CONSIDERATIONS: In November 2014, Airport staff received an unsolicited proposal from Salt
Island Seaplanes, located at the Naples Municipal Airport (APF), to establish a seaplane sales and
maintenance facility at the Everglades Airpark. Salt Island Seaplanes, a seaplane charter provider with
operations in southern Florida and northern Michigan,has proposed constructing an approximately 3,000
square-foot hangar facility with approximately 3,000 square feet of adjoining paved ramp space at the
Everglades Airpark in order to serve as a distributor for a national aircraft float manufacture and
maintenance provider. The facility would also serve as the primary maintenance facility for Salt Island
Seaplanes,complementing their air charter operations at APF.
Salt Island Seaplane proposes constructing a hangar and adjoining ramp area. The Airport Authority
would be responsible for designing, permitting and constructing a seaplane dock/ramp and associated
infrastructure.The prospective seaplane base would consist of establishing a landing and takeoff area(sea
lane) in the waters adjacent to the airport and the construction of a dock/ramp to provide access to the
airport.
A study has been completed to assess the feasibility of constructing seaplane infrastructure at the
Everglades Airpark, from an aeronautical perspective, including Federal Aviation Administration (FAA)
and Florida Department of Transportation (FDOT) requirements, and also environmental aspects and
issues that would need to be addressed in order to obtain the regulatory agencies approval for the
development of a seaplane base.
Results of the study did not reveal any overwhelming barriers related to airspace or environmental issues;
however, additional efforts are required to determine the actual or potential environmental impact and to
mitigate for these impacts as required by associated regulatory agencies.
As part of the feasibility study, meetings with South Florida Water Management District (SFWMD),
Florida Department of Environmental Protection(FDEP), the US Army Corps of Engineers (COE), U.S.
Fish and Wildlife Services (USFWS), and the National Marine Fisheries Services (NMFS) were
conducted. None of these agencies indicated that a seaplane base would not be possible; however, they
did indicate further studies and detailed information would be required.
Additionally, the FAA has indicated that a focused Environmental Assessment (EA) is required for this
project.The EA alternative analysis needs to include on-site locations identified in the feasibility study as
well as off-site alternatives suggested by the COE. The EA should also include a discussion of steps
taken to avoid wetland impacts where practicable, minimize potential impacts to wetlands, and
compensation for any remaining, unavoidable impacts through activities to restore or create wetlands.
Coordination with USFWS and the NMFS is also required,and the FAA must consult with these agencies
prior to any action being taken.
The feasibility study identified Chokoloskee Bay west of and parallel to the existing paved runway at the
airport as the preferred sea lane for takeoffs and landings,which would not be marked with fixed buoys.
The preferred location of the dock and ramp facilities, based on both environmental and airspace
considerations, is the northeast corner of the airport. The location of the dock is adjacent to the
navigational channel in the Barron River, but not close enough to negatively impact boat traffic in the
channel.
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6/28/2016 16.G.3.
The estimated cost to complete an FAA Focused Environmental Assessment is $30,000. The total
estimated cost to establish a seaplane base at Everglades Airpark, including the design, permitting and i"1
construction of a ramp,would be approximately$1.2 Million.
`Deco„ on 4Mt -w Esta 0stF'
FAA Focused Environmental Assessment $ 30,000
Design&Engineering $ 70,000
Environmental Permitting $ 150,000
Environmental Mitigation $ 250,000
Bidding&Construction $ 700,000
Total Estimated Cost $1,200,000
With the construction of a seaplane base at the Everglades Airpark, it is anticipated that the Airport
Authority would benefit from increased aviation fuel sales and air traffic activity. Furthermore, and in
addition to land lease rent payments associated with the privately constructed facility, Salt Island
Seaplanes has indicated it would base sufficient aircraft at Everglades to make the airport eligible for
Federal Aviation Administration (FAA) grant funding. Because of its proximity to the Marco Island
Executive Airport and having fewer than ten(10)based aircraft,Everglades Airport is currently ineligible
for FAA grant funding.
Preliminary discussions with FAA and FDOT representatives regarding this proposed development have
been met with overall favorability. Further,FDOT staff has indicated an interest in assisting with project
costs if the decision is made to pursue the project.
Staff recommends that the Board direct staff to pursue this opportunity, complete an FAA Focused
Environmental Assessment, seek potential grant opportunities, and enter into a Memorandum of /Th
Understanding with Salt Island Seaplanes.
FISCAL IMPACT: Funds of$30,000 to complete a Focused Environmental Assessment are available
in Airport Fund(496) Reserves. Approximately$1,200,000 is required to fully establish a seaplane base
at the Everglades Airpark. The Airport Authority will also seek Florida Department of Transportation
(FDOT) funding for eighty percent(80%) of total project costs. Local match funds will come from Fund
(496)Reserves should the grant be awarded.
FDOT(80%) County(20%) Total
Estimated Project Cost $960,000 $240,000 $1,200,000
LEGAL CONSIDERATIONS: This item gas been reviewed by the Count Attorney, raises no legal
issues at this time,and requires majority vote for approval. -JAK
GROWTH MANAGEMENT IMPACT: There is no Growth Management Impact associated with this
Executive Summary.
RECOMMENDATION: To direct staff to pursue a Focused Environmental Assessment and potential
grant funding for the establishment of a seaplane base at the Everglades Airpark.
Prepared by: Justin Lobb,Airports Manager,Airport Authority
Attachments:
1) Salt Island Seaplanes letter of intent
2) Everglades Airpark Seaplane Base Feasibility Study /Th
http://apps3.colliergov.net/agenda/ftp/2016BCCMeetings/AgendaJun 1416/GrowthMgmt/6-14-
16 Everglades Seaplane Base-Feasibility Report Feb 2016.pdf
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6/28/2016 16.G.3.
COLLIER COUNTY
Board of County Commissioners
Item Number: 16.16.G.16.G.3.
Item Summary: Recommendation to direct staff to pursue a Focused Environmental
Assessment and potential grant funding for the establishment of a seaplane base at the
Everglades Airpark. (Fiscal Impact$30,000.)
Meeting Date: 6/28/2016
Prepared By
Name: BrueggemanDebra
Title: Operations Coordinator,Airport Authority
5/3/2016 9:39:15 AM
Submitted by
Title:Manager-Airport,Airport Authority
Name: LobbJustin
5/3/2016 9:39:17 AM
Approved By
Name: LynchDiane
Title: Supervisor-Operations,Road Maintenance
Date: 5/6/2016 6:52:39 PM
Name: LobbJustin
Title: Manager-Airport,Airport Authority
Date: 5/13/2016 1:11:18 PM
Name: ShueGene
Title: Division Director-Operations Support,Growth Management Department
Date: 5/31/2016 9:36:20 AM
Name: KearnsAllison
Title: Manager-Financial&Operational Sprt,Capital Construction&Maintenance Budget/Fiscal
Date: 5/31/2016 6:59:09 PM
Packet Page-2144-
6/28/2016 16.G.3.
Name: MarcellaJeanne
Title: Executive Secretary,Transportation Administration
Date: 6/1/2016 3:10:07 PM
Name: KlatzkowJeff
Title: County Attorney,
Date: 6/3/2016 8:29:10 AM
Name: FinnEd
Title: Management/Budget Analyst, Senior, Office of Management&Budget
Date: 6/6/2016 3:28:53 PM
Name: CasalanguidaNick
Title: Deputy County Manager,County Managers Office
Date: 6/20/2016 4:15:18 PM
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6/28/2016 16.G.3.
Air
oPISLAND 574 Terminal Drive,Naples,FL 34104 239.263.SALT(7258) info@saltislandseaplanes.com SaltIslandSeaplanes.com
fittOSLAPIANIS
Mr. Robert Tweedie
Collier County Airport Authority
2005 Mainsail Drive, Suite 1
Naples, FL 34114
December 1, 2014
Mr. Tweedie,
We would like to advise you of our interest in establishing a seaplane sales and maintenance
facility at the Everglades City Airport. Salt Island Seaplanes and our parent company, Royale
Air Service,-tnc.-is a seaplane charter provider with operations in south Floride"rthern—
Michigan. In Florida we provide seaplane service from Naples to Key West and other waterfront
locations. In Michigan we are the seaplane service concessionaire for Isle Royale National Park
in the far northern reaches of Lake Superior.
At Everglades City we would like to build an approximately 3000 square foot hanger facility with
3000 square feet of adjoining paved ramp space. Our intent is to serve as a distributor for a
nationally known aircraft float manufacturer and as a floatplane maintenance provider while at
the same time acting as the primary maintenance facility for our flight operations in Florida. We
would need the capability to have a non-amphibious floatplane land on the water adjacent to the
,--...
airport and remove the floatplane from the water via a ramp. This would give us the ability to
service straight or non-amphibious floatplanes.
Our hope is that the Airport Authority would see the value in securing grant funding for the
permitting and construction of a seaplane ramp and any associated taxiway extension that
might be required.
Benefits to the County
The airport would of course see the direct financial benefit of land lease revenue and increased
fuel sales from our operations but would also likely have the ancillary effect of increasing fuel
sales at the airport by providing a fuel stop for floatplanes going to the Keys. The increase in
annual aircraft take-off and landings at the airport from our company maintenance operations
and transient floatplanes arriving for fuel or maintenance would aid the airport when applying for
FAA funding for airport projects.
In addition to real and personal property tax revenue accruing to the County, the area would
benefit from our employment of up to six workers, two full-time and two to four part-time.
I look forward to further discussions with you.
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Attached :
Are the hyperlink
documents from the
Executive Summary
Everglades Airpark
Seaplane Base Feasibility Study
SUMMARY REPORT
FEBRUARY, 2016
PREPARED BY:
Passarella & Associates, Inc.
13620 Metropolis Avenue, Suite 200
Fort Myers, Florida 33912
(239) 274-0067
D A Consulting, Inc.
2439 Treymore Drive
Orlando, Florida 32825
Page -1
EVERGLADES AIRPARK
SEAPLANE BASE FEASIBILITY STUDY
SUMMARY REPORT
TABLE OF CONTENTS
Page Number
INTRODUCTION ..................................................................................................................... 1
SUMMARY………………………………………………………………………………………..…...1
FAA AND FDOT APPROVAL PROCESS .............................................................................. 1
PREFERRED LANDING AREA, RAMP LOCATION AND TAXI ROUTES ............................ 2
ENVIRONMENTAL ISSUES AND PERMITTING REQUIREMENTS ..................................... 3
OPINION OF PROABLE COST .............................................................................................. 4
Exhibit A Potential Sea Lane Layout Overlaid on Marine Navigation Chart
Exhibit B Aerial of Landing Area and Ramp Layout
Appendix A Aeronautical and Infrastructure Considerations
Appendix B Environmental Issues and Permitting Requirements
Appendix C F.A.C. Chapter 14-60 Airport Licensing, Registration and Airspace Protection
Appendix D FAA Advisory Circular 150/5395-1A Seaplane Bases
1
FEASIBILITY STUDY SUMMARY REPORT
FOR
SEAPLANE BASE AT
EVERGLADES AIRPARK
INTRODUCTION
At the request of Collier County Airport Authority, Hole Montes, Inc. was engaged to
perform a feasibility study for a seaplane base at Evergaldes Airpark. D A Consulting, Inc.
(DAC) and Passarella & Associates Inc. were engaged as sub consultants to provide
technical review of various aspects of the feasibility of a seaplane base at this location. D A
Consulting, Inc’s primary focus was to identify the feasibility of potential seaplane
infrastructure from an aeronautical perspective which includes FAA and FDOT
requirements. Passarella & Associates, Inc. focused their review on the environmental
aspects and issues that would need to be addressed in order to obtain the regulatory
agencies approval for the development of a seaplane base at Everglades Airpark. The
findings of D A Consulting and Passarella and Associates are attached as Appendix A and
B respectively.
The anticipated seaplane base development would consist of establishing a landing and
takeoff area (sea lane) in the waters adjacent to the airport and the construction of a
dock/ramp to provide access to the airport. This report provides information from which the
Sponsor may base a decision to proceed with the design and permitting of the project or
determine to cease development.
SUMMARY
The results of the study did not reveal any obvious “show stopper” items related to airspace
or environmental issues. However, due the uniqueness of the location, additional effort will
be required to determine the actual or potential environmental impact and mitigate these
impacts as required by the associated regulatory agencies.
FAA and FDOT Approval Process
The FAA approval process for the establishment of a new runway centers on the
submission of two primary forms. FAA Form 7480-1, Notice of Construction, Alteration and
Deactivation of Airports and FAA Form 7460-1, Notice of Proposed Construction or
Alteration. These are the forms that are required from an aeronautical perspective.
Coordination with the FAA on environmental matters may result in the need to
address/study certain issues or concerns prior to submission for the forms discussed
above.
The Florida Department of Transportation (FDOT) licenses Everglades Airpark as a public
use airport in accordance with Chapter 330 F.S. Chapter 14-60 Florida Administrative Code
2
(F.A.C.) amplifies the requirements for the establishment of airport authorized by statute. A
review of the applicable code indicates that the construction of a new runway at an existing
airport does not require the issuance of a new Site Approval Order.
The establishment of a new sea lane at Everglades Airpark would require an update to the
approved Airport Layout Plan (ALP). This process would need to be coordinated with FDOT
via the appropriate district office and the planning section at the Aviation and Spaceports
Office in Tallahassee.
The FAA and FDOT processes for approval and licensing are outlined in more detail in
Section 3 of Appendix A.
Preferred Landing Area, Ramp Location and Taxi Routes
The preferred sea lane location and alignment (for takeoff and landing) was determined to
be in Chokoloskee Bay west of and parallel to the existing paved landside runway at
Everglades Airpark. The runway centerline would offset more that 700 feet from the existing
landside runway. However, the centerline may potentially be required to be offset farther
west due to water depth and sea grass bed considerations. The actual sea lane offset
would be determined during the permitting process and would be based on the results of
bathymetry studies and sea grass studies. A marine navigation chart with a potential sea
lane location is provided as Exhibit A
The size of the recommended sea lane is 2500 feet long by 200 feet wide. This is the
minimum recommended length and width based on both the FAA and FDOT Aviation
guidance and requirements. FAA Advisory Circular 150/5395-1A SEAPLANE BASES and
Florida Administrative Code Chapter 14-60 – AIRPORT LICENSING, REGISTRATION,
AND AIRSPACE PROTECTION are provided as Appendix C and D.
It is proposed that the sea lane not be marked with fixed buoys. While the marking of the
sea lane is recommended by the FAA and provides a measure of protection for the
airspace surrounding the sea lane, it is not anticipated that this will be necessary due to the
unique location and lack of potential for develop in surrounding areas. Much of the
surrounding airspace is already protected as a result of the existing hard surfaced runway.
The placement of marker buoys would require additional approvals from the U.S. Coast
Guard, U.S. Army Corps of Engineers and may require a submerged lands lease from the
State of Florida. According to FDOT licensing requirements when the seaplane landing
area is not marked then the airport primary surface and approach surface are not applicable
for the sea lane.
The preferred location of the dock and ramp facilities, based on a combination of both
environmental and airspace considerations, is the northeast corner of the airport. Of the
three locations on the airport property evaluated, this location results in the least impact
from a combined environmental and airspace perspective. The proposed taxi routes are
adjacent to or in existing navigational channels, and shown on Exhibit B.
A conceptual layout of a dock and ramp configuration is provided as Exhibit B. The layout is
intended as a starting point which may be refined during the design process. This layout
would provide access for aircraft in the size range up to a Cessna Caravan on fixed floats
or amphibian. The “L” shaped floating dock is aligned to encourage the preferred approach
3
to the dock as approaching from the east to the west. This will minimize the amount of time
that aircraft will loiter in the area off the approach or departure end to the paved runway.
Sea plane pilots typically dock their planes with the pilot’s side of the airplane to the dock,
especially when assistance is not available on the dock. This dock configuration also
provides for less maneuvering of the plane after docking to properly align it with the ramp
for removal and launching.
The location of the dock is adjacent to the navigational channel in the Barron River, but not
so close as to negatively impact boat traffic in channel. The proximity of the channel and
width of the water body in this area provides maneuvering room for both boats and
waterborne aircraft.
Approximately 70 feet of shoreline will need to be cleared of obstructions to permit
movement of aircraft on the ramp.
Environmental Issues and Permitting Requirements
As part of the seaplane base feasibility analysis meeting with the following permitting
agencies were conducted; South Florida Water Management District (SFWMD), Florida
Department of Environmental Protection (FDEP), U.S. Army Corps of Engineers (COE),
and the U.S. Fish and Wildlife Service (USFWS). A face-to-face meeting with the National
Marine Fisheries Service (NMFS) was not feasible. However NMFS did provide feedback
and recommendations via e-mail.
None of the agencies indicated that a seaplane base would not be possible to permit at this
location. However, they did indicate that various studies and detailed information would be
required to be submitted and reviewed by various agencies prior to final approval. Approval
was by no means guaranteed and any approval would be based on the review of data
provided during the various permitting processes.
The following documents would likely be required to be submitted and reviewed.
Environmental Resource Permit Application (with a Mitigation Plan)
Dock Permit
FAA focused Environmental Assessment.
Appendix B provides a more detailed summary of the comments and responses from the
various regulatory agencies.
4
Opinion of probable cost to establish a landing area and design,
permit and construct the associated facilities
The probable cost to design, permit and construct a seaplane ramp and designate a sea
lane is subject to numerous considerations. The exact requirements and studies required
are subject to the requirements of the individual permitting agencies. The opinion of
probable cost is an order of magnitude estimate based on an average design which is
neither bare bones nor opulent. This probable cost estimate considers other dock and ramp
systems that have recently been constructed in Southwest Florida and the proposed cost
for seaplane ramps which have been constructed or are proposed for design.
Projects Reviewed Included:
Leesburg, Florida, Proposed Seaplane Access, $ 2.1 million
St. Augustine, Florida $158,000, to rehabilitate an existing seaplane ramp
Collier County, Florida, Route 951 Boat Ramp, expansion of existing boat ramp
$1,454,594.
Collier County, Florida, Goodland Boat Park, $1.7 million
Collier County, Florida, Bayview Boat Park, Phase 1, $337,959, Phase 2, $520,000.
Collier County, Florida, Golden Gate Community Park Dock , $179,060
Probable Cost for Engineering $70,000
Probable Cost for Bidding and Construction (Ramp, Paved Access, Seawall, Dock)
$700,000
Environmental Permitting Cost: ERP, Dock Permit, Sea Grass Study, Bathymetric Study,
$150,000
FAA Focused Environmental Assessment $30,000
Environmental Mitigation $250,000
Total order of magnitude probable cost estimate: $1.2 Million
AERONAUTICAL AND INFRASTRUCTURE CONSIDERATIONS
APPENDIX A
EVERGLADES AIRPARK SEAPLANE FEASIBILITY STUDY
AERONAUTICAL AND INFRASTRUCTURE CONSIDERATIONS
February 2016
Prepared for:
Collier County Airport Authority
2005 Mainsail Drive, Suite 1
Naples, FL 34114
Prepared by:
D A Consulting, Inc.
2439 Treymore Drive
Orlando, FL 32825
TABLE OF CONTENTS
SECTION PAGE
1.0 INTRODUCTION 1
2.0 DESCRIPTION OF PREFERRED RAMP LOCATION AND LANDING AREA 1
2.1 Preferred Ramp Location 1
2.1.1 South End of Airfield (Southeast Corner) 1
2.1.2 Midfield West of Runway 15/33 2
2.1.3 North End of Airfield (Northeast Corner) 2
2.2 Preferred Landing Area (Chokoloskee Bay) 3
2.2.1 Aeronautical Considerations 3
2.2.2 Regulatory Considerations 4
3.0 DESCRIPTION OF FEDERAL AVIATION ADMINISTRATION (FAA) AND
FLORIDA DEPARTMENT OF TRANSPORTATION (FDOT) PROCESSES 5
3.1 Federal Aviation Administration (FAA) Process 5
3.1.1 FAA Form 7480‐1, Notice of Construction and Alteration
or Deactivation of Airports 5
3.1.2 FAA Form 7460‐1, Notice of Proposed Construction of Alteration 6
3.2 Florida Department of Transportation (FDOT) Process 6
4.0 SUMMARY 7
Everglades Airpark Seaplane Feasibility Study 1
1.0 INTRODUCTION
At the request of the Collier County Airport Authority, D A Consulting, Inc. (DAC) was
engaged to perform a feasibility analysis for the establishment of a seaplane base at
Everglades Airpark. The role of DAC on the project team involved coordination with
other team members to identify suitable locations for a designated landing area (sea
lane), a seaplane mooring area (dock) and seaplane ramp. Due to the sensitive location
of the airpark, it is understood that a number of environmental issues may need to be
addressed prior to the establishment of a seaplane base. The analysis performed by DAC
considered the findings of the project environmental consultant, but the primary focus
was to identify the feasibility of potential seaplane infrastructure from an aeronautical
perspective.
2.0 DESCRIPTION OF PREFERRED RAMP LOCATION AND LANDING AREA
Following a preliminary review of the existing Airport Layout Plan (ALP) for Everglades
Airpark and the surrounding waters, a site visit was conducted on September 15, 2015.
Members of the project team and the airport staff evaluated the merits of three (3)
prospective ramp locations on airport property. Fewer options were available for
designation as a sea lane (water runway) to serve the airpark. The group agreed that
subject to the satisfaction of environmental permitting and other regulatory issues, the
preferred location for the sea lane would be in a parallel alignment to Runway 15/33
just west of the existing airfield.
2.1 Preferred Ramp Location
Prior to the on site visit in September 2015, a review of available aerial
photography indicated that three (3) prospective ramp locations would be
considered to facilitate seaplane access between the existing airfield and the
designated sea lane.
2.1.1 South End of Airfield (Southeast Corner)
The first area considered was located at the south end of the airfield just
east of the approach to Runway 33. A ramp in this location would be
feasible from an airfield geometry standpoint, but it would be very close
to the edge of the Runway Safety Area (RSA) boundary. The presence of
shallow water adjacent to a small island immediately offshore was
deemed to have a potentially negative impact on the required taxi route
from the ramp to the designated sea lane. Boat traffic to/from a
neighboring business was also a concern at this location. As a result of
the concerns noted above, this location was not selected as the preferred
location for the seaplane ramp and associated mooring infrastructure.
Everglades Airpark Seaplane Feasibility Study 2
2.1.2 Midfield West of Runway 15/33
The second area considered was at the midfield point of the existing
airfield just west of Runway 15/33. While a ramp at this location would
provide the shortest taxi route to the designated landing area, a group of
mangroves separates the airfield from Chokoloskee Bay in this area. It
was determined that any proposal to remove the mangroves at this
location would introduce a number of environmental issues and may not
be possible. In addition to the environmental concerns surrounding this
location, a number of airfield issues would also have to be addressed at
significant expense to the sponsor. There is no parallel taxiway on the
west side of Runway 15/33. In an effort to reduce runway incursions, the
FAA recently adopted airfield geometry standards that prohibit direct
runway access on both sides of newly constructed taxiways. In this case,
compliance with this directive would require the design and construction
of a significant amount of additional pavement to access the existing
airfield from the seaplane ramp. Based on the factors listed above, this
location was not identified as a feasible location for the seaplane
ramp/dock infrastructure.
2.1.3 North End of Airfield (Northeast Corner)
The third and final location considered during the site visit was at the
north end of the airfield just east of the approach to Runway 15. While
this location is also in close proximity to the Runway Safety Area (RSA), it
offers more separation than the similarly positioned prospective location
at the south end of the airfield. The construction of a seaplane
dock/ramp at this location would result in a taxi route to the designated
landing area in a west‐northwest direction in what appears to be water of
more than adequate depth for seaplane operations. While there is
significant boat traffic in this area, there are no islands, sandbars or other
obstructions to seaplane navigation visible in the immediate area around
the proposed mooring area/seaplane ramp. This area integrates
favorably with the existing airfield geometry and adjacent off airport
property. A chain link fence delineates the airport property line from
what appears to be mainly vacant land on the adjacent parcel. There is a
small swale between the end of Taxiway A and the prospective ramp
location but the terrain in this area is generally flat and free of significant
vegetation. Based on preliminary input from regulatory agencies having
jurisdiction, an extension to the existing taxiway to reach the proposed
ramp/dock location would require a material, but manageable level of
environmental coordination. Based on the factors above and the
elimination of the other two (2) prospective locations, it appears that
Everglades Airpark Seaplane Feasibility Study 3
this area provides the most feasible site for development of seaplane
infrastructure from an aeronautical standpoint.
2.2 Preferred Landing Area (Chokoloskee Bay)
The establishment of seaplane landing area requires the consideration of a
number of safety factors both in the air and on the water. FAA Advisory Circular
150/5395‐1A outlines minimum requirements for sponsors to consider when
establishing a designated seaplane landing area. The minimum recommended
dimensions for a seaplane landing area serving mainly small single engine aircraft
is 2,500 feet in length with a minimum width of 200 feet to allow ample
maneuvering area. The preferred water depth is 6 feet although a minimum of 3
feet will suffice. The landing area should have a clear approach surface ratio of
20:1 for at least two (2) miles.
In the case of Everglades Airpark, the most feasible location for a landing area
is in Chokoloskee Bay, just west of the existing airfield. The bay surrounds the
airpark on three (3) sides and is bordered by the Barron River to the northeast
and the Ten Thousand Islands National Wildlife Refuge to the west. Although the
National Wildlife Refuge is in close proximity, the portion of Chokoloskee Bay
where the proposed landing area would be located is considered state water. As
a result, applicable Florida Statutes and sections of the Florida Administrative
Code (F.A.C.) were considered when determining the feasibility of this location.
2.2.1 Aeronautical Considerations
A preliminary evaluation of the channel just west of the existing airfield
indicated that the establishment of a sea lane is this area would be
feasible given the water depth and the absence of any significant
obstructions. To the extent that fixed channel markers permit, the
preferred option would result in the designation of a sea lane aligned in
northwest‐southeast direction parallel to the existing Runway 15/33. The
orientation of the sea lane could be presented as Runway 15W/33W on
the required FAA Form 7480‐1. From the northern end of the sea lane,
arriving aircraft would reach the preferred seaplane mooring area and
ramp by taxiing in an easterly direction, north of the approach to Runway
15. Everglades Airpark is located in a rural setting approximately 17.6
nautical miles southeast of the nearest licensed public airport (Marco
Island Airport). As a result, we would not anticipate any airspace issues
related to the establishment of a new runway at the airpark.
In order to reduce potential nautical and aeronautical conflicts, it is
recommended that the length of the designated sea lane be consistent
Everglades Airpark Seaplane Feasibility Study 4
with the anticipated aircraft fleet mix. If only single engine aircraft are
expected to use the sea lane, the FAA Advisory Circular recommends a
runway length of between 2,500 and 3,500 feet. Based on a review of
aerial photography and nautical charts, it appears that compliance with
the recommended minimum sea lane length and runway separation
standards are both possible at this location. The sponsor has indicated
that an unmarked sea lane would be preferred. An unmarked sea lane
provides pilots with the flexibility to adjust their landing spot to avoid
conflicting nautical traffic and to take advantage of favorable wind
conditions. Sea lane markers require periodic maintenance as well as
United States Coast Guard (USCG) approval prior to installation. Given
the presence of nautical traffic in the bay, regulatory and maintenance
considerations, an unmarked sea lane would be the recommended
option in this case.
2.2.2 Regulatory Considerations
The project team has identified a number of material, but manageable
environmental concerns related to the establishment of a seaplane base
at Everglades Airpark. Additional research on related aeronautical factors
has revealed that the area of Chokoloskee Bay where the proposed
seaplane landing area is located is within a Manatee Protection Area as
identified by the Florida Fish and Wildlife Commission (FWC). The
immediate area just west of the airpark is within designated “Slow
Speed” and “Idle Speed” zones as outlined in Section 68C‐22.023 of the
Florida Administrative Code (F.A.C.). This section of the F.A.C. contains
the final order of adoption for all Manatee Protection Areas in Collier
County.
The order indicates that “vessels” must adhere to the definitions of slow
or idle speed when operating in this area. However, Chapter 327.02,
Paragraph 43 of the Florida Statutes specifically excludes “seaplanes on
water” from the definition of a vessel. This definition is affirmed by
reference in the Section 68C‐22.023 of the F.A.C. The federal definition of
a vessel does not exclude seaplanes on water and any applicable speed
restrictions would apply to both nautical and aeronautical conveyances in
federally controlled waters. As noted in the introduction, Chokoloskee
Bay is considered water under the jurisdiction of state regulatory
authorities. The state definition of a vessel should apply in this case and
the ability of seaplanes to operate within the proposed landing area
location would not appear to be restricted as a result.
Everglades Airpark Seaplane Feasibility Study 5
3.0 DESCRIPTION OF REQUIRED FEDERAL AVIATION ADMINISTRATION (FAA) AND FLORIDA
DEPARTMENT OF TRANSPORTATION (FDOT) PROCESSES
Once the sponsor has identified the location of a seaplane landing area and related
infrastructure, a number of steps must be completed prior to the establishment of the
facility and the start of operations. Everglades Airpark is a licensed airport in the State of
Florida and is recognized by the FAA in the National Plan of Integrated Airport Systems
(NPIAS). As a result, it is anticipated that the establishment of a sea lane adjacent to the
airpark would be treated as a new runway at an existing airport by regulatory
authorities. This as opposed to the establishment of a new, separate airport. The
process of adding a runway at an existing airport requires the completion of a number
of steps, but is generally a less involved process than that required to license a brand
new facility.
3.1 Federal Aviation Administration (FAA) Process
The FAA process for the establishment of a new runway centers on the
submission of two (2) primary forms. FAA Form 7480‐1, Notice of Construction,
Alteration and Deactivation of Airports and the FAA Form 7460‐1, Notice of
Proposed Construction or Alteration. These are the forms that are required from
an aeronautical perspective. Coordination with the FAA on environmental
matters may result in the need to address/study certain issues or concerns prior
to submission of the forms discussed in the following paragraphs.
3.1.1 FAA Form 7480‐1, Notice of Construction and Alteration or
Deactivation of Airports
The Form 7480‐1 is the primary document by which the airport owner
notifies the FAA of their intent to establish a new runway at an existing
facility. The form requires basic information about the facility including
the location, operational characteristics and the type of proposal being
submitted (i.e. new facility, seaplane base or heliport). Section G requires
the submission of a drawing or other exhibit that shows the proposed
runway location, coordinates, obstructions and other information to
assist the FAA in evaluating the proposal.
The form should be submitted to the FAA Regional Office serving the area
in which the facility is located at least ninety (90) days prior to any
proposed construction or alteration. Upon receipt of a completed FAA
Form 7480‐1, the Regional Office coordinates a number of separate
reviews of the proposal within the FAA, which ultimately results in the
release of a determination commonly referred to as an “Airspace
Determination”. This document will represent the FAA position on the
Everglades Airpark Seaplane Feasibility Study 6
proposal following a study of the airspace surrounding the facility and a
review by other “interested offices” within the agency. If there is no
objection to the proposal, the sponsor may proceed with the planned
alterations subject to the satisfaction of other relevant regulatory issues.
The determination made by the FAA does not supersede the jurisdiction of
any other agencies or governmental entities.
3.1.2 FAA Form 7460‐1, Notice of Proposed Construction or Alteration
The submission of a completed FAA Form 7460‐1 for construction of the
seaplane mooring area and ramp would be required in accordance with
FAR Part 77, Objects Affecting Navigable Airspace. More particularly in
accordance with Section 77.9, which indicates that, notice is required for
“any construction or alteration located on a public use airport or heliport
regardless of height or location”. The form should be filed online at the
following address at least forty‐five (45) days prior to construction ‐
http://oeaaa.faa.gov. A drawing or sketch of the proposed construction
should be available and must include the coordinates of the project,
elevation information and distances from existing facilities. Much like the
FAA Form 7480‐1, the FAA completes an internal review of each proposal
and issues a determination outlining its findings.
3.2 Florida Department of Transportation (FDOT) Process
The Florida Department of Transportation (FDOT) licenses Everglades Airpark as a public use
airport in accordance with Chapter 330 F.S. Chapter 14‐60 of the Florida Administrative Code
(F.A.C.) amplifies the requirements for the establishment of airports authorized by the statute. A
review of the applicable code indicates that the construction of a new runway at an existing
airport does not require the issuance of a new Site Approval Order. This was confirmed during a
phone conversation with an FDOT representative at the Aviation and Spaceports Office. The
collection of required documents and submission of a package for a new Site Approval Order is a
very involved process. Confirmation of this exclusion is a positive development and should serve
to greatly simplify the overall FDOT process.
Establishment of a new sea lane at Everglades Airpark would require an update
to the approved Airport Layout Plan (ALP). This process would need to be
coordinated with FDOT via the appropriate district office and the planning
section at the Aviation and Spaceports Office in Tallahassee. In order to maintain
licensing compliance, the new sea lane would need to meet minimum standards
for a public use runway as outlined in the F.AC. Based on the proposed location
and geometrical dimensions discussed in earlier sections, this should not be an
issue at Everglades Airpark.
Everglades Airpark Seaplane Feasibility Study 7
4.0 SUMMARY
A preliminary analysis of aeronautical factors as they impact the feasibility of establishing a sea lane and
related seaplane mooring facilities at Everglades Airpark was conducted by DAC. The preferred location
for the sea lane was determined to be in Chokoloskee Bay just west of the existing airfield. After
considering three (3) potential locations for the seaplane mooring area and related seaplane ramp, it was
determined that the most feasible location is at the northeast corner of the airport property adjacent to
the approach to Runway 15. The project environmental consultant has identified a number of concerns
that would need to be addressed but none were noted as insurmountable. Subject to the disposition of
these environmental concerns and any other local regulatory issues, the preferred locations identified for
the seaplane base infrastructure and related sea lane appear to be feasible from an aeronautical
perspective.
ENVORNMENTAL ISSUES AND PERMITTING REQUIREMENTS
APPENDIX B
Project No. 99HMA450
EVERGLADES AIRPARK
SEAPLANE BASE FEASIBILITY ANALYSIS REPORT
ENVIRONMENTAL ISSUES AND PERMITTING REQUIREMENTS
March 2016
Prepared For:
Collier County Airport Authority
3005 Main Sail Drive
Naples, Florida 34114
(239) 642-7878
Prepared By:
Passarella & Associates, Inc.
13620 Metropolis Avenue, Suite 200
Fort Myers, Florida 33912
(239) 274-0067
i
TABLE OF CONTENTS
Page
1.0 Introduction ..........................................................................................................................1
2.0 Preliminary Site Review ......................................................................................................1
3.0 Pre-Application Meeting Summary .....................................................................................1
3.1 Project Description ........................................................................................................1
3.2 SFWMD/FDEP .............................................................................................................5
3.3 COE...............................................................................................................................6
3.4 USFWS .........................................................................................................................7
3.5 NMFS ............................................................................................................................7
4.0 Anticipated Environmental Permits .....................................................................................8
5.0 Preliminary Environmental Permitting Cost Estimate .........................................................8
6.0 Summary ..............................................................................................................................9
ii
LIST OF FIGURES
Page
Figure 1. Project Location Map ............................................................................................2
Figure 2. Regional Aerial with Boundary ............................................................................3
Figure 3. Aerial with Boundary and Photograph Locations .................................................4
iii
LIST OF TABLES
Page
Table 1. Preliminary Environmental Permitting Cost Estimate ..........................................9
iv
LIST OF EXHIBITS
Page
Exhibit 1. Correspondence from the FDEP, dated November 2, 2015 .............................. E-1
Exhibit 2. Correspondence from the COE, dated October 21, 2015 ................................. E-2
Exhibit 3. Correspondence from the NMFS, dated December 15, 2015 ........................... E-3
1
1.0 INTRODUCTION
Per the request of the Collier County Airport Authority (CCAA), a seaplane base feasibility
analysis was conducted for Everglades Airpark (Project) located in Sections 14, 15, and 23;
Township 53 South; Range 29 East; Collier County (Figure 1). A regional aerial with the
boundary of the Project site is included as Figure 2. The analysis included a preliminary site
review to document existing site conditions within the Project and attendance at pre-application
meetings with the environmental permitting agencies to determine the feasibility of obtaining
environmental permits for a seaplane base at the Everglades Airpark. This report summarizes the
results of the preliminary site review and pre-application meeting discussions with the permitting
agencies. In addition, the report includes a preliminary estimate of environmental permitting
costs.
2.0 PRELIMINARY SITE REVIEW
A site review of the Project was conducted on September 15, 2015 to review the existing
conditions and to determine potential locations for a potential seaplane base. The site visit
attendees included representatives from CCAA, Hole Montes, Inc. (HMI), D A Consulting, Inc.
(DAC), and Passarella & Associates, Inc. (PAI). Three locations were considered for a seaplane
base during the site inspection. These areas included: 1) the northern portion of the site, north of
the parallel taxiway; 2) the west-central portion of the site; and 3) the southern portion of the site,
south of the parallel taxiway. Photographs of the three areas taken during the site review are
depicted on Figure 3. Based on a review of the three locations, it was determined that the
northern portion of the site is the preferred location for a seaplane base since it will result in
fewer wetland impacts and presented fewer safety issues.
3.0 PRE-APPLICATION MEETING SUMMARY
As part of the feasibility analysis, the project team (CCAA, HMI, DAC, and PAI) met with the
following permitting agencies to discuss the seaplane base: the South Florida Water Management
District (SFWMD), the Florida Department of Environmental Protection (FDEP), the U.S. Army
Corps of Engineers (COE), and the U.S. Fish and Wildlife Service (USFWS). A meeting with
the National Marine Fisheries Service (NMFS) was not feasible. During the meetings, the project
team presented Figures 2 and 3 and generally described the concepts of the seaplane base. The
project description, as discussed in the pre-application meetings, and input received from the
permitting agencies is provided in Sections 3.1 through 3.5 below.
3.1 Project Description
The project is conceptual in nature and no site plan has been prepared for the seaplane
base; however, establishment of a seaplane base will require the construction of shoreline
features (i.e., seawall, dock, moorings, ramp, etc.), identification of a specific landing
area, and potential construction of a maintenance facility located near the existing
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DRAWING No.
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Fax (239) 274-0069
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5
terminal building. The shoreline features will be constructed along the northern area of
the Project to minimize wetland impacts and safety concerns. A 60- to 70-foot swath will
be required to be cleared along the shoreline to accommodate the anticipated use which
will result in unavoidable impacts to mangrove wetlands. No dredging is anticipated with
the construction of shoreline features. The construction of the shoreline features may also
require the realignment of an existing swale that is part of the existing surface water
management system for the airport facility.
The landing area will be established in Chokoloskee Bay parallel to the existing runway.
The landing area will have a defined distance and will be located in an area that maintains
a minimum water depth of at least three feet necessary for seaplanes to land. It is not
anticipated that the landing area will be physically identified by buoys or markers, but
permanent markers may be required by the Federal Aviation Administration (FAA).
Planes could use the landing area from either end depending on wind direction. The
landing area will not be located within the National Park Service or National Wildlife
Refuge boundaries (i.e., Everglades National Park and Ten Thousand Islands National
Wildlife Refuge).
Once established, it is anticipated that the seaplane base will be operated by CCAA. The
seaplane base will support small engine aircraft (i.e., Cessna 172/210 or similar) with
intermittent operations occurring only during the day. The planes will be amphibious or
on floats and will function similar to boats and other watercraft while in the water, but are
not likely to cause turbidity issues since their propellers do not operate below the water
surface. The traffic level associated with the seaplane base is unknown at this time, but
the preliminary estimated traffic is a few planes per day. This could increase with
demand.
3.2 SFWMD/FDEP
The project team met with the SFWMD and the FDEP (via teleconference) on October
14, 2015 to discuss the seaplane base. During the meeting, SFWMD and FDEP staff
provided the following comments and recommendations:
A sovereign submerged land lease may be required for impacts below the mean
high water line for construction of the shoreline features and for the landing areas.
SFWMD and FDEP staff will research the lease requirements with the Division of
State Lands and will get back to the project team.
If impacts are located within Outstanding Florida Waters, then the applicant must
demonstrate that the project is clearly in the public’s interest.
Seagrass surveys will be required for construction of shoreline features (i.e., boat
docks, moorings, etc.) and for the landing area.
FDEP staff recommended avoiding impacts to seagrasses.
FDEP staff recommended reviewing the West Indian manatee (Trichechus
manatus) key and Collier County Manatee Protection Plan for potential impacts to
the species.
6
The applicant will be required to provide a bald eagle (Haliaeetus leucocephalus)
nest history since a nest (CO-022) was previously documented on the adjacent
property to the east.
Filling wetlands (particularly mangroves) or other surface waters below the mean
high water line may trigger smalltooth sawfish (Pristis pectinata) issues.
The Project is not in the service area of Little Pine Island Mitigation Bank
(LPIMB), so on-site wetland mitigation is preferred if feasible. If on-site
mitigation is not feasible, then an off-site mitigation alternative must be proposed
within the same drainage basin.
FDEP staff recommended reviewing the state’s mangrove rule prior to submitting
an application.
SFWMD staff recommended contacting Rookery Bay National Estuarine
Research Reserve staff to explore potential off-site mitigation opportunities.
SFWMD staff stated that the modification of the Project’s existing surface water
management system (swale realignment) could potentially be handled through a
letter of modification.
A review of navigation safety may be required during the permitting process since
the proposed location of shoreline features is at the mouth of the Barrow River,
which is an area of high boat traffic.
By e-mail dated November 2, 2015 (Exhibit 1), FDEP staff provided the following
additional information as a follow-up to the October 14, 2015 meeting:
No additional authorization to use state-owned lands would be required for the
landing area unless there would be a permanent preemption through the
installation of buoys or markers.
The mooring area or ramp may require a lease if it is related to commercial
activities. However, no lease would be required if it is considered a public
structure that is owned and operated by a government entity, any revenues
collected are used solely for the operation and maintenance of the structure, and
the preempted area is less than 10:1 of preempted area to shoreline ratio.
Reasonable assurance would need to be provided to demonstrate that the proposed
activity would not interfere with the safe navigation of others.
3.3 COE
The project team met with the COE on October 20, 2015 to discuss the seaplane base.
During the meeting, COE staff provided the following comments and recommendations:
Navigation could be a concern given the proposed location of the shoreline
features.
If grant funding will be received for the project, COE staff recommended noting
that information in the permit application.
An alternative site analysis will be required for the project. Marco Island
Executive Airport and Immokalee Regional Airport would be acceptable to use as
alternate sites.
7
The applicant will need to include a statement on avoidance and minimization of
wetland impacts and a mitigation proposal as part of the permit application. The
mitigation proposal must include forested saltwater compensation if impacts to
mangroves are proposed.
Realignment of the existing drainage swale could result in additional impacts if
the swale is determined to be COE jurisdictional.
A 21-day public notice would likely be issued for the project.
Section 7 (Endangered Species Act (ESA)) consultation with the USFWS and the
NMFS may be required for the West Indian manatee and smalltooth sawfish.
Additionally, consultation with the Habitat Conservation Division of NMFS may
be required if impacts to seagrasses are proposed.
The consultation process with the NMFS is currently taking approximately 12
months.
By e-mail dated October 21, 2015 (Exhibit 2), COE staff provided the following
additional information as a follow-up to the October 20, 2015 meeting:
COE staff emphasized that ESA issues would be a concern, especially for the
West Indian manatee. Using the USFWS’ manatee key, the project results in a
“may affect” for the species.
3.4 USFWS
The project team met with the USFWS on December 2, 2015 to discuss the seaplane
base. During the meeting, USFWS staff provided the following comments and
recommendations:
The COE will coordinate with the USFWS through Section 7 of the ESA once a
permit application is submitted for the Project. The anticipated ESA issues
include West Indian manatee, smalltooth sawfish, and possibly the American
crocodile (Crocodylus acutus).
In addition to the ESA issues, a summary of Bald Eagle Nest CO-022 and a
review of nearby osprey (Pandion haliaetus) nests may be required since they are
both protected under the Migratory Bird Treaty Act.
Noise issues and conflicts with boat traffic may need to be addressed during the
environmental permitting process. USFWS staff recommended coordinating with
Everglades National Park staff regarding noise-related issues.
USFWS recommended that the applicant verify that the proposed seaplane base
does not interfere with, or encroach into, National Park Service, National Wildlife
Refuge, and National Preserve (i.e., Big Cypress National Preserve) boundaries.
8
3.5 NMFS
Although the project team did not have the opportunity to meet with and discuss the
seaplane base with the NMFS, NMFS staff provided the following comments and
recommendations via an e-mail dated December 15, 2015 (Exhibit 3):
It was recommended that the proposed dock access walkway be situated within
the narrowest portion of the Project’s mangrove fringe.
From a review of historical and current imagery, it appears that portions of
Chokoloskee Bay proposed for dock construction support, submerged aquatic
vegetation (SAV). To quantify the amount of SAV, it is recommended that a
survey be conducted from June 1 through September 30 of subtidal areas
proposed for dock construction.
A detailed compensatory mitigation, monitoring, and contingency plan must be
prepared for unavoidable impacts to mangrove and SAV habitat. The Project is
not located in the service area of LPIMB; therefore, LPIMB may not be used for
the purchase of compensatory wetland credits for mangrove impacts.
4.0 ANTICIPATED ENVIRONMENTAL PERMITS
Based on the feedback received from the environmental permitting agencies, the following
permits are anticipated to construct a seaplane base on the Project site:
SFWMD/FDEP Environmental Resource Permit (ERP)
COE Individual Dredge and Fill Permit
The ERP and COE permit will include docks and other structures necessary for the construction
of the seaplane base. The COE permit process will include Section 7 ESA consultation with the
USFWS and the NMFS.
5.0 PRELIMINARY ENVIRONMENTAL PERMITTING COST ESTIMATE
Table 1 includes the preliminary environmental permitting cost estimate based on the pre-
application meetings and input received from the SFWMD, the FDEP, the COE, the USFWS,
and the NMFS. The cost estimate also includes a preliminary budget number for anticipated
wetland mitigation costs and an estimate to prepare a FAA focused Environmental Assessment
for the project. The cost estimate does not include coordination with agencies such as the U.S.
Coast Guard that may be required during the environmental permitting process. Additionally, the
cost estimate does not include species-specific wildlife surveys or mitigation that may be
required by the permitting agencies, and is therefore subject to change.
9
Table 1. Preliminary Environmental Permitting Cost Estimate
Description Cost
Environmental Permitting1 $150.000.00
Wetland Mitigation2 $250,000.00
FAA Focused Environmental Assessment $ 30,000.00
Total $430,000.00
1Includes SFWMD/FDEP and COE permitting, Section 7 ESA consultation with the USFWS and the NMFS, and
bathymetric and seagrass surveys.
2To be refined once wetland impacts are quantified and a mitigation site has been selected.
6.0 SUMMARY
An analysis was conducted to determine the feasibility of obtaining environmental permits for a
seaplane base on the Project site. The analysis included a preliminary site review to document
existing site conditions within the Project and attendance at pre-application meetings with the
environmental permitting agencies to discuss the seaplane base. During the preliminary site
review, it was determined that the northern portion of the site is the preferred location for a
seaplane base since it will result in fewer wetland impacts and presented fewer safety issues. The
project team subsequently met with the environmental permitting agencies to discuss the
proposed location and conceptual details of the seaplane base. Several environmental concerns
were addressed during the meetings including, but not limited to, mangrove impacts, listed
species impacts, and mitigation; however, no indication was given by the permitting agencies to
suggest that a seaplane base would not be permittable. A preliminary environmental permitting
cost estimate is provided in Section 5.0 above.
EXHIBIT 1
CORRESPONDENCE FROM THE FDEP,
DATED NOVEMBER 2, 2015
EXHIBIT 2
CORRESPONDENCE FROM THE COE,
DATED OCTOBER 21, 2015
EXHIBIT 3
CORRESPONDENCE FROM THE NMFS,
DATED DECEMBER 15, 2015
Florida Administrative Code, Chapter 14‐60
AIRPORT LICENSING, REGISTRATION, AND AIRSPACE
PROTECTION
APPENDIX C
CHAPTER 14-60
AIRPORT LICENSING, REGISTRATION, AND AIRSPACE PROTECTION
14-60.003 Purpose, Definitions, and Designation of Signature Authority
14-60.005 Airport Site Approval
14-60.006 Airport Licenses and Registrations
14-60.007 Airfield Standards for Licensed Airports
14-60.009 Airspace Protection
14-60.011 Forms
14-60.003 Purpose, Definitions, and Designation of Signature Authority.
(1) Purpose. The purpose of this rule chapter is to promote safe civil aviation by eliminating hazards; to provide airfield
standards for airports; to provide standards for airport marking and lighting; to license and register airports, pursuant to the licensing
and registration requirements of Chapter 330, F.S.; and to promote flight safety by providing for airspace protection, pursuant to the
requirements of Chapter 333, F.S.
(2) Definitions.
(a) The definitions in Section 330.27, F.S., shall apply to this rule chapter.
(b) For purposes of this rule chapter the following additional terms are defined:
1. “Aeronautics” means transportation by aircraft; the operation, construction, repair, or maintenance of aircraft, aircraft power
plants and accessories, including the repair, packing, and maintenance of parachutes; the design, establishment, construction,
extension, operation, improvement, repair, or maintenance of airports, restricted landing areas, or other air navigation facilities, and
air instruction.
2. “Airport Hazard” means any structure or tree or use of land that would exceed the federal obstruction standards and which
obstructs the airspace required for the flight of aircraft in taking off, maneuvering, or landing or is otherwise hazardous to such
taking off, maneuvering, or landing of aircraft and for which no person has previously obtained a permit or variance.
3. “Airport Hazard Area” means any area of land or water upon which an airport hazard might be established if not prevented.
4. “Applicant” means a person submitting an application for private or public airport site approval or public airport license.
5. “Approach Surface” means an area that surrounds and protects the landing approach area, which is longitudinally centered on
the extended runway centerline and extends outward and upward from each end of the runway primary surface.
6. “Coefficient of Friction” (“Mu”) means a value that is an indicator of the resistance to motion of two moving objects or
surfaces that touch.
7. “Displaced Threshold” means a point on the runway beyond the threshold to re-designate the beginning portion of the runway
available for landing, although the portion of pavement preceding a displaced threshold may be available for takeoffs in either
direction and landings from the opposite direction.
8. “FATO” means the designated “Final Approach and Takeoff” area for helicopter operations.
9. “IFR” means the Federal Aviation Administration (FAA) established “Instrument Flight Rules,” under which aircraft operate
when meteorological conditions, ceiling, and/or visibility exist that are below the minimums for flight under visual flight rules.
10. “Local Government” means a city or county and shall include political subdivisions as defined in Section 333.01(9), F.S.
11. “Non-precision Instrument Runway” means a runway having an existing or planned instrument approach procedure using
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.
12. “Obstruction” means any existing or proposed manmade object or object of natural growth or terrain that violates federal
obstruction standards.
13. “Pavement Condition Index” (“PCI”) means a value that is an indicator of the integrity and viability of a runway surface
with a focus on pavement cracking, swelling, rutting, and depressions.
14. “Precision Instrument Runway” means a runway having an existing or planned instrument approach procedure using an
Instrument Landing System or a Precision Approach Radar.
15. “Primary Surface” means a surface area that surrounds and protects the landing area; the dimensions of which vary by type
of landing area, weight of the landing aircraft, visibility, and the type of landing approach.
16. “Runway Safety Area” means a specified surface surrounding the runway that is prepared or suitable for reducing the risk of
damage to airplanes in the event of an undershoot, overshoot, or excursion from the runway.
17. “Structure” means any object, constructed or installed by humans, including, but without limitation thereof, buildings,
towers, smokestacks, utility poles, and overhead transmission lines.
18. “Threshold” means the beginning of that portion of the runway available for landing.
19. “TLOF” means the designated “Touchdown and Liftoff” area for helicopter operations.
20. “Transition Surface” means a surface area that surrounds and protects the lateral boundaries of the primary and approach
surfaces, which extends outward and upward at right angles to the runway centerline and the extended runway centerline at specified
ratios.
21. “Traverse Way” means any highway, roadway, waterway, railway, or other public or private surface transitway, that allows
for the passage of mobile objects.
22. “Utility Runway” means a runway that is constructed for and intended to be used by propeller driven aircraft of 12,500
pounds maximum gross weight or less.
23. “VFR” means FAA established “Visual Flight Rules” under which aircraft operate when favorable meteorological
conditions, ceiling, or visibility exist that are above the minimums for flight under instrument flight rules.
24. “Visual Runway” means a runway intended solely for the operation of aircraft using visual approach procedures, with no
planned straight-in instrument approach procedure designation.
(3) The State Aviation Manager is authorized to issue site approval orders and licenses, and to accept registrations for those
airports subject to the licensing and registration requirements of Section 330.30, F.S., and to enforce the provisions of Chapter 330,
F.S. Additionally, the State Aviation Manager is authorized to issue airspace obstruction permits subject to the requirements of
Section 333.025, F.S., and to enforce the provisions of Chapter 333, F.S.
(4) All Department actions regarding the application for issuance, renewal, amendment, suspension, or revocation of site
approval orders, and licenses and registrations shall be in accordance with Chapters 120 and 330, F.S., and this rule chapter.
Additionally, all Department actions regarding the application for issuance of airspace obstruction permits shall be in accordance
with Chapters 120 and 333, F.S., and this rule chapter.
Rulemaking Authority 330.29(4), 334.044(2) FS. Law Implemented 330.29, 330.30, 330.35, 333.065 FS. History–New 11-23-72, Amended 11-19-
81, 1-8-85, Formerly 14-60.03, Amended 12-26-95, 2-11-97, 10-10-04.
14-60.005 Airport Site Approval.
(1) Any proposed new airport requires an airport site approval order issued by the Florida Department of Transportation
(Department). Site approval by the Department is required prior to the establishment of an operational airport.
(2) Issuance of a new airport site approval order shall be required by the Department, whenever:
(a) The Department has determined the airport site approval order to be invalid because the site approval application contained
inaccurate data or misrepresentation of facts.
(b) The Department has revoked the airport site approval order.
(c) The license for an existing public airport has expired, without having a new license issued.
(d) The registration for an existing private airport has expired, without being re-certified.
(3) An application for airport site approval shall be made in the form and manner required by the Department. There are no
monetary fees required for this airport site approval service.
(a) Public Airport. Public airport site approval applicants shall submit a Public Airport Site Approval Application, DOT Form
725-040-12, Rev. 02/04, incorporated by reference under Rule 14-60.011, F.A.C., along with all required supporting documentation,
to the following: State Aviation Manager, Florida Department of Transportation, 605 Suwannee Street, M.S. 46, Tallahassee, Florida
32399-0450.
(b) Private Airport. Private airport site approval applicants shall complete an interactive internet-based registration application
and certify that the information is true and correct to the best of their knowledge, using a Department electronic aviation facility data
system.
(c) Temporary Airport. Temporary, public or private airport site approval applicants, due to the limitations placed on their use
for a period of less than 30 days and the restriction to no more than 10 operations per day, and due to a normal short lead-time prior
to the necessity for activating flight operations, shall have a site approval process with each proposal evaluated by the Department
based upon the application. Applicants for a temporary, public or private airport site approval should contact the Department at the
earliest opportunity to present their requirements and request a site proposal review and Department approval or disapproval.
(4) Conditions for Site Approval. The Department shall grant site approval for a proposed airport that complies with all the
requirements of Section 330.30, F.S., subject to any reasonable conditions necessary to protect the public health, safety, or welfare.
Such conditions shall include operations limited to VFR flight conditions, restricted approach or takeoff direction from only one end
of a runway, specified air-traffic pattern layouts to help prevent mid-air collision conflict with aircraft flying at another nearby
airport, airport noise abatement procedures in order to satisfy community standards, or other environmental compatibility measures.
(5) Public Airport Site Approval. Public airport site approval applications shall be accompanied by the following supporting
documentation to allow the Department to make its airport site approval determination and to ensure the applicant’s satisfaction of
conditions stated in subsection 14-60.005(4), F.A.C., above:
(a) Property Rights. Provide a copy of written legal confirmation of ownership, option to buy, or lease agreement for the real
property that comprises the site on which the proposed airport would be located. Although adequate safety areas surrounding an
airport site are important and a factor in the Department’s approval determination, the applicant is not required to hold property
rights over those real property areas that would constitute runway approach surfaces.
(b) Facility Diagram. Provide a scale drawing showing the size and dimensions of the proposed facility; property rights of way
and easements; lighting, power, and telephone poles; location of building(s) on property and surrounding areas; and direction,
distance, and height of all structures over 25 feet within 1,000 feet of the site perimeter.
(c) Geodetic Position. Provide a copy of a U.S. Geological Survey quadrangle map or equivalent with the proposed site plotted
to the nearest second of latitude and longitude.
(d) Location Map. Provide a copy of a map or sketch, at least 8.5 x 11 inches in size, showing the location of the proposed site,
with respect to recognizable landmarks and access roads to the site clearly marked.
(e) Aviation Facilities. Provide a list of names and mailing addresses for adjacent airports, including a sample copy of the letter
submitted as proposal notification to these airports, and attach a copy of all airport reply correspondence.
1. For a proposed airport or seaplane landing facility, list all VFR airports and heliports within five nautical miles and all IFR
airports within 20 nautical miles.
2. For a proposed heliport, list all VFR airports and heliports within three nautical miles and all IFR airports within 10 nautical
miles.
(f) Local Government. Provide a copy of each of the letters of notification, showing the recipient’s name and mailing address,
that have been submitted to each zoning authority having jurisdiction, for the municipality and county in which the site lies or which
is located within five nautical miles of the proposed airport site. The applicant shall also include a copy of all related correspondence
from each city or county authority, including a statement that the proposed airport site is in compliance with local zoning
requirements or that such requirements are not applicable.
(g) Adjacent Property. Provide a list of the names and mailing addresses of all real property owners within 1,000 feet of the
airport site perimeter, or within 300 feet of the heliport or helistop site perimeter, including a single copy of the letter of notification
submitted as notification to these adjacent real property owners, and include a copy of all real property owner correspondence in
reply. If notification was provided by a local government as part of its review and approval process for the airport, provide written
confirmation of the fact, in lieu of the above required submittal by the applicant.
(h) Public Notice. Provide a copy of the notice and of the letter, showing the recipient’s name and mailing address, requesting
publication of notification of the proposed airport site in a newspaper of general circulation in the county in which the proposed
airport site is located and counties within five nautical miles of the proposed airport site. If this condition has been accomplished by
a local government as part of its review and approval process for the airport, provide written confirmation of the fact, in lieu of the
above required submittal by the applicant.
(i) Waste Sites. Provide written confirmation that the runway(s) on the proposed airport would not be located within 5,000 feet
of any solid waste management facility for a proposed airport serving only non-turbine aircraft, or within 10,000 feet of any solid
waste management facility for a proposed airport serving turbine-driven aircraft.
(j) Air Traffic Pattern. Provide written confirmation, including a graphical depiction, demonstrating that safe air traffic patterns
can be established for the proposed airport with all existing and approved airport sites within three miles of the proposed airport site.
Provide a copy of written memorandum(s) of understanding or letter(s) of agreement, signed by each respective party, regarding air
traffic pattern separation procedures between the parties representing the proposed airport and any existing airport(s) or approved
airport site(s) located within three miles of the proposed site.
(k) Safety Factors. Provide written confirmation that the runway and taxiway design criteria and airport design layout of the
proposed airport have appropriately taken into account consideration of the manufacturer’s performance characteristics for the
type(s) of aircraft planned to be operated; the frequency and type(s) of flight operations to be anticipated; planned aviation-related or
non-aviation activities on the airport; and any other safety considerations, as necessary, to help ensure the general public health,
safety, and welfare of persons located on or near the airport.
(l) Security Factors. Provide written confirmation that the proposed airport site owner or lessee will take appropriate steps to
help protect the general public health, safety, and welfare through secure airport operations and that they will develop and
implement adequate airport security measures to safeguard airport and aviation-related assets from misappropriation or misuse in
order to prevent potential loss or public endangerment.
(m) FAA Approval. Provide a copy of the notification to the FAA regarding the proposed airport site and a copy of the FAA’s
airspace approval correspondence given in response.
(6) Private Airport Site Approval. Private airport site approval applications, as stated in paragraph 14-60.005(3)(b), F.A.C.,
above, are subject to the same requirements for approval as stated for public airport site approval applicants in paragraphs 14-
60.005(5)(a)-(m), F.A.C., above. However, private airport site approval applicants are required only to respond to interactive
inquiries on the specified Department private airport website. Private airport applicants are not required to submit a hard copy,
written site approval application nor supporting documentation, as required of public airports. However, all private airport site
approval applicants shall retain for their records all of the required documentation related to the site approval application, in order to
be able to respond to any possible future local, state, or federal inquiry.
(a) The Private Airport Registration and Site Approval website (http://www.florida-aviation-database.com/) uses a series of
interactive screens to provide information and receive input from private airport owners. To begin the process, general airport site
approval information is provided in narrative outline form as an overview of the process, listing requirements included in paragraphs
14-60.005(5)(a)-(m), F.A.C.
(b) In keeping with the legislative requirement for controlled electronic access to the state aviation database, the Department’s
site uses a “User ID” and “Password” system. New users will be required to “Create an Account” online by providing essential
information: name, address, telephone number, and e-mail address. The website will respond providing an initial “User ID” and
“Password” for the user to complete the site approval process.
(c) The airport site approval screen asks the user to input data related to type of facility (airport, heliport, or ultralight);
proponent information (name, address, phone number, fax number, and e-mail address); facility data (facility name, physical
location, geographical location – latitude, longitude, and elevation, and primary type of facility use); and landing area data (runway/
helipad magnetic bearing, length, width, and type of surface – paved/unpaved).
(d) The user certifies the accuracy of the information and data entered on the screen and submits the information to the
Department.
(e) Approval or denial of the airport site approval application is issued by the Department via e-mail to the applicant’s e-mail
address, along with an airport site approval order, if granted.
(7) Department Site Approval Process. The Department process for determining the approval or disapproval of an airport site
application will vary by type of airport proposed, as follows:
(a) Department Process for Public Airports. The Department shall conduct a review and detailed audit, as necessary, of the
submitted airport site approval application and all required supporting documentation for accuracy and completeness. Failure of the
applicant to provide a complete application by the conclusion of this period shall result in the Department returning the application
to the applicant without action. Site approval shall be granted for public airports only after the Department determines the conditions
of subsection 14-60.005(4), F.A.C., above, are satisfied and only after favorable completion of a physical inspection of the proposed
public airport site by Department authorized personnel.
1. Following issuance of the public airport site approval order, the Department shall place an announcement in the Florida
Administrative Register. In order to allow for required administrative processing and publishing lead times, 45 days shall be allowed
from the date of issuance until the effective date of the public airport site approval order.
2. From the date of publication of the Florida Administrative Register containing the public airport site approval order
announcement, 21 days shall be allowed for the public to petition the Department for an administrative hearing pursuant to Section
120.57(1), F.S.
a. If a petition for administrative hearing is not filed, the public airport site approval order shall take effect 45 days after the date
of its issuance.
b. If a petition for administrative hearing is filed, the public site approval order shall not take effect 45 days after the date of its
issuance, but shall be held in abeyance pending the outcome of the administrative hearing. The Department will provide notification
to the applicant stating that a petition has been filed and that the public airport site approval order effective date is pending the
outcome of the administrative hearing.
3. Any public airport limited exclusively to the specific, reasonable conditions stated on its site approval order imposed by the
Department to protect public health, safety, or welfare, shall be designated a “Limited Airport.”
(b) Department Process for Private Airports. The Department shall conduct a review and detailed audit, as necessary, of the
private airport site application information, submitted via the specified electronic internet-based website. Incomplete information
will preclude the Department from further processing and the applicant will be notified of application deficiencies. Site approval
shall be granted for private airports only after the requirements of subsection 14-60.005(4), F.A.C., above, have been met. Physical
inspection of the private airport site is not required.
1. The Department shall place an announcement in the Florida Administrative Register of the issuance of the private airport site
approval order.
2. From the date of publication of the Florida Administrative Register containing the private airport site approval order
announcement, 21 days shall be allowed to petition the Department for an administrative hearing pursuant to Chapter 120, F.S.
a. If a petition for administrative hearing is not filed, the private airport site approval order shall take effect 45 days after the
date of its issuance.
b. If a petition for administrative hearing is filed, the private airport site approval order shall not take effect but shall be held in
abeyance pending the outcome of the administrative hearing. The Department will provide notification to the applicant stating that a
petition has been filed and that the private airport site approval order effective date is pending the outcome of the administrative
hearing.
3. Any private airport limited exclusively to the specific, reasonable conditions stated on its site approval order imposed by the
Department to protect public health, safety, or welfare, shall be designated a “Limited Airport.”
(c) Department Process for Temporary Airports. The Department shall conduct a review and detailed audit, as necessary, of the
information submitted by temporary, public or private airport applicants. Site approval shall be granted for temporary airports only
after the requirements of subsection 14-60.005(4), F.A.C., above, have been met. Physical inspection of the site is not required.
Additionally, due to the short lead time and duration, as well as urgent requirements often related to a temporary airport the
Department will not publish announcement for public review and comment regarding its issuance of a temporary airport site
approval order. Temporary airport site approval orders shall take effect concurrent with the date of issuance.
(8) Airport Site Approval Order.
(a) Issuance. The Department approval of a proposed public or private airport site shall be documented by issuance of an airport
site approval order, which shall remain valid for a period of two years from its effective date and which can be extended for
subsequent periods of two years, provided conditions for site approval that led to the initial approval of the site have not changed to
a degree that would cause the Department to now deny a site approval. Special conditions imposed on the site approval order must
be satisfied prior to airport licensing or registration.
(b) Revocation. The Department shall revoke a site approval order, if it determines:
1. That the site has been abandoned as an airport site.
2. That the site has not been developed as an airport within two years of the issuance of the site approval, unless revoked by the
Department prior to expiration or development does not comply with conditions of the site approval.
3. That aircraft have operated on the site prior to airport licensing or registration, except as required for an in-flight emergency.
4. That the site is no longer usable for aviation purposes due to physical or legal changes in conditions that were the subject of
the approval granted.
Rulemaking Authority 330.29(4), 334.044(2) FS. Law Implemented 330.29, 330.30, 333.03(2), 330.39 FS. History–New 10-29-65, Amended 7-13-
71, Revised 11-23-72, Amended 7-18-73, 4-18-76, 11-19-81, 1-8-85, Formerly 14-60.05, Amended 12-26-95, 2-11-97, 10-10-04.
14-60.006 Airport Licenses and Registrations.
(1) Licensing and Registration Requirement. Except for the exemptions provided in Rule 14-60.003, F.A.C., above, or in the
event of an in-flight emergency, the owner or lessee of any airport in the state of Florida shall have either an airport license or airport
registration prior to the operation of aircraft at the site. Application for a license or registration shall be made in a format and manner
prescribed by the Department. There are no monetary fees required for airport licensing or registration services.
(a) Public Airport. Public airports shall be licensed after the site approval is granted by the Department, including completion of
the public announcement and physical airport inspection process, if the Department finds the facility to be in compliance with all
requirements for the license. The license shall be subject to any conditions that are necessary to protect the public health, safety, or
welfare. Such conditions shall include the requirement to remove natural growth obstructions, relocate aircraft parking sites beyond
runway protective boundaries, or provide aircraft warning lights on structures in close proximity to the runway or potential ground
hazards.
(b) Private Airport. Private airports shall be registered on the Private Airport Registration and Site Approval Website
(http://www.florida-aviationdatabase.com) after the site approval is granted by the Department, including completion of the public
announcement process, if the facility is in compliance with all requirements for registration, including self-certification by the
registrant of operational and configuration data necessary to ensure compliance with Chapter 330, F.S., and this rule chapter.
1. Private airport owners who have previously received airport site approval through that process will subsequently use their
“User ID” and “Password” to access the private airport registration screen available online.
2. The private airport registration screen includes information regarding the private airport: facility name, type of facility, dates
related to the site approval process, dates related to the registration process (including expiration date); contact name, address, phone
and fax numbers, and e-mail address; facility and runway data.
3. The user certifies the accuracy of the information and data entered on the screen and submits the information to the
Department.
4. Private airport owners are encouraged to provide updates of airport and contact information at any time it occurs to ensure the
Department has accurate and current information. Any update automatically renews the airport’s registration for a two-year period
from the date of update and that information will be reflected on the website, including a new expiration date.
5. Information regarding the facility’s location with respect to county, latitude, longitude, and field elevation can only be
updated directly by the Department in order to ensure compatibility of critical data with the FAA’s airport database. Private airport
owners should contact the Department to make any changes in this facility data.
(c) Temporary Airport. Temporary public or private airports shall be initially licensed or registered, respectively, after the site
approval is granted by the Department, if the Department finds that the airport will not endanger the public health, safety, or welfare
and the airport meets the temporary airport requirements established by the Department.
(2) Airport Licensing. The following provisions apply to airport licensing:
(a) Each airport license shall show its effective date and expiration date, which shall be no later than one year after the effective
date of the license. However, the Department is authorized to adjust the expiration date of a license to provide a maximum license
period of 18 months if necessary to facilitate airport inspections, recognize seasonal operations, or improve administrative
efficiency.
(b) The airport owner or lessee is responsible for requesting annual renewal of the airport license, coordinating an airport
inspection, and correcting any airport deficiencies in sufficient time in advance to preclude license expiration. Written renewal
requests shall be submitted to the Airport Inspection and Safety Manager at the address above in paragraph 14-60.005(3)(a), F.A.C.,
by the public airport owner, lessee, or manager at least 90 days prior to the license expiration date.
(c) The Department or its authorized representative will coordinate with the airport owner, lessee, or manager to establish a date
and time for the annual inspection. The airport owner, lessee, manager, or a designated representative of the airport shall be made
available to accompany the inspector at the time of the inspection in order to participate in the airport inspection. The Department’s
authorized representative shall have the authority to conduct an inspection of the airport at any time with or without advance
notification to the airport owner, lessee, or manager and with or without being accompanied by the airport owner, lessee, manager,
or designated representative.
(d) An airport license shall be renewed following a favorable physical inspection, if the Department finds the facility to be in
compliance with all requirements for the license.
(e) Any anticipated change in ownership of the airport shall be reported, in writing, to the Airport Inspection and Safety
Manager in the Department at the address in paragraph 14-60.005(3)(a), F.A.C., above, at least 90 days prior to the effective date of
change of ownership or as soon as possible in order to initiate the license renewal process in the name of the new owner and to
ensure the airport license is not allowed to expire.
(f) All airport licenses issued under this section, together with any conditions attached thereto, shall be posted in a prominent
place at the airport, accessible to the public. Any limitations on the use of the airport shall be posted adjacent to or on the license.
(g) The Department shall only license an airport that meets established standards unless the Department determines that an
airport’s exception to established standards is justified by unusual circumstances or is in the interest of public convenience and does
not endanger the public health, safety, or welfare. Such a license shall bear the designation “Special” and shall state the conditions to
which the license is granted.
(h) Any licensed airport limited exclusively to the specific, reasonable conditions stated on its airport license, necessary to
protect public health, safety, or welfare, shall be designated a “Limited Airport.”
(3) Airport Registration. The following provisions apply to airport registration:
(a) The expiration date of the current registration period will be clearly identifiable from the state aviation facility data system.
The ability to re-certify registered airport data shall be available at all times by electronic submittal, using controlled access, via the
Department interactive website.
(b) A private airport registration that has not been re-certified in the 24-month period following the last certification shall
expire, unless the Department has adjusted the registration period for purposes of informing private airport owners of their
registration responsibilities or promoting administrative efficiency.
(c) Registration of an airport shall remain valid provided specific contact information and airport data elements, as required by
the Department, are periodically re-certified by the airport registrant; including data related to the airport owner/lessee and facility,
e.g., owner/lessee name and mailing address, airport name and physical location address, phone, fax, e-mail, and number of runways
with length, width, and surface type.
(d) Any registered airport limited exclusively to the specific conditions stated on its airport registration necessary to protect
public health, safety, or welfare, shall be designated a “Limited Airport.”
(4) Private Airport “Licensing Option.” The following provisions are applicable to the option for a private airport to request
airport licensing in lieu of airport registration:
(a) Any private airport with ten or more based aircraft may request to be licensed by the Department, in lieu of registration.
(b) Private airport owners shall provide written correspondence to the Airport Inspection and Safety Manager of the Department
at the address in paragraph 14-60.005(3)(a), F.A.C., above, to request this option.
(c) Any eligible private airport, choosing this option, shall be subject to all of the inspection and licensing procedures contained
in this rule chapter that are applicable to all licensed airports.
(d) Department airport licensing standards against which a private airport will be evaluated and will be held accountable in the
inspection and airport licensing process shall be the same as those airport standards that are applicable to all licensed airports.
(e) In the case of a proposed new private airport choosing this option for inspection and licensing, the site approval process by
the Department shall be in accordance with the procedures contained in this rule chapter for all registered private airports.
(f) Airports licensed according to this exception shall be considered private airports, as defined in Section 330.27, F.S., in all
other respects and shall not be open for public use.
(g) Any private airport having been previously licensed at its request under this option, which is later unable to continue to
comply with airport licensing standards or is unable to maintain the required number of based aircraft shall be reverted by the
Department from a licensed airport to registered airport category.
(h) Any private airport having been previously licensed at its request under this option, which subsequently desires to withdraw
its prior request to be licensed, shall provide written correspondence to the Airport Inspection and Safety Manager in the Department
at the address in paragraph 14-60.005(3)(a), F.A.C., above, to request this private airport be reverted from a licensed airport to the
registered airport category.
(5) Temporary Airports. The following provisions apply to temporary, public or private airports:
(a) A temporary, public or private airport license or registration shall be valid only for less than 30 consecutive calendar days.
(b) A temporary, public or private airport license or registration shall not be renewable for any consecutive periods of activation.
Recurring requirements for temporary, public or private airport license or registration for an airport at the same general location will
be considered by the Department on a case-by-case basis.
(6) Conditions for Revoking a License or Registration. The Department will revoke or refuse to allow or issue any airport
license or license renewal, or any airport registration or re-certification, if the Department determines that any of the following
conditions exist or apply:
(a) That the airport registration has not been accomplished within 15 days after the date of expiration.
(b) That the Department has not received an application for renewal of an airport license within 15 days after the date of
expiration.
(c) That the site has been abandoned as an airport.
(d) That the airport does not comply with the conditions of the license, license renewal, or site approval.
(e) That the airport has become either unsafe or unusable for flight operations due to the physical or legal changes in conditions
that were the subject of approval.
Rulemaking Authority 330.29(4), 334.044(2) FS. Law Implemented 330.29, 330.30 FS. History–New 10-29-65, Amended 7-13-71, 11-23-72, 6-23-
76, 11-19-81, 1-8-85, Formerly 14-60.06, Amended 12-26-95, 2-11-97, 10-10-04.
14-60.007 Airfield Standards for Licensed Airports.
Airports fulfilling the requirements of Title 14, C.F.R., Aeronautics and Space, Chapter 1, Federal Aviation Regulations, Federal
Aviation Administration, Department of Transportation, Part 139, Certification and Operations: Land Airports Serving Certain Air
Carriers, dated January 1, 2004, incorporated herein by reference, airport certification program shall be considered to meet the
minimum standards for licensed airports shown below. All airports licensed by the state of Florida, whether public or private, shall
comply with the following minimum airfield standards.
(1) Minimum Landing Area Dimensions for Licensed Airports. Runway design must take into consideration the manufacturer’s
performance characteristics for the type(s) of aircraft planned for flight operations, as provided by the airport applicant. Runway
length must be compatible with the operational and weight characteristics of the aircraft in use. The final decision to attempt a
takeoff or landing on a runway of any particular size is ultimately the responsibility of the pilot, who knows the aircraft’s
performance capabilities and limitations. However, in order to promote a consistent level of safety throughout the Florida Aviation
System, all airports licensed by the state of Florida must comply with the following minimum landing area dimensions, i.e., effective
landing area length and minimum landing area width, for the type of landing area shown below:
(a) Runway. The minimum effective landing area length shall be 2,400 feet and the minimum landing area width shall be 60
feet.
(b) Short Field Runway. The minimum effective landing area length shall be 800 feet and the minimum landing area width shall
be 60 feet.
(c) Ultralight. The minimum effective landing area length shall be 300 feet and the minimum landing area width shall be 150
feet.
(d) Seaplane. The minimum effective landing area length shall be 2,500 feet and the minimum landing area width shall be 200
feet. Seaplane landing areas shall have a minimum water depth of three feet.
(e) Helipad. The minimum effective landing area length shall be 24 feet and the minimum landing area width shall be 24 feet.
Table 1
Licensed Airports
Minimum Landing Area Dimensions
Landing Area Type Effective Landing Area Length Minimum Landing Area Width
Runway 2,400 feet 60 feet
Short Field Runway 800 feet 60 feet
Ultralight 300 feet 150 feet
Seaplane* 2,500 feet 200 feet
Helipad 24 feet 24 feet
*Seaplane landing areas shall have a minimum water depth of three feet.
(2) Landing and Surface Areas for Licensed Airports.
(a) Applicability. The provisions of this section related to licensed airport landing and surface areas are applicable to airport
licensing standards and do not apply to airspace obstruction evaluation or permitting provisions in Chapter 333, F.S., “Airport
Zoning,” or Rule 14-60.009, F.A.C., “Airspace Protection.”
(b) Primary Surface. The “Primary Surface” is a defined surface area that surrounds and protects the landing area. The
dimensions of the primary surface vary by type of landing area, weight of the landing aircraft, visibility, and the type of landing
approach.
1. Airport primary surfaces are rectangular in shape and run longitudinally along the length of the centerline and on either side
of the runway. The elevation of any point on the airport primary surface is the same as the elevation of the nearest point on the
runway centerline. The consistent width of the primary surface of a runway shall be that width required for the most precise
approach for either end of that runway. The following licensed airport primary surface standards apply:
a. For a runway that is not paved, that is to be used by an aircraft of any weight, and that has a visual landing approach: the
length of the primary surface is the length of the runway, terminating at the end of the runway and the width of the primary surface
is 250 feet.
b. For a runway that is paved, that is to be used by an aircraft that weighs less than or equal to 12,500 pounds, and that has a
visual landing approach: the primary surface extends the length of the runway plus 200 feet beyond each end of the runway and the
width of the primary surface is 250 feet.
c. For a runway that is paved, that is to be used by an aircraft that weighs less than or equal to 12,500 pounds, and that has a
non-precision instrument approach: the primary surface extends the length of the runway plus 200 feet beyond each end of the
runway and the width of the primary surface is 500 feet.
d. For a runway that is paved, that is to be used by an aircraft that weighs greater than 12,500 pounds, and that has a visual
landing approach: the primary surface extends the length of the runway plus 200 feet beyond each end of the runway and the width
of the primary surface is 500 feet.
e. For a runway that is paved, that is to be used by an aircraft that weighs greater than 12,500 pounds, and that has a non-
precision instrument approach with visibility greater than 3/4 mile: the primary surface extends the length of the runway plus 200
feet beyond each end of the runway and the width of the primary surface is 500 feet.
f. For a runway that is paved, that is to be used by an aircraft that weighs greater than 12,500 pounds, and that has a non-
precision instrument approach with visibility equal to 3/4 mile: the primary surface extends the length of the runway plus 200 feet
beyond each end of the runway and the width of the primary surface is 1,000 feet.
g. For a runway that is paved, that is to be used by an aircraft that weighs greater than 12,500 pounds, and that has a precision
instrument approach: the primary surface extends the length of the runway plus 200 feet beyond each end of the runway and the
width of the primary surface is 1,000 feet.
h. For an ultralight landing area, that is to be used by an ultralight aircraft, and that has a visual landing approach: the length of
the primary surface is the length of the runway, terminating at the end of the runway and the width of the primary surface is 150 feet.
i. For a seaplane landing area with markers designating the waterway landing and takeoff area and that has a visual landing
approach: the length of the primary surface is the length of the waterway, terminating at the end of the waterway and the width of
the primary surface is 250 feet.
j. For a seaplane landing area with no markers designating the waterway landing and takeoff area: the primary surface is not
applicable.
2. Heliport primary surfaces have an area that coincides in size and shape with the designated helicopter FATO. The elevation
of the heliport primary surface is a horizontal plane at the elevation of the established heliport elevation. The following licensed
heliport primary surface standards apply:
a. For a heliport with a visual landing approach: the primary surface length and width are 42 feet each.
b. For a heliport with a non-precision instrument approach: the primary surface length and width are 500 feet each.
c. For a heliport with a precision instrument approach: the primary surface length and width are 1,000 feet each.
(c) Approach Surface. The approach surface is a defined surface area that surrounds and protects the landing approach area. The
approach surface is longitudinally centered on the extended runway centerline and extends outward and upward from each end of the
runway primary surface. The approach surface horizontal component is trapezoidal in shape with the inner width equal to the width
of the primary surface. The outer width flares outward to a greater width depending on the type of landing area, weight of the
landing aircraft, visibility, and the type of landing approach. Additionally, the outer width of an approach surface to an end of a
runway shall be that width required for the most precise landing approach for that runway end. The approach surface also has a
vertical component given by a “ratio,” such as 20:1, which means that for every 20 feet measured, horizontally, the vertical
component increases one foot upward. A specific approach surface is applied to each end of each runway based upon the type of
landing approach existing or planned for that specific runway end, meaning that different approach surface dimensions and ratios
can exist at opposite ends of the same runway.
1. The following licensed airport approach surface standards apply:
a. For a runway that is not paved, that is to be used by an aircraft of any weight, and that has a visual landing approach: the
approach surface ratio is 20:1, the length is 5,000 feet, the inner width is 250 feet, and the outer width of the approach surface is
1,250 feet.
b. For a runway that is paved, that is to be used by an aircraft that weighs less than or equal to 12,500 pounds, and that has a
visual landing approach: the approach surface ratio is 20:1, the length is 5,000 feet, the inner width is 250 feet, and the outer width
of the approach surface is 1,250 feet.
c. For a runway that is paved, that is to be used by an aircraft that weighs less than or equal to 12,500 pounds, and that has a
non-precision instrument approach: the approach surface ratio is 20:1, the length is 10,000 feet, the inner width is 500 feet, and the
outer width of the approach surface is 2,000 feet.
d. For a runway that is paved, that is to be used by an aircraft that weighs greater than 12,500 pounds, and that has a visual
landing approach: the approach surface ratio is 20:1, the length is 5,000 feet, the inner width is 500 feet, and the outer width of the
approach surface is 1,500 feet.
e. For a runway that is paved, that is to be used by an aircraft that weighs greater than 12,500 pounds, and that has a non-
precision instrument approach with visibility greater than 3/4 mile: the approach surface ratio is 34:1, the length is 10,000 feet, the
inner width is 500 feet, and the outer width of the approach surface is 3,500 feet.
f. For a runway that is paved, that is to be used by an aircraft that weighs greater than 12,500 pounds, and that has a non-
precision instrument approach with visibility equal to 3/4 mile: the approach surface ratio is 34:1, the length is 10,000 feet, the inner
width is 1,000 feet, and the outer width of the approach surface is 4,000 feet.
g. For a runway that is paved, that is to be used by an aircraft that weighs greater than 12,500 pounds, and that has a precision
instrument approach: the approach surface ratio is 50:1 for the first 10,000 feet then the ratio is 40:1 for an additional 40,000 feet,
the inner width is 1,000 feet, and the outer width of the approach surface is 16,000 feet.
h. For an ultralight landing area with an ultralight aircraft and that has a visual landing approach: the approach surface ratio is
15:1, the length is 2,500 feet, the inner width is 150 feet, and the outer width of the approach surface is 625 feet.
i. For a seaplane landing area with markers designating the waterway landing and takeoff area and that has a visual landing
approach: the approach surface ratio is 20:1, the length is 5,000 feet, the inner width is 250 feet, and the outer width of the approach
surface is 1,250 feet.
j. For a seaplane landing area with no markers designating the waterway landing and takeoff area: the approach surface is not
applicable.
2. The following licensed heliport approach surface standards apply:
a. For a heliport with a visual landing approach: the approach surface ratio is 8:1, the length is 4,000 feet, the inner width is 42
feet, and the outer width of the approach surface is 500 feet.
b. For a heliport with a non-precision instrument approach: the approach surface ratio is 34:1, the length is 10,000 feet, the inner
width is 500 feet, and the outer width of the approach surface is 5,000 feet.
c. For a heliport with a precision instrument approach: the approach surface ratio is 50:1, the length is 25,000 feet, the inner
width is 1,000 feet, and the outer width of the approach surface is 6,000 feet.
(d) Transition Surface. The transition surface is a defined surface area that surrounds and protects the lateral boundaries of the
primary and approach surfaces. The transition surface extends outward and upward at right angles to the runway centerline and the
extended runway centerline at a specified ratio from the sides of the primary surface and from the sides of the approach surface. The
transition surface has a vertical component given by a “ratio,” such as 7:1, which means that for every 7 feet measured horizontally,
the vertical component increases one foot upward. The horizontal component extends laterally a specified horizontal distance or to
an unspecified horizontal distance at which a specified height of the vertical component is attained. The dimensions of the transition
surface vary by type of landing area, weight of the landing aircraft, visibility, and the type of landing approach.
1. The following licensed airport transition surface standards apply:
a. For a runway that is not paved, that is to be used by an aircraft of any weight, and that has a visual landing approach: the
transition surface is not applicable.
b. For a runway that is paved, that is to be used by an aircraft that weighs less than or equal to 12,500 pounds, and that has a
visual landing approach: the transition surface is not applicable.
c. For a runway that is paved, that is to be used by an aircraft that weighs less than or equal to 12,500 pounds, and that has a
non-precision instrument approach: the transition surface ratio is 7:1 and the horizontal length is to the point where the vertical
height component is 150 feet.
d. For a runway that is paved, that is to be used by an aircraft that weighs greater than 12,500 pounds, and that has a visual
landing approach: the transition surface is not applicable.
e. For a runway that is paved, that is to be used by an aircraft that weighs greater than 12,500 pounds, and that has a non-
precision instrument approach with visibility greater than 3/4 mile: the transition surface ratio is 7:1 and the horizontal length is to
the point where the vertical component is 150 feet.
f. For a runway that is paved, that is to be used by an aircraft that weighs greater than 12,500 pounds, and that has a non-
precision instrument approach with visibility equal to 3/4 mile: the transition surface ratio is 7:1 and the horizontal length is to the
point where the vertical component is 150 feet.
g. For a runway that is paved, that is to be used by an aircraft that weighs greater than 12,500 pounds, and that has a precision
instrument approach: the transition surface ratio is 7:1 and the horizontal length is to the point where the vertical height component
is 150 feet.
h. For an ultralight landing area with an ultralight aircraft and that has a visual landing approach: the transition surface is not
applicable.
i. For a seaplane landing area with markers designating the waterway landing and takeoff area and that has a visual landing
approach: the transition surface is not applicable.
j. For a seaplane landing area with no markers designating the waterway landing and takeoff area: the transition surface is not
applicable.
2. The following licensed heliport transition surface standards apply:
a. For a heliport with a visual landing approach: the transition surface ratio is 2:1, which extends horizontally for a distance of
250 feet.
b. For a heliport with a non-precision instrument approach: the transition surface ratio is 4:1, which extends horizontally for a
distance of 350 feet.
c. For a heliport with a precision instrument approach: the transition ratio is 7:1, which extends horizontally for a distance of
350 feet.
Table 2
Licensed Airports
Landing and Surface Areas
Landing Area Primary Surface Approach Surface Transition Surface
Surface
Approach
Length
Width
Ratio
Length
Width
Ratio
Distance
Inner Outer
Not Paved Visual End of
Runway
250 feet 20:1 5,000 feet 250 feet 1,250 feet N/A N/A
Paved &
Aircraft
Weight
< = 12,500
Pounds
Visual 200 feet
Beyond End
of Runway
250 feet 20:1 5,000 feet 250 feet 1,250 feet N/A N/A
Non
Precision
500 feet 20:1 10,000 feet 500 feet 2,000 feet 7:1 150 feet Vertical
Paved &
Aircraft
Weight >
12,500 Pounds
Visual
200 Feet
Beyond End
of Runway
500 feet 20:1 5,000 feet 500 feet 1,500 feet N/A N/A
Non
Precision
500 feet
34:1
10,000 feet
500 feet
3,500 feet
7:1
150 feet Vertical
Visibility >
3/4 Mile
Non
Precision
Visibility =
3/4 Mile
1,000 feet
34:1
10,000 feet
1,000 feet
4,000 feet
7:1
150 feet Vertical
Precision 1,000 feet 50:1 Then
40:1
10,000 feet
Then
40,000 feet
1,000 feet
16,000 feet
7:1
150 feet
Vertical
Helicopter
Final
Approach and
Takeoff Area
(FATO)
Visual 42 feet 42 feet 8:1 4,000 feet 42 feet 500 feet 2:1 250 feet Vertical
Non
Precision
500 feet 500 feet 34:1 10,000 feet 500 feet 5,000 feet 4:1 350 feet Vertical
Precision 1,000 feet 1,000 feet 50:1 25,000 feet 1,000 feet 6,000 feet 7:1 350 feet Vertical
Ultralight Area Visual End of
Runway
150 feet 15:1 2,500 feet 150 feet 625 feet N/A N/A
Seaplane
Marked
Visual End of
Runway
250 feet 20:1 5,000 feet 250 feet 1,250 feet N/A N/A
Seaplane Not
Marked
Visual N/A N/A N/A N/A N/A N/A N/A N/A
(3) Thresholds and Displaced Thresholds for Licensed Airports. The threshold is the beginning of that portion of the runway
available for landing. Any obstacle, natural or manmade, in the landing approach path to the runway that, because of its height,
penetrates through the specified approach ratio to that runway constitutes an obstruction and a hazard to air navigation. Until the
hazardous obstruction is removed, it shall be necessary to adjust the approach path by moving or displacing that threshold point
down the length of the runway to some “Displaced Threshold” position, at which safe aircraft passage above the obstruction is
assured.
(a) For visual runways, a minimum 20:1 approach ratio to the threshold or displaced threshold shall be maintained. If the
approach ratio is less than 20:1 to the threshold or displaced threshold, the runway shall be displaced the distance necessary to
maintain a 20:1 ratio. If the displaced threshold location reduces the effective runway length below the minimum effective length
requirements, that end of the runway shall be closed until the obstruction causing the displacement is removed.
(b) For instrument runways, the approach ratio for determining the location of the displaced threshold shall be determined by
the maximum instrument approach category; 20:1 for utility, non-precision approach runways; 34:1 for other than utility, non-
precision approach runways; and 50:1 for precision approach runways.
(4) Vertical Approach Clearance for Licensed Airports. When the landing approach to any runway crosses a road, railroad,
traverseway, or waterway, the aircraft landing approach glide path shall provide the following minimum vertical clearance over
ground objects:
(a) Seventeen feet for an Interstate Highway that is part of the National System of Military and Interstate Highways where over-
crossings are designed for a minimum of 17 feet vertical distance.
(b) Fifteen feet for any other public roadway.
(c) Ten feet or the height of the highest mobile object that would normally traverse the road, whichever is greater, for a private
road.
(d) Twenty-three feet for a railroad.
(e) For a waterway or any other traverseway not previously mentioned, an amount equal to the height of the highest mobile
object that would normally traverse it.
(5) Runway Safety Areas for Licensed Airports. The runway safety area is a defined surface surrounding the runway designed
to provide an additional measure of safety by being a specially prepared or a suitable ground surface intended to reduce the risk of
damage to aircraft in the event of an undershoot, overshoot, or excursion from the runway. The following licensed airport runway
safety area standards apply:
(a) Runway (Not Paved). For a runway that is not paved, the runway safety area shall have a length equal to the length of the
runway, terminating at the end of the runway, and the runway safety area shall have a width of 120 feet.
(b) Runway (Paved). For a runway that is paved, the runway safety area shall have a length that extends the length of the
runway plus 240 feet beyond each end of the runway and the runway safety area shall have a width of 120 feet.
(c) Ultralight Landing Area. An ultralight landing area shall have a runway safety area whose length is 300 feet and width is 150
feet.
(d) Heliport. A heliport shall have a runway safety area whose length extends 20 feet beyond the FATO and width extends 20
feet beyond the FATO.
(e) Seaplane. A seaplane landing area shall be exempt from the requirement for having a runway safety area.
Table 3
Licensed Airports
Runway Safety Areas
Landing Area Type Safety Area Length Safety Area Width
Runway (Not Paved) End of Runway 120 feet
Runway (Paved) 240 feet
Beyond End of Runway
120 feet
Ultralight 300 feet 150 feet
Heliport 20 feet
Beyond FATO
20 feet
Beyond FATO
Seaplane N/A N/A
(6) Runway Pavement Standards for Licensed Airports. Pavement Condition Index. The “Pavement Condition Index” (“PCI”)
value is an indicator of the integrity and viability of a runway surface with a focus on pavement cracking, swelling, rutting, and
depressions. For runway pavement, the value indicates the capability of the runway surface, in contact with aircraft tires, to provide
a suitable environment for maintaining aircraft directional control, which may be adversely affected by runway undulations, or for
preventing foreign object damage. Foreign object damage can result from pavement spalling, which may dislodge small or large
pieces of pavement that could severely damage aircraft control surfaces or propellers, penetrate aircraft wing or fuselage surfaces
protecting flammable fuel tanks or other critical components, or be ingested into turbo-jet or turboprop-jet engine intakes with
potential catastrophic loss of power during critical phases of flight.
(a) The standard measurement of PCI results in seven ratings from “Excellent” to “Failed,” as shown in Table 4, below. Industry
standards to objectively and consistently characterize and evaluate runway pavements are available from the American Society of
Testing Material as ASTM Standard D 5340-03 “Standard Test Method for Airport Pavement Condition Index Surveys,” dated
2003, incorporated herein by reference. A runway PCI value of 10 or below indicates that the pavement has deteriorated
significantly and the runway pavement shall be considered by the Department to not meet acceptable licensed airport standards.
(b) Temporary remedies may include displacement of the threshold, shortening the length of the runway to no less than the
minimum effective length as shown in subsection 14-60.007(1), F.A.C., or closing the runway until permanent corrective action can
be completed.
(c) Depending on the number of runways available and the extent of pavement condition index deficiencies, failure to
implement temporary or permanent remedies will result in the Department revoking the airport license on the ground that the airport
has become unusable due to unsafe conditions per paragraph 14-60.006(6)(e), F.A.C.
Table 4
Licensed Airports
Pavement Condition Index
Qualitative Rating PCI Value
Minimum Maximum
Excellent 86 100
Very Good 71 85
Good 56 70
Fair 41 55
Poor 26 40
Very Poor 11 25
Failed 0 10
(7) Airfield Improvements for Licensed Airports. All licensed airports shall comply with items (a) through (f), below. Licensed
airports that include a seaplane landing area shall comply with items (a) through (g), below:
(a) At least one 15-knot, 8-foot long windsock shall be installed at the airport. The windsock shall be lighted if the landing area
is lighted.
(b) Any aircraft tie-downs or moorings used to secure aircraft shall be located outside of the landing area, primary surface, and
transition surface areas.
(c) Airport operators shall be required to establish and enforce effective control of unauthorized vehicles and pedestrian access
within the aircraft movement areas.
(d) Except at ultralight flightparks, an approved 75-foot diameter airport circle marker (segmented circle), including aircraft
traffic pattern indicators, shall be installed at airports without control towers, which have other than standard traffic patterns. The
segmented circle shall be lighted, if the landing area is lighted.
(e) At least two category 80-B-C, or higher, type fire extinguishers shall be available at the airport, readily accessible,
operationally functional, bear an unbroken seal, and be located in an area clearly identified to the public.
(f) An operational public telephone shall be available at the airport on a 24-hour basis and its location shall be clearly identified
to the public.
(g) Airports having seaplane landing areas shall have at least one U.S. Coast Guard approved life preserver of the ring or
throwing type with a retrieval line attached to each, readily available during hours of operation.
(8) Additional Responsibilities for Licensed Airport.
(a) Airport hazards determined to exist by the Department shall be removed.
(b) Obstructions shall be marked and/or lighted in accordance with Rule 14-60.009, F.A.C., and for those obstructions to which
Section 333.025, F.S., applies, shall be permitted pursuant to that section, or may be subject to variance under a local zoning
ordinance.
(c) The airport licensee shall notify the Department, in writing, at least 60 days before any scheduled construction, alteration,
improvements, major repairs, or modification to the size or shape of the landing area is begun. Any such requirements made
necessary by emergency or unforeseen circumstances shall be given verbally to the Department, as soon as possible, and be followed
by written notification within seven calendar days.
(d) The owner or lessee shall maintain the field in a usable condition. If the airport becomes dangerous or is not usable, it shall
be the responsibility of the airport owner or lessee to mark the danger area by means of flags or to indicate the closing of such
airport or runway by an “X,” clearly visible from the air or in a manner consistent with the exigencies of the situation. The owner or
lessee shall report, in writing, to the Department any planned or emergency work in progress on the field and any proposed changes
or conditions which might render the field unsafe for use.
(e) The owner or lessee of a closed, unlicensed, or abandoned airport shall remove all airport identifying markers and wind
indicators and shall place upon the runway or runway intersection a Department approved “closed runway” marking. The
Department will cause the airport to be marked if the owner does not properly mark it within 60 days of notice, and will assess such
costs to the owner or lessee.
(9) Airport Marking. The following airport marking requirements apply to licensed airports:
(a) Non-Paved Runway Markings. Markers shall be installed on both sides of non-paved runways at 200 foot intervals along the
edge of the usable runway width. Three markers shall be placed at 10 foot intervals on each side of each end of the runway,
perpendicular to the centerline of the runway. Each set of three markers shall start at the corner of the runway and run toward the
centerline of the runway on the runway endline. Displaced thresholds at non-paved licensed airports shall be marked with at least
three markers on each side of the displaced landing thresholds area where the effective runway length begins. The displaced
threshold markers shall be no more than 10 feet apart, similar to the runway edge markers, and be placed, clear of the runway, on a
centerline 90 degrees to the runway heading.
(b) Runway Designation Markings. Runway designation markings shall be white and shall consist of a number and shall be
supplemented by a letter on parallel runways. The number shall specify the whole number to the nearest ten degrees of the magnetic
azimuth when viewed from the direction of the approach. The size and spacing of the numbers and letters shall only be reduced
when space is limited. All numerals except the number “11” shall be horizontally spaced fifteen feet apart. The number “11” shall be
spaced 27 feet apart. A zero (“0”) shall not precede single digits. The numeral “1,” when used alone, shall contain a horizontal bar at
the bottom of the numeral to differentiate it from the runway centerline marking. Single digits shall be centered on the runway
centerline. Double digits shall be centered on the runway centerline at the point that is halfway between the outer edges of the two
numerals. Letters, such as “L,” “C,” or “R” for “Left,” “Center,” or “Right,” shall be stacked beneath the number at a distance of 20
feet. The base of the letter or number shall start 20 feet from the threshold or 40 feet from threshold markings. Digits shall be 60 feet
tall. The lines comprising the digits shall be five feet wide. Digits shall be proportional and must be between 6 and 7.5 feet wide.
(c) Runway Centerline Markings. Runway centerline markings shall be white and shall identify the physical center of the usable
runway surface and shall extend the length of the runway. The stripes shall be 120 feet in length. The gaps shall be 80 feet in length.
The minimum width of the stripe shall be 12 inches. The stripes shall begin 40 feet from the top of the runway designation marking.
(d) Threshold Bars. Threshold bars shall be white and shall delineate the beginning of the runway that is available for landing.
The threshold bar shall be ten feet wide and shall extend across the width of the runway.
(e) Arrows and Arrowheads. Arrows and arrowheads shall be white and shall be used to identify a displaced threshold.
Arrowheads, used in conjunction with a threshold bar to highlight the beginning of the runway, shall be placed five feet before the
threshold bar and shall be spaced two feet apart for runways 60 feet wide, 3 feet apart for runways between 60 and 100 feet wide,
and four feet apart for runways over 100 feet wide. Arrows shall be provided in the portion of the runway before the displaced
threshold. Arrowheads shall be 45 feet long, 15 feet wide, and have stripes 3 feet wide. Arrow tails shall be 80 feet long and 18
inches wide. The overlap between the arrowheads and tails shall be five feet. Arrows shall be spaced 80 feet apart.
(f) Holding Position Markings (Paved Taxiways). Holding position markings for paved taxiways shall be yellow and shall
identify the location where a pilot should be assured that there is adequate separation with other aircraft before proceeding onto the
runway. Holding position markings consist of four lines and three spaces each 6-12 inches wide. The solid lines shall always be on
the side where the aircraft is to hold. The two dashed lines and spaces shall be 3 feet long. The markings shall extend completely
across the taxiway. The markings shall be installed perpendicular to the taxiway centerline, but may be angled as needed where two
or more taxiways intersect at the hold line. Holding position markings shall be placed 125 feet from visual runways serving small
aircraft, 150 feet from visual runways serving large aircraft or with non-precision approaches, and 200 feet from runways with a
precision approach.
(g) Holding Position Signs (Unpaved Taxiways). Holding position signs for unpaved taxiways shall be located outside the
primary surface on the left side of the taxiway for a taxiway that is less than or equal to 150 feet wide or on both sides of taxiways
that are greater than 150 feet wide. The sign shall consist of the runway designation numbers separated by a dash such that their
arrangement indicates the direction to the corresponding runway threshold. The numbers shall be white on a red background.
Mounting legs for each sign shall be frangible. The sign face shall be no less than 18 inches tall and 30 inches wide. The runway
designation numbers shall be no less than 12 inches tall. The sign shall stand no more than 42 inches high.
(h) Helipad. Helipad markings shall be white and are used to mark the intended landing position within the FATO. The marking
shall consist of an in-ground letter “H” oriented on the axis of the dominant landing and takeoff path. The “H” shall be a minimum
of 19 feet tall and 12.5 feet wide. The vertical lines shall be 16 inches wide. The horizontal line shall be 32 inches wide.
(i) TLOF. TLOF perimeters shall be defined by a continuous white solid line 1 foot wide.
(j) FATO. FATO perimeters shall be defined with white dashed lines, which shall be 1 foot wide and 5 feet long and shall join
to define the FATO corners.
(k) Closed Runway Markings. Closed runway markings shall be yellow and consist of an “X” centered on the runway centerline
at each end of the runway and at 1,000 foot intervals. The “X” shall be 60 feet across and each arm shall be 10 feet wide and 25 feet
long. If the “closed” runway intersects an “open” runway, an “X” shall be placed on each side of the “open” runway. Runway
designation markings and runway threshold markings shall be obliterated on closed runways.
(l) Common Marking Requirements:
1. Glass beads shall be required for all permanent pavement markings.
2. All markings on light colored pavements shall be outlined with a black border six inches or greater in width.
(10) Airport Lighting. The Department does not require airports to be lighted. However, if an airport is lighted, it shall comply
with the following standards. The minimum lights that shall be provided are threshold and runway end lights, displaced threshold
lights, segmented circle lights, FATO or TLOF lights, and windsock lights. All lights shall be on flush or frangible mounts not more
than 14 inches tall. The following airport lighting requirements shall apply to licensed airports:
(a) Runway Edge Lights. Runway edge lights shall emit white light except that yellow light is substituted for white light on the
last 2,000 feet of an instrument runway, or one-half of the runway length, whichever is less, to indicate the caution zone.
(b) Threshold and Runway End Lights. Threshold and runway end lights shall be located on a line perpendicular to the extended
runway centerline not less than two feet nor more than ten feet outboard from the designated threshold of the runway. The lights
shall be installed in two groups located symmetrically about the extended runway centerline. For instrument runways, each group
shall contain four lights; for other runways, each group shall contain three lights. The outmost light in each group shall be located in
line with the runway edge lights. The other lights in each group shall be located on 10 foot centers toward the extended runway
centerline. The lights shall be red on the inboard half and green on the outboard half.
(c) Displaced Threshold Lights. Displaced threshold lights shall be located outboard of the runway. The innermost light of each
group shall be located in line with the runway edge lights, and the remaining lights shall be located outward on 10 foot centers on a
line perpendicular to the runway centerline. The runway end lights shall be red all the way around. The displaced threshold lights
shall be green on the outboard half. The inboard half of displaced threshold lights shall be yellow for an instrument runway and
white for a visual runway.
(d) Taxiway Edge Lights. Taxiway edge lights shall emit blue light.
(e) FATO or TLOF Lights. FATO or TLOF lights shall emit yellow light and shall define the limits of the FATO or TLOF.
Both FATO and TLOF lights shall not be lit concurrently.
Rulemaking Authority 330.29(4), 334.044(2) FS. Law Implemented 330.29, 330.30 FS. History–New 10-29-65, Amended 11-23-72, 4-18-76, 11-19-
81, 1-8-85, Formerly 14-60.07, Amended 12-26-95, 10-10-04.
14-60.009 Airspace Protection.
(1) Airspace Obstruction Permit.
(a) Any person proposing the erection, alteration, or modification of any structure that would exceed federal obstruction
standards and which lies within the Department’s jurisdictional area of responsibility is required to obtain an airspace obstruction
permit from the Department. However, such airspace obstruction permits shall be required only where the proposed site is within a
ten nautical mile radius of the geographical center of a publicly owned or operated airport, a military airport, or an airport licensed
by the state for public use.
(b) An Airspace Obstruction Permit Application, DOT Form 725-040-11, Rev. 02/04, incorporated by reference under Rule 14-
60.011, F.A.C., with all required supporting documentation shall be submitted to: Airspace and Land Use Manager, Florida
Department of Transportation, 605 Suwannee Street, M.S. 46, Tallahassee, Florida 32399-0450.
(c) In determining whether to issue a permit, the Department shall consider:
1. The nature of the terrain and height of existing structures.
2. Public and private interests and investments.
3. The character of flying operations and planned developments of airports.
4. Federal airways as designated by the Federal Aviation Administration.
5. Whether the construction of the proposed structure would cause an increase in the minimum descent altitude or the decision
height at the affected airport.
6. Technological advances.
7. The safety of persons on the ground and in the air.
8. Land use density.
9. The safe and efficient use of navigable airspace.
10. The cumulative effects on navigable airspace of all existing structures, proposed structures identified in the applicable
jurisdictions’ comprehensive plans, and all other known proposed structures in the area.
(d) The Department shall not approve an airspace obstruction permit unless the applicant submits documentation showing
compliance with the federal requirement for notification of proposed construction and a valid FAA aeronautical determination. No
permit shall be approved solely on the basis that the proposed structure will not exceed federal obstruction or any other federal
aviation regulation.
(e) Any airspace obstruction permit granted by the Department shall require the applicant’s compliance with obstruction
marking and lighting standards contained herein.
(2) Local Government Ordinance. Any local government airport zoning ordinance, concerning airport hazards, adopted in
accordance with Chapter 333, F.S., shall require obstruction marking and lighting in compliance with the marking and lighting
standards set forth in this rule chapter.
(3) Local Government Variance. Any person filing a request with a local government for a variance from an airport zoning
ordinance in order to erect any structure, or increase the height of any structure, or permit the growth of any tree, or otherwise use
property contrary to the airport zoning regulations shall forward a copy of the application to the Department by certified mail to the
Airspace and Land Use Manager at the Department address in paragraph 14-60.009(1)(b), F.A.C., above.
(a) The Department shall review the application for local government variance, file a response or waive the right of the
Department to respond and provide a copy of the response to the applicant and local government within 45 days of receipt of the
application.
(b) The applicant shall provide to the Department a copy of the local government decision on the application for variance within
ten days of issuance of the decision.
(c) Any variance granted shall require the applicant to install, operate, and maintain obstruction marking and lighting in
compliance with the marking and lighting standards set forth in this rule chapter.
(4) Obstruction Marking and Lighting. Obstruction marking or lighting recommended in an FAA aeronautical determination
shall be considered a requirement for the structure for compliance with Department standards. As minimum standards, the
Department herein incorporates by reference obstruction marking and lighting standards and guidelines described in the U.S.
Department of Transportation, Federal Aviation Administration Advisory Circular 70/7460-1K (AC 70/7460-1K) “Obstruction
Marking and Lighting,” dated August 1, 2000. These standards shall be applied as follows:
(a) Objects that exceed an overall height of 200 feet above ground level (AGL), including any appurtenances, or that exceed any
federal obstruction standard will be required to be marked or lighted as specifically recommended by the FAA. Marking or lighting
of objects lower than 200 feet AGL will be required within specific lateral boundaries of established low level aircraft routes.
(b) Objects which exceed 300 feet AGL up to 500 feet AGL within six nautical miles of a licensed public-use airport or military
airfield, shall be marked or lighted in accordance with specific federal obstruction guidelines for those heights. The white lighting
required for daytime and twilight, for dual lighting with red/medium intensity white systems, shall be medium intensity. The system
includes automatic sensors that change between red and white lighting and also vary the white strobe intensity between twilight and
full day.
(c) Objects which exceed 500 feet AGL, within a six nautical mile radius of a public-use airport or military airfield, shall be
marked or lighted in accordance with specific federal obstruction guidelines for those heights. The white lighting required for
daytime and twilight, for dual lighting with red/high intensity white systems, shall be high intensity.
(d) Objects which exceed 800 feet AGL beyond the six nautical mile radius of public airports or military airfields, shall be
marked or lighted in accordance with specific federal obstruction guidelines for those heights. The white lighting required for
daytime and twilight, for dual lighting, shall be high intensity.
(e) Specific marking or lighting will not be required if both of the following circumstances exist:
1. The object is masked by surrounding objects marked or lighted under these standards, and
2. The FAA specifically recommends deletion of any marking or lighting because of the masking effect.
(f) When the FAA recommends dual lighting for objects less than the heights specified in this rule chapter because of the need
for greater visual conspicuity, the more stringent FAA recommendations shall be required as a condition of the permit issued.
Additionally, when an object does not exceed any federal obstruction standard, but because of its particular location, the FAA
recommends marking and lighting, the FAA recommendation shall be required as a condition of the permit.
Rulemaking Authority 330.29(4), 333.065, 334.044(2) FS. Law Implemented 330.29, 330.35, 333.025, 333.03(5), 333.07, 333.08 FS. History–New
11-23-72, Amended 4-18-76, 11-19-81, 1-8-85, Formerly 14-60.09, Amended 4-19-89, 12-26-95, 8-5-96, 2-11-97, 10-10-04.
14-60.011 Forms.
The following application forms are incorporated by reference into this rule chapter and shall be used to apply for an airspace
obstruction permit or public airport site approval:
FORM NUMBER DATE TITLE
725-040-11 (02/04) Airspace Obstruction Permit Application
725-040-12 (02/04) Public Airport Site Approval Application
Copies of these forms may be obtained by downloading from the FDOT Aviation Office website at
http://www.dot.state.fl.us/aviation/ or contacting the Aviation Office, Florida Department of Transportation, Haydon Burns
Building, MS 46, Tallahassee, Florida 32399-0450.
Rulemaking Authority 330.29(4), 334.044(2) FS. Law Implemented 330.29, 333.025, 333.07, 334.044(27) FS. History–New 11-19-81, Amended 1-
8-85, Formerly 14-60.11, Amended 4-19-89, 12-26-95, 8-5-96, 2-11-97, 10-10-04.
FAA ADVISORY CIRCULAR 150/5395‐1A
SEAPLANE BASES
APPENDIX D
Advisory
Circular
U.S. Department
of Transportation
Federal Aviation
Administration
Subject: Seaplane Bases Date: 8/6/2013
Initiated by: AAS-100
AC No.: 150/5395-1A
Change:
1. Purpose. This advisory circular (AC) provides guidance to assist operators in planning, designing,
and constructing seaplane bases and associated facilities.
2. Application. The FAA recommends the standards and recommendations in this AC for use in the
design of civil seaplane bases. In general, use of this AC is not mandatory. Use of this AC is
mandatory for all projects funded with federal grant monies through the Airport Improvement Program
(AIP) and/or with revenue from the Passenger Facility Charges (PFC) Program. See Grant Assurance
No. 34, Policies, Standards, and Specifications, and PFC Assurance No. 9, Standards and
Specifications.
3. Cancellation. This AC cancels AC 150/5395-1, Seaplane Bases, dated June 29, 1994.
4. Principal Changes. This revision includes the following changes:
a. Update definitions and guidance for filing notices to the FAA, U.S. Army Corps of Engineers,
U.S. Coast Guard, and state, local jurisdictions, chapter 1.
b. Updated site selection guidance in chapter 2.
c. Restructured the advisory circular into guidance and recommendations for off-shore facilities,
chapter 3, shoreline facilities, chapter 4, and on-shore facilities, chapter 5.
d. Clarified the basic components of a public-use seaplane base as suitable water operating area,
which in turn, consists of approach/departure paths, designated sea lane, taxi channel(s), an anchorage
area, and a shoreline ramp or pier (chapter 1). Depending on user needs, shoreline or on-shore
facilities may become basic components (chapters 4 and 5).
e. Clarified that the advisory circular deals primarily with float planes as compared to flying boats
and amphibian water craft.
f. Incorporated selected operational information from FAA-H-8083-23, Seaplane, Skiplanes, and
Float/Ski Equipment Helicopter Operations Handbook that relates to the design of such facilities.
g. Revised table 2-1 to include additional sizes of seaplane bases.
h. Introduced a new paragraph numbering format.
Michael J. O’Donnell
Director of Airport Safety and Standards
AC 150/5395-1A 8/6/2013
ii
TABLE OF CONTENTS
CHAPTER 1. THE SEAPLANE BASE ...................................................................................... 1
1.1 Introduction ...................................................................................................................... 1
1.2 Explanation of Terms ....................................................................................................... 3
1.3 Filing Notice of Seaplane Base Landing Area Proposal .................................................. 4
1.4 Notice of Construction or Alteration ................................................................................ 7
1.5 FAA Aeronautical Study of Existing Objects/Structures ................................................. 7
1.6 Seaplane Base Layout Plan (SBLP) ................................................................................. 8
1.7 U.S. Army Corps of Engineers Regulatory Program ....................................................... 8
1.8 U.S. Coast Guard Approval.............................................................................................. 8
1.9 State and Local Requirements .......................................................................................... 9
CHAPTER 2. SITE SELECTION............................................................................................. 11
2.1 Introduction .................................................................................................................... 11
2.2 Seaplane Characteristics ................................................................................................. 11
2.3 Seaplane Operating Characteristics ................................................................................ 12
2.4 Site Selection Criteria..................................................................................................... 14
2.5 Approach and Departure Paths ....................................................................................... 16
2.6 Sea lane Alignment ........................................................................................................ 17
2.7 Water Currents and Water-Level Variations .................................................................. 18
2.8 Water Surface Conditions .............................................................................................. 18
2.9 Sheltered Anchorage Areas ............................................................................................ 19
2.10 Bottom Conditions ......................................................................................................... 19
2.11 Bird Hazards ................................................................................................................... 19
2.12 Environmental Factors ................................................................................................... 19
CHAPTER 3. OFF-SHORE FACILITIES .............................................................................. 21
3.1 Introduction .................................................................................................................... 21
3.2 Sea Lane - Dimensions and Water Depths ..................................................................... 21
3.3 Taxi Channels ................................................................................................................. 21
3.4 Turning Basins ............................................................................................................... 21
3.5 Anchorage Areas ............................................................................................................ 22
CHAPTER 4. SHORELINE FACILITIES .............................................................................. 27
4.1 Introduction .................................................................................................................... 27
4.2 Ramps ............................................................................................................................. 27
4.3 Slipways ......................................................................................................................... 29
4.4 Piers ................................................................................................................................ 31
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4.5 Fixed Docks.................................................................................................................... 32
4.6 Floating Docks (Floats) .................................................................................................. 34
4.7 Floating Barges .............................................................................................................. 37
4.8 Operating Space Between Shoreline Facilities .............................................................. 37
CHAPTER 5. ON-SHORE FACILITIES................................................................................. 39
5.1 Introduction .................................................................................................................... 39
5.2 Service Apron, Storage/Tie Down Area ........................................................................ 39
5.3 Hangars........................................................................................................................... 41
5.4 Aviation Fuel Service ..................................................................................................... 41
5.5 Hoisting Equipment........................................................................................................ 42
5.6 Marine Railways ............................................................................................................ 43
5.7 Administration Building and Common Public Use Area ............................................... 44
5.8 Parking Areas ................................................................................................................. 45
5.9 Road Access ................................................................................................................... 45
CHAPTER 6. SEAPLANE BASE IDENTIFICATION .......................................................... 47
6.1 Seaplane Base Identification .......................................................................................... 47
6.2 Lighting Within the Water Operating Area.................................................................... 47
6.3 Rotating Beacon ............................................................................................................. 47
6.4 Wind Cones .................................................................................................................... 47
6.5 Shoreline Floodlights ..................................................................................................... 47
6.6 Seaplane Base Marking .................................................................................................. 47
CHAPTER 7. CONSTRUCTION CONSIDERATIONS ........................................................ 51
7.1 Introduction .................................................................................................................... 51
7.2 Preservation of Facilities ................................................................................................ 51
APPENDIX A. U.S. ARMY CORPS OF ENGINEERS PROGRAMS ............................... A-1
APPENDIX B. U.S. COAST GUARD PROGRAMS ............................................................ B-1
LIST OF TABLES
Table 1-1. Jurisdictions Controlling Navigable Bodies of Water ................................................... 9
Table 2-1. Recommended Sea Lane Dimensions, Water Depths, Approach Slopes in Feet
(meters) ...................................................................................................................... 13
Table 6-1. Proportioned Seaplane Base Marker (with or without a black border) ....................... 49
AC 150/5395-1A 8/6/2013
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LIST OF FIGURES
Figure 1-1. Example of seaplane usage at a public recreational area ............................................. 1
Figure 1-2. Example of a seaplane base along Seattle’s Lake Union waterfront ........................... 2
Figure 2-1. Flying boats, a floatplane, and an amphibian ............................................................. 11
Figure 2-2. Seaplane water landing area in relation to a waterfront community .......................... 16
Figure 3-1. Locations of restricted sea lane, turning basins, and taxi channel ............................. 22
Figure 3-2. Anchoring (single anchor line)................................................................................... 23
Figure 3-3. Example of a mooring buoy anchorage area (dual anchor line plus bridle) .............. 23
Figure 3-4. Example of an anchorage area with permanent mooring buoys swing areas. See
subparagraph 3-4 (b) and (c) for dimensional A and B parameters .......................... 24
Figure 4-1. Ramp with submerged ramp toe ................................................................................ 28
Figure 4-2. Illustration of a submerged ramp toe ......................................................................... 28
Figure 4-3. Minimum recommended clearances for a private slipway ........................................ 30
Figure 4-4. Example of a small pier with securing cleats ............................................................. 31
Figure 4-5. Example of Alaskan fixed dock with parking ramps ................................................. 33
Figure 4-6. Illustration of a floating dock (float) and marine railway .......................................... 34
Figure 4-7. Example of a gangway in Alaska ............................................................................... 36
Figure 5-1. Illustration of a seaplane base with various capital improvements ............................ 40
Figure 5-2. Example of a private hoisting platform ...................................................................... 43
Figure 6-1. Seaplane Base Air Marker Proportions ...................................................................... 48
Figure A-1. Application for a Department of the Army Permit - page one ................................ A-2
Figure A-2. Application for a Department of the U.S. Army Corps Permit – page two ............ A-3
Figure A-3. U.S. Army Corps of Engineer Division boundaries ................................................ A-7
Figure B-1. Federal regulations Concerning Private Aids to Navigation, 33 CFR Part 66 ........ B-2
Figure B-2. Private Aids to Navigation Application .................................................................. B-3
Figure B-3. Private Aids to Navigation Application - continued ............................................... B-4
Figure B-4. U.S. Coast Guard Districts ...................................................................................... B-5
8/6/2013 AC 150/5395-1A
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CHAPTER 1. THE SEAPLANE BASE
1.1 INTRODUCTION
The seaplane is in the unique position of being able to provide air service which is practically
impossible with any other kind of craft. It offers the public the speed of the airplane with the
utility of the boat. It has provided a variety of services which has established it as a valuable
means of air transportation. Seaplane landing sites, referred to by this advisory circular as a
seaplane base, will not supplant the need for land airports to serve scheduled air carrier
operations and other flying activities. Note: Photographs are included only for context and
illustration, and do not necessarily represent approved design standards or operating conditions.
1.1.1 Benefits
Aviation as a whole plays a significant role in the nation's economy and in its transportation
network. Every community, whether large or small, needs access to the airways. Seaplanes
serve the flying community like a marina serves boating enthusiasts. Those who engage in
seaplane flying and related activities use a seaplane base as a center of business and pleasure. It
provides an opportunity for charter and concession operators, the tourist industry, and other
enterprises, as well as employment opportunities for commercial pilots, flight instructors, aircraft
mechanics, and flight activity support staff. At some locations the seaplane base has provided
access to water recreation areas while for some communities it helped to supplement major land
airport facilities by utilizing close-in or downtown landing sites that were not possible with a
ground airport. In other cases, nonscheduled or scheduled intrastate seaplane passenger-service
routes have proven desirable where surface transportation by land or water vessel is tedious and
time consuming. Figures 1-1 and 1-2 illustrate examples of seaplane bases for a public
recreational area and a city’s waterfront.
Figure 1-1. Example of seaplane usage at a public recreational area
AC 150/5395-1A 8/6/2013
2
Figure 1-2. Example of a seaplane base along Seattle’s Lake Union waterfront
1.1.2 Design Questions
In the continued expansion in the field of aviation, consideration should be given to the
utilization of the suitable shorelines, lakes, rivers, and harbors which offer natural landing sites
for seaplane operations. The design problem concerning seaplane bases poses such questions as:
When a community determines the need for a seaplane base, where should it be located? Given
that the site has a suitable water operating area, what types of shoreline and off-shore facilities
are available? If a community improves its seaplane base with on-shore facilities, what design
items are important? What FAA federal forms must a proponent for a new seaplane base fill
out? It is the purpose of this advisory circular to answer questions such as these and to assist
local communities or persons interested in solving aviation problems regarding seaplane bases.
1.1.3 Community Relationships
Although each community and each proposed site is different, a relationship does exist in which
the operational use of seaplanes must be coordinated with other users and interested parties of
the community.
1.1.4 Components of a Public-Use Seaplane Base
A basic public-use seaplane base, which is within a suitable water operating area, consists of
approach/departure paths, designated sea lane, taxi channel(s), an anchorage area, and a shoreline
ramp or pier. Depending on the necessary documentation, the seaplane base may include other
shoreline facilities, such as, docks, to the more highly developed on-shore facilities, such as, an
apron, service hangar, repair shop, and buildings for public use and administration (aviation
purposes). Chapter 3 discusses the term “water operating area” in detail.
8/6/2013 AC 150/5395-1A
3
1.2 EXPLANATION OF TERMS
The following definitions are relevant to this advisory circular. U.S. Codes of Federal
regulations (CFR), advisory circulars, and other publications are available on www.faa.gov.
a. Anchorage Area. An area designed specifically for the parking of seaplanes. (Reference:
Advisory Circular 150/5300-18B, General Guidance and Specifications for Submission of
Aeronautical Surveys to NGS: Field Data Collection and Geographic Information System (GIS)
Standards.)
b. Aircraft Landing and Takeoff Area. Any area of land, water, or structure used or
intended to be used for the landing and takeoff of aircraft.
c. Airport. An area of land or water that is used or intended to be used for the landing and
takeoff of aircraft and includes its buildings and facilities if any (Reference: Title 14 CFR Part 1,
Definitions and Abbreviations). For this purpose the term “airport” includes airport, heliport,
helistop, vertiport, gliderport, seaplane base, ultra-light flightpark, manned balloon launching
facility, or other aircraft landing or takeoff areas.
d. Docking Area. A defined area on a seaplane base either fixed or floating, intending to
accommodate seaplanes for the purposes of loading or unloading passengers or cargo, or
refueling, parking, or maintenance. (Reference: AC 150/5300-18B.)
e. Gangway. A movable walkway where people board and disembark decks, piers, and
barges.
f. Hazard to Air Navigation. Any obstruction to air navigation having a substantial
adverse effect upon the safe and efficient use of the navigable airspace by aircraft or upon the
operation of an air navigation facility. An obstruction to air navigation is presumed to be hazard
to air navigation until an FAA study determines otherwise. Note: 14 CFR, Part 77, Safe,
Efficient Use, and Preservation of the Navigable Airspace, Subpart C, Section 77.17 Obstruction
Standards, establishes the standards for determining obstructions to air navigation.
g. Mooring. A fixed permanent installation on the water surface used to secure seaplanes.
The seaplane may be moored to a floating buoy, a pier, dock, etc.
h. Mooring Buoy. A buoy connected by chain or cable to a permanent unmovable anchor
sunk deeply into the bottom of a body of water.
i. Notice of Landing Area Proposal (FAA Form 7480-1). 14 CFR Part 157, Notice of
Construction, Alteration, Activation, and Deactivation of Airports, requires all person to notify
the FAA at least 90 days before and construction, alteration, activation, deactivation, or change
to the status or use of a civil or joint-use (civil/military) airport.
j. Obstruction. Any object, including a parked aircraft, which may hinder aircraft
operations or which may have an adverse effect upon the operation of an air navigation facility.
k. Obstruction to Air Navigation. An object of greater height than any of the heights or
surfaces presented in subpart C of Title 14 CFR Part 77, Standards for Determining Obstructions
to Air Navigation or Navigational Aids or Facilities. This includes any object for example a
parked aircraft located in navigable airspace.
AC 150/5395-1A 8/6/2013
4
l. PATON (Private Aids to Navigation). Any marine aid to navigation installed and
maintained by anyone other than the U.S. Coast Guard. (i.e., Federal, State, county, city, town
government agency, private individual, or company).
m. Public-use Airport. Any airport that is available for use by the general public without a
requirement for prior approval of the owner or operator. (Reference: FAA Order 5010.4 and AC
150/5200-35A, Submitting the Airport Master Record in Order to Activate a New Airport.)
n. Private-use Airport. Any airport available for use by the owner only or by the owner
and other persons authorized by the owner. (Reference: latest edition AC 150/5200-35A,
Submitting the Airport Master Record in Order to Activate a New Airport.)
o. Seaplane. An airplane on floats (amphibious or non-amphibious) or a flying boat (water-
only or amphibious) (Reference: AC 91-69A, Seaplane Safety for 14 CFR Part 91 Operators,
Definitions). Note: Status of Seaplanes as Vessels determined by U.S. Coast Guard Regulation,
Navigation Rules: International – Inland, quotes the following definition: “The word “vessel”
includes every descriptions of water craft, including non-displacement craft and seaplanes, used
and or capable of being used as a means of transportation on water.” Hence, a seaplane is
classified as a vessel once it lands on the water and, as such, is required to comply with the U.S.
Coast Guard navigations rules applicable to vessels. Adherence to section 14 CFR Part 91.115
should ensure compliance with the U.S. Coast Guard rules.
p. Seaplane Base. A dedicated area of water used or intended to be used for the landing and
takeoff of seaplanes, water taxiing, anchoring, ramp service, possibly with shoreline, and on-
shore facilities.
q. Sea Lane. A defined path within a water operating area dedicated for the landing and
takeoff run of seaplanes along its length. A marked sea lane is defined as a sea lane that has its
four corners identified by visual markers such as buoys.
r. Turning Basin. A water area used for the water taxi maneuvering of seaplanes along
shoreline facilities and at the ends of a narrow sea lane.
s. Taxi channel. A water channel used for the movement of seaplanes between shoreline
facilities and the sea lane.
t. Water Operating Area. A designated area on a body of water deemed suitable to
facilitate seaplane operations for landing, takeoffs, and water taxiing. At a minimum the water
operating area should consist of a sea lane, a taxi channel, a turning basin (where the width of the
sea lane in restricted), an anchorage area or a shoreline ramp or pier.
1.3 FILING NOTICE OF SEAPLANE BASE LANDING AREA PROPOSAL
For the purposes of Federal filing requirement, seaplane bases are considered to be airports. In
order to establish or modify a seaplane base, notification to FAA by the proponent is required
under 14 CFR Part 157, Notice of Construction, Alteration, Activation, and Deactivation of
Airports, when no Federal financial assistance has been requested (Federal agreement). This
filing requirement applies both to public-use and private-use seaplane bases. When Federal
financial assistance is given, the proponent instead must obtain an FAA-approved Seaplane Base
Layout Plan by working closely with their FAA ADO or Airports Regional Office. Please see
paragraph 1.6, Seaplane Base Layout Plan (SBLP), for details. Filed Notice is submitted on
8/6/2013 AC 150/5395-1A
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FAA Form 7480-1, copies of which may be obtained from the FAA Airport District Office
(ADO) or the Airports Regional Office that serves your geographic area.
1.3.1 14 CFR Part 157
Title 14 CFR Part157 requires any person (without a Federal agreement) who intends to do any
of the following to notify the FAA of their intent:
a. Construct or otherwise establish a new airport or activate an airport.
b. Construct, realign, alter, or activate any runway, sea lane, or other aircraft landing or
takeoff area.
c. Deactivate, discontinue using, or abandon an airport or any landing or takeoff area of an
airport for a period of one year or more.
d. Construct, realign, alter, activate, deactivate, abandon, or discontinue using a taxiway or
taxi channel associated with a landing or takeoff area on a public use airport.
e. Change the status of an airport from private use to public use or from public use to
private use.
f. Change any traffic pattern or traffic pattern altitude or direction.
g. Change anticipated aeronautical operations, e.g., from VFR to IFR.
1.3.2 Filing a Notice of Intent
When a notice of intent is filed to establish a seaplane base on a body of water, the resulting
FAA determination is for seaplanes landing on and taking off from that body of water. In the
case of publically-owned bodies of water, the FAA will issue determinations to subsequent
proponents for seaplane bases proposing to utilize the same body of water. In these cases, the
subsequent FAA determinations may contain limitations that apply collectively to all previous
FAA seaplane base determinations. Subsequent determinations, however, do not normally affect
a prior proponent's mooring areas.
1.3.2.1 It is not uncommon for a point to be reached where seaplane operations to or from
different landing and takeoff areas in close proximity to each other must be coordinated to ensure
safe and efficient use of the airspace. The FAA will identify the coordination procedures that
must be implemented to prevent traffic pattern overlap of adjacent aircraft landing and takeoff
areas and their respective approach and departure paths.
1.3.2.2 The FAA airspace determination is independent of permission granted by local
authorities to use the water area. The proponent may seek and obtain permission to use the water
prior to or subsequent to an airspace determination. However, local authorities may require an
FAA airspace determination as a prerequisite for granting permission to use the water area.
1.3.3 Filing Process - Activation of a New Public-Use Seaplane Base
The proponents of all proposed, new public-use seaplane bases should contact the nearest FAA
Airports Regional Office or Airports District Office (ADO) and prepare an FAA Form 7480-1,
available at http://www.faa.gov/forms/. Proponents should submit the completed form back to
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the FAA Airports Regional Office or ADO. This action may be the first information available to
the FAA about the proposed, new public-use seaplane base.
1.3.3.1 Results of your Aeronautical Study. When the FAA receives the completed FAA
Form 7480-1, it will initiate an aeronautical study. Once it completes the aeronautical study, the
FAA issues an airspace determination letter to the proponent specifying the results of the FAA
aeronautical study. There are three airspace determinations: (1) no objection, (2) no objection
with conditions, and (3) objectionable. The letter will include a blank FAA Form 5010-3,
Airport Master Record (Newly Established Public Use Airports, and advises the proponent to fill
out the form and submit it to the FAA after the seaplane base becomes operational).
1.3.3.2 Expect an On-site Inspection. When the FAA receives the FAA Form 5010-3 from
the proponent, the FAA Airports Regional Office or ADO will assemble and provide to FAA
Airport Engineering Division (AAS-100) an electronic “5010 package” containing, at a
minimum, a copy of the airspace determination letter, a copy of FAA Form 7480-1, and the
original Form 5010-3. In turn, the FAA Airport Engineering Division will ask the FAA or State
airport inspector to conduct and provide inspection results to AAS-100 using the filled out Form
5010-3 by the proponent. If the FAA or State inspector is unable to physically inspect a newly
established public-use seaplane base, then AAS-100 will obtain complete airport data from the
airport manager or proponent.
1.3.3.3 Receiving your Seaplane Base Location Identifier. The FAA or State airport
inspector after inspecting the seaplane base will submit a revised Form 5010-3 to AAS-100.
AAS-100 will review the inspection data for accuracy, assign the seaplane base a site number,
and forward the Form 5010-3 to the Air Traffic Organization. Air Traffic will enter the seaplane
base into the FAA’s National Airspace System and assign it the permanent location identifier.
Lastly, the proponent will receive a letter with their Location ID.
1.3.3.4 State Aviation Agency Requirements. When establishing a new public-use landing
area, it is advised that the proponent also contact the State Aviation Agency for additional
guidance on State aviation requirements.
1.3.4 Filing Process - Activation of New Private-Use Seaplane Bases
The airport proponent of all proposed, new private-use seaplane bases should contact the FAA
Airports Regional Office or ADO and prepare a FAA Form 7480-1, Notice of Landing Area
Proposal, available at http://www.faa.gov/forms/. Proponents should submit the completed form
to the FAA Airports Regional Office or ADO. This action is usually the first information
available to the FAA about proposed, new private-use airports.
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1.3.4.1 Results of your Aeronautical Study. When the FAA receives the FAA Form 7480-1,
it will initiate an aeronautical study. Once it completes the aeronautical study, the FAA issues an
airspace determination letter to the proponent. There are three airspace determinations: (1) no
objection, (2) no objection with conditions, and (3) objectionable. In addition to notifying the
airport proponent of the results of the FAA aeronautical study, it also includes a blank Form
5010-5, Airport Master Record (Newly Established Private Use Airports). The letter advises the
proponent to fill out the form and submit it to the FAA when the seaplane base becomes
operational.
1.3.4.2 No On-site Inspection. When the Form 5010-5 is received from the proponent, the
FAA Regional Airports Office or ADO will assemble and provide to the FAA Airport
Engineering Division (AAS-100) an electronic “5010 package” containing, at a minimum, a
copy of the airspace determination letter, a copy of FAA Form 7480-1, and the original Form
5010-5. No on-site inspection will be conducted.
1.3.4.3 Receiving your Seaplane Base Location Identifier. AAS-100 will review the
completed FAA Form 5010-5 for reasonableness and accuracy. When necessary, AAS-100 may
seek clarification from the proponent or the appropriate FAA Airports Regional Office or ADO.
Upon completion, AAS-100 will assign a site number to the landing area and transmits the
original FAA Form 5010-5 to Air Traffic. Air Traffic will enter the seaplane base into the FAA’s
National Airspace System and assign it the permanent location identifier. Lastly, the proponent
will receive a letter with their Location ID.
1.3.4.4 State Aviation Agency Requirements. When establishing a new private-use landing
area, it is advised that the proponent also contact the State Aviation Agency for additional
guidance on State aviation requirements.
1.4 NOTICE OF CONSTRUCTION OR ALTERATION
Title 14 CFR Part 77, Objects Affecting Navigable Airspace, Subpart C, Obstruction Standards,
requires any person who intends to construct or alter any building or structure on, or in the
vicinity, of an existing or proposed airport (including a seaplane base) available for public use to
notify the FAA of their intent. This action allows the FAA to evaluate the potential impact of
such action on air navigation at the seaplane base and other nearby airports. This protection of
the seaplane base applies only if their sea lane(s) is outlined by visual markers. This visual
identification offers a greater level of safety. FAA Form 7460-1, Notice of Proposed
Construction or Alteration is used to submit the required notice and is made available at
http://www.faa.gov/forms/.
1.5 FAA AERONAUTICAL STUDY OF EXISTING OBJECTS/STRUCTURES
The FAA conducts aeronautical studies of existing structures whenever there is a need to
determine their physical or electromagnetic effect on the use of the navigable airspace and
navigation facilities. Situations that normally result in an aeronautical study of existing structures
include but are not limited to:
a. A determination as to whether an obstruction to air navigation has a substantial adverse
effect upon the safe and efficient use of navigable airspace;
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b. A change in an aeronautical procedure at a seaplane base with a marked water operating
area;
c. A request for technical assistance in the design and development of a seaplane base with
a marked water operating area;
d. A determination as to whether an object should be altered, removed, marked, or lighted;
e. A determination as to whether marking and lighting can be reduced or removed without
adversely affecting aviation safety, or whether marking and lighting should be added, intensified,
or expanded to make pilots better aware of an object's presence;
f. A determination of an existing activity's electromagnetic effects upon a navigational aid
or communications facility; or
g. A recommendation to the Federal Communications Commission concerning the erection
or dismantling of an antenna.
1.6 SEAPLANE BASE LAYOUT PLAN (SBLP)
All seaplane base development financed with Federal funds must be in accordance with an FAA
approved SBLP.
1.6.1 FAA-approved SBLP
An FAA approved SBLP is a determination considering all known obstructions to air navigation
and all proposed construction whose exact location and dimensions are identified on the SBLP.
Approval of a Federal agreement SBLP includes items shown on the plan, such as terminal
buildings, NAVAIDs, lighting, fences, cargo facilities and maintenance or service areas.
Structures in industrial area development, motels, storage hangars, and other non-aviation
development inside the seaplane base boundary are also appropriate items for inclusion in the
SBLP. The SBLP is similar to the ALP described in the latest edition of AC 150/5070-6, Airport
Master Plans.
1.6.2 SBLP Approval
Approval of a SBLP does not constitute approval of structures unless so indicated on the SBLP.
1.7 U.S. ARMY CORPS OF ENGINEERS REGULATORY PROGRAM
The U.S. Army Corps of Engineers is charged with maintaining and regulating the use of
navigable waterways. The U.S. Army Corps' regulatory program concerns the integrity of
navigation channels and the quality of the waters of the United States, including the territorial
seas. Activities and fixed facilities requiring U.S. Army Corps permits include but are not limited
to dredging, filling, breakwaters, boat ramps, piers, bulkheads, and riprap.
1.7.1 Appendix A contains the application forms and other information required to apply for a
Department of the Army permit.
1.8 U.S. COAST GUARD APPROVAL
The U.S. Coast Guard is charged with marking navigable waterways. Markers of the type used
to identify sea lanes are classified as private aids to navigation (PATON) and require U.S. Coast
Guard approval.
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1.8.1 Appendix B contains the application form and instructions for completing the application
form as well as addresses of Coast Guard District Commanders.
1.9 STATE AND LOCAL REQUIREMENTS
1.9.1 State Approval
Many state aviation agencies or similar local authorities require notice or application for the
establishment of seaplane water operating areas, to allow issuance of a state approval, permit, or
license. Requirements vary and may depend on factors such as: ownership, public or private use,
commercial activities, type and number of based seaplanes, and type and number of seaplane
operations. Coordination with the state's department of transportation or aviation agency is
recommended. It is recommended to always check with Federal or local officials in advance of
operating on unfamiliar bodies of water. In addition to the agencies listed in table 1-1, the nearest
Flight Standard District Office can usually offer some practical suggestions as well as regulatory
information (see FAA publication Aeronautical Information Manual AIM).
Table 1-1. Examples of Jurisdictions Controlling Navigable Bodies of Water/Authority to
Consult for Use of a Body of Water
Location Authority Contact
Wilderness Area U.S. Department of Agriculture, Forest Service Local forest ranger
National Forest U.S. Department of Agriculture, Forest Service Local forest ranger
National Park U.S. Department of the Interior, National Park Service Park Superintendent
Tribal Resources U.S. Department of the Interior, Bureau of Indian Affairs Local Bureau office
State Park State government or state forestry or park service Local state aviation
office for further
information
Source: Aeronautical Information Manual
1.9.2 Local Approval
Most communities have zoning laws, building codes, fire regulations, and environmental, noise,
or similar ordinances. A review should be made to determine whether local laws, rules, and
regulations affect the establishment and operation of a seaplane base. Notice: U.S. Army Corps
of Engineers permits are still required in addition to any state or local permits.
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CHAPTER 2. SITE SELECTION
2.1 INTRODUCTION
This advisory circular provides site selection criteria based on the physical characteristics of
seaplanes, their unique operating characteristics, and the interplay of wind and water current and
water depth. Designers will observe because of these differences this advisory circular
recommends larger dimensional clearances and separations for seaplane base and their facilities
as compared to land airports.
2.2 SEAPLANE CHARACTERISTICS
There are two main types of seaplanes: flying boats (often called hull seaplanes) and floatplanes
as shown in figure 2-1. This advisory circular primarily deals only with the floatplanes (referred
to as seaplanes) with some occasional reference to amphibian aircraft. The characteristics
described below from FAA publication FAA-H-8083-23, Seaplane, Skiplane, and Float/Ski
Equipment Helicopter Operations Handbook, are the more pertinent characteristics used in this
advisory circular.
Figure 2-1. Flying boats, a floatplane, and an amphibian
2.2.1 Floatplanes
Floatplanes typically are conventional land airplanes that have been fitted with separate floats
(sometimes called pontoons) in place of their wheels. The fuselage of a floatplane is supported
well above the water’s surface. For the purpose of this advisory circular, the term “seaplane”
will be used in place of the term “floatplane.”
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2.2.2 Flying Boats
The bottom of a flying boat’s fuselage is its main landing gear. This is usually supplemented
with smaller floats near the wingtips, called wing or tip floats. Some flying boats have sponsons,
which are short, wing like projections from the sides of the hull near the waterline. Their
purpose is to stabilize the hull from rolling motion when the flying boat is on the water, and they
may also provide some aerodynamic lift in flight. Tip floats are sometimes known as sponsons.
The hull of a flying boat holds the crew, passengers, and cargo; it has many features in common
with the hull of a ship or boat.
2.2.3 Amphibians
Some flying boats and floatplanes are equipped with retractable wheels for landing on dry land.
These aircraft are called amphibians. On amphibious flying boats, the main wheels generally
retract into the sides of the hull above the waterline. The main wheels for amphibious floats
retract upward into the floats themselves, just behind the step.
2.3 SEAPLANE OPERATING CHARACTERISTICS
The following discussions highlight several operational difficulties that seaplane pilots face as
compared to pilots operating land aircraft. As a result, this advisory circular addresses such
difficulties by offering larger sea lanes than paved runways and greater water operating areas to
maneuver seaplanes near objects (reference: FAA-H-8083-23, Seaplane, Skiplane, and Float/Ski
Equipment Helicopter Operations Handbook).
2.3.1 No Brakes
Many of the operational differences between land airplanes and seaplanes relate to the fact that
seaplanes have no brakes. From the time a seaplane casts off or is untied, the seaplane floats
freely along the water surface. That is, it is virtually always in motion due to the wind and
current effects, propeller thrust, and inertia. This drifting causes seaplane pilots to take
deliberate actions to control such movement. Hence, to help pilots maintain safer water
operations, this advisory circular recommends extra dimensional space design criteria for taxi
channels, turning basins, and for maneuvering seaplanes towards and within seaplane bases
located in the water operating area and the shoreline.
2.3.2 Weathervaning
Another major operational difference is the effect of the wind to cause an airplane to
weathervane while on the water, i.e., yaw the nose into the wind. This tendency, which is less
pronounced on land airplanes but very evident in seaplanes, can possibly impact the pilot’s
ability to maneuver seaplanes. Hence, this advisory circular addresses this condition by
providing design criteria with extra dimensional space for anchoring and mooring seaplanes in
the anchorage area (anchors and mooring buoys), tie downs at piers/docks, and for water taxiing
along shoreline facilities.
2.3.3 Sea Lanes
As discussed in the following subparagraphs, seaplanes as compared to land airplanes must
overcome different performance factors during air and water operations. For these reasons,
Table 2-1 prescribes recommended sea lane lengths and widths, water depths, and approach
slopes tied to varied usages. As shown by table 2-1, the minimum recommended sea lane
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dimensions are at least 2,500 feet (750 m) in length by 200 feet (60 m) in width. This size will
accommodate a restricted sea lane width down to the minimum recommended width of 100 feet
(30 m) by providing 200-foot (60 m) diameter turning basin at each end. Although a depth of 6
feet (1.8 m) is preferable, a minimum depth of 3 feet (1 m) is adequate for single-engine
operations.
2.3.3.1 Landing. When a landplane makes an approach at a towered airport, the pilot can
expect that the runway surface will be flat and free of obstructions. Wind information and
landing direction are provided by the tower. In contrast for water operations, the pilot must
make a number of judgments about the safety and suitability of the water landing area, evaluate
the characteristics of the water surface, determine wind direction and speed, and choose a
landing direction. Additionally it is quite rare for active land airport runways to be used by other
vehicles, but it is common for seaplane pilots to share their landing areas with boats, ships,
swimmers, jet-skis, wind-surfers, or barges, as well as other seaplanes. Once landed, water
taxiing is more complicated given that seaplanes are in constant motion without the benefits of
braking actions.
Table 2-1. Recommended Sea Lane Dimensions, Water Depths, Approach Slopes in Feet
(Meters)
Minimum
length
Notes 1, 2
Minimum
width
Minimum water
depth
Note3
Remarks
2,500 200 3
Note 4
Minimum for limited float plane operations.
Approaches should be 20:1 or flatter for a distance of at
least 2 miles.
3,500 300 4
Note 4
Minimum for limited commercial operations.
Approaches also used for departures should be 40:1 or
flatter for a distance of at least 2 miles.
5,000 500 10 Minimum for extensive commercial operations.
Approaches also used for departures should be 40:1 or
flatter for a distance of at least 2 miles.
10,000 700 15 Generally unlimited. Approaches also used for
departures should be 50:1 for a distance of 2 miles.
Notes:
(1) The lengths indicated in the table are for calm water, no wind, sea level elevation conditions at the
standard temperature of 59 degrees Fahrenheit.
(2) The length shown shall be increased (corrected length) at the rate of one-half of one percent for
each degree that the mean temperature of the hottest month of the year averaged over a period of one
year exceeds the standard temperature of 59 degrees Fahrenheit.
(3) The length shown needs to be increased by 7 percent per 1000 feet (300 m) of elevation above sea
level to compensate for the change in density altitude.
(4) Although a depth of 6 feet (1.8 m) is preferable, a minimum depth of 3 feet (1 m) is adequate for
single-engine operations.
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2.3.3.2 Takeoff. For most seaplanes, the water takeoff run is usually much longer than the
landing takeoff run. In a landplane, takeoff distance increases with additional takeoff weight for
two reasons: it takes longer for the engine and propeller to accelerate the greater mass to lift-off
speed and the lift-off speed itself is higher because the wings must move faster to produce the
extra lift required. In comparison for seaplanes, there are two additional factors, both due to
water drag. As seaplane weight increases, the floats sink deeper into the water, creating more
drag during initial acceleration. As with the landplane, the seaplane must also accelerate to a
higher airspeed to generate more lift, but the seaplane must overcome significantly more water
drag force as speed increases. This extra drag reduces the rate of acceleration and results in a
longer takeoff run.
2.3.3.3 Climb and Cruise. When comparing the performance of a land airplane with wheels
to the same seaplane equipped with floats, the drag and weight penalty of the floats usually
results in a reduced climb rate for any given weight. Likewise, cruise speeds will usually be a
little lower for a particular power setting. This in turn means increased fuel consumption and
reduced range.
2.4 SITE SELECTION CRITERIA
Paragraphs 2.5 through 2.13 provide proponents site selection criteria for determining a safer and
more efficient seaplane base. Note: For federally funded seaplane bases, the sponsor, the federal
government, or a public agency are required to hold good title to the areas of the airport used or
intended to be used for landing, takeoff, and surface maneuvering of the aircraft, or assures that
good title will be required (See Title 49 United States Code § 47106(b)(1)).
2.4.1 Seaplane Base Operations
The necessary size of a seaplane landing/takeoff and water taxiing areas will depend upon at a
minimum on the following factors:
a. the performance characteristics and number of seaplanes expected to use the water
operating area,
b. presence or absence in the surrounding area of existing or potential obstructions,
c. strength of water currents, water depth, wave action,
d. shoreline, river, or channel geography,
e. local regulations, and
f. noise considerations.
2.4.2 Water and Shore Relationships
Location of the water operating area and related off-shore, shoreline, and on-shore development
will be influenced by these factors:
a. presence of other seaplane bases and airports in the general area;
b. public accessibility;
c. character of development within the surrounding area;
d. commercial ship and pleasure boating activities.
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2.4.2.1 Meteorological and atmospheric conditions, such as fog, wind, and smoke figure 2-2,
illustrates a favorable relationship of a seaplane base to a typical community in general terms and
more particularly to the other waterfront activities. Two seaplane base locations are illustrated in
this “close” relationship with town businesses, the industrial waterfront area, and the
convenience of access routes to the residential areas. In addition, the approach/departure paths
and the traffic pattern do not pass over the existing community. Pleasure boating can operate
along the west shoreline with safety and without interference or disturbance from seaplane
operations. If the community can attract itinerant aviation it would be possible to provide
additional shoreline facilities, such as a floating dock with tiedowns, for enplaning and deplaning
passengers. Seaplane servicing is provided at the main north hangar facility. In general, river
shipping is along the east shoreline with ample seaplane turning and docking area north of the
railroad and bridge. This site location further offers protection to both seaplane base sites from
down-river currents and prevailing north winds. All takeoff climbs and approaches are over
water, thereby providing a higher degree of safety as compared to over land paths.
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Figure 2-2. Seaplane water landing area in relation to a waterfront community
2.5 Approach and Departure Paths
The recommended location for seaplane approach/departure paths is over water, wherever
possible. This site selection criterion permits reasonably safer landings during the approach and
during the initial takeoff climb in the event of power failure. This selection criteria further helps
to avoid flying over populated areas, beaches, and similar shore development. In terms of
approach slopes, the ideal approach path is one that is straight and which permits unobstructed
approaches over water at an approach slope of at least 20:1 with ample clearance on either side
of the path’s center line. Where commercial service operations are anticipated, it is
recommended that the approach slope be 40:1 or flatter to facilitate departures into the approach
path. Where a suitable sea lane (within the water operating area) exists but the shore and
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surrounding development prohibits straight-in approach and departure paths, an over-water
climbing turn or let-down procedure may be possible. To avoid operational limitations, the
approach/departure paths should be clear of obstructions to air navigation (see paragraphs 1.3
and 1.4). For example, approach/departure paths should be clear of established shipping or
boating lanes. If an obstruction to air navigation is determined to be a hazard to air navigation
and cannot be altered or removed, the FAA will impose seaplane operational limitations, e.g.,
limit the type of seaplane operations as a means to mitigate the hazard determination. Another
mitigating alternative is the practice of lighting or/and marking of evaluated obstructions to air
navigation which in turn may preclude such an object as being a determined as a hazard. Thus
this practice may alone avoid the need for operational limitations. The latest edition of Advisory
Circular 70/7460-1, Obstruction Marking and Lighting prescribes standards for marking and
lighting of obstructions.
2.6 SEA LANE ALIGNMENT
As previously discussed, the dedicated sea lane used for landing and takeoff operations
constitutes a minimum facility within the water operating area.
2.6.1 Unmarked Sea Lanes - Operational Flexibility
An unmarked sea lane within a water operating area is the choice of many seaplane pilots. This
practice allows the pilot to take advantage of the entire water operating area in order to adjust
landing and takeoff operations for the existing water currents, wind direction, and the height of
wave action. FAA publications, FAA-H-8083-23, Seaplane, Skiplane, and Float/Ski Equipment
Helicopter Operations Handbook, provides seaplane pilots in-depth discussions on how to pilot
the various landing and takeoff operating conditions encounter by seaplane pilots.
2.6.2 Marked Sea Lanes - Prevailing Winds
According to 14 CFR § 77.3, a “seaplane base is considered to be an airport only if its sea lanes
are outlined by visual markers.” Therefore it is advisable that the sea lane be designated
(marked) with a minimum of two visual markers identifying each end of the sea lane, and
aligned to provide maximum wind coverage. With the location of the sea lane ends marked
accordingly, a safety benefit is achieved by facilitating the application civil airport imaginary
surfaces described in part 77. As with land runways, the direction and velocity of prevailing
winds over the surface of the water will be the controlling factor in determining the direction of
the sea lane. It is not necessary to consider winds of three miles per hour or less when making
these determinations. The designer is alerted to the fact that the influences of approach/departure
paths, shoreline, and the strength of the water current need to be considered in aligning a sea
lane. This design note is given because the peculiarities of surface currents and winds over
water, the channelizing effect caused by shore-line terrain or banks, and the effects of thermal air
currents will produce wind conditions over water which will in many cases be at variance with
wind data collected from land areas as close as a quarter of a mile away from the shore.
Additionally, it may be desirable to limit wind analyses to wind data taken only during daylight
hours since seaplane operations are almost nil after dark.
2.6.3 Wind Data
Recorded wind observations taken in the immediate vicinity of the site over an extended period
of time are the most desirable. When local observations are not available, data from a nearby
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locality or airport can be used. Keep in mind that wind data of this source may not be directly
applicable to the site considered, as many on-site factors can change wind conditions
considerably. Therefore, it is important that the latter type of data be checked by comparing the
observed wind conditions at the proposed water operating area with winds being observed at the
nearby location. It is recommended that these comparisons should be made under conditions of
high and low wind velocity, from all quadrants, on both clear and cloudy days, and at
substantially different temperatures. Information concerning the study and use of recorded wind
rose data is available in the latest edition of AC 150/5300-13, Airport Design. Lacking data from
these sources, it is advisable to consult local sailing and boating interests or residents of the area
who may be able to supply general information regarding the winds in the vicinity of the water
operating area.
2.7 WATER CURRENTS AND WATER-LEVEL VARIATIONS
2.7.1 Water Currents
It is recommended that the landing and takeoff areas be located where the currents are less than 3
knots (5 mph). Landing and take-off operations can be conducted in water currents in excess of 6
knots but any taxiing operation between the sea lane (or water operating area) and the shoreline
facilities will usually require the assistance of a surface craft. Currents in excess of 3 knots
usually cause some difficulty in handling seaplanes, particularly in slow taxiing mode while
approaching piers, floating docks, or in beaching operations like ramps. Hence, it is preferable to
have the current flow away from the dock or floating docks. In some cases undesirable currents
may be offset to some extent by pilots by advantageous prevailing winds. Locations of the
following types should be avoided:
a. Where the currents exceed 6 knots (7.0 mph);
b. Where unusual water turbulence is caused by a sharp bend in a river, the confluence of
two currents, or where tide rips are prevalent.
2.7.2 Water Levels
As a general rule if the change in water levels exceeds 18 inches, it will be necessary to utilize
floating structures or moderately inclined beaching accommodations to facilitate handling of
seaplanes at the shoreline or water front. Where water-level variations are in excess of 6 feet,
special or extended developments to accommodate seaplanes must be made. These
developments might require a dredged channel, extended piers or special hoisting equipment
depending upon the slope of the shore. It follows that the greater the water variation, the more
extensive will be the facility requirements. It is recommended that designers use a listing of tidal
ranges that can be expected at various coastal points around the United States to address these
factors.
2.8 WATER SURFACE CONDITIONS
All evaluations of the water surface conditions should include height of wave action and
existence of floating debris. Open or unprotected water operating areas may become so rough
under certain conditions of winds and currents as to prohibit operations; hence, the varying water
conditions at the proposed site must be investigated. The most desirable conditions exist where
the surface of the water is moderately disturbed; having ripples or waves approximately 3 to 6
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inches in height. The average light seaplane (3,000 pounds or less), equipped with twin floats,
can generally be operated safely in seas running to about 15 inches measured from crest to
trough, while 18-inch seas will restrict normal safe operations of these seaplanes. Larger float-
equipped or hull-type aircraft ranging in weight from 3,000 to 15,000 pounds can generally be
operated safely in seas running as high as 2 feet measured from crest to trough. At the other
extreme, smooth or dead calm water is undesirable because of the difficulty experienced in
lifting the floats or bull from the water during take-off. Lastly, the presence of floating debris
must be determined. Areas in which there is an objectionable amount of debris for considerable
periods of time should be avoided.
2.9 SHELTERED ANCHORAGE AREAS
A sheltered area that is protected from winds and currents is recommended, particularly if
overnight or unattended seaplane tie-ups are to be made at locations where sudden and
sometimes unexpected storms or squalls develop. To facilitate seaplane base growth, a cove,
small bay, or other protected area is desirable for use since it offers additional seaplane
anchorage or mooring area to relieve piers, docks, and onshore apron tiedowns. Other related
information concerning anchorage areas are found in paragraph 3.5, Anchorage Areas.
2.10 BOTTOM CONDITIONS
The type and condition of the bottom at the site of a proposed seaplane base can influence the
arrangement of the various components thereof, the means of construction of the fixed structures,
and the water operation areas to and from the shoreline. Reservoirs and other artificial bodies of
water often are flooded natural land areas and frequently are not grubbed (stumps and logs
removed) before flooding. This situation causes anchors and anchor lines to foul and, over a
period of time, can create a hazard if these submerged objects rise to the surface and remain
partially or totally submerged. Obstructions which project from the bottom and constitute a
hazard should be removed or, if this is impractical, must be suitably and conspicuously marked
to indicate their presence to those utilizing the water operating area. A hard bottom composed of
shale or solid rock formations will make the construction of fixed off-shore structures difficult
and costly. Anchors also tend to drag over this type of bottom. This leads to the use of mooring
anchorage which is a permanently fixed installation. Unless specially designed mooring anchors
are used, precautions should be taken by selecting a more suitable anchorage area. Where
boulders are found on the bottom, some construction difficulties may be encountered and anchor
lines may tend to foul. Mud bottoms ordinarily present little or no difficulty.
2.11 BIRD HAZARDS
The location of bird sanctuaries or areas that attract flocks of birds should be considered when
seeking and orienting the sea lane (or water operating area). Waterways historically used by
large flocks of birds should be avoided.
2.12 ENVIRONMENTAL FACTORS
In seeking approval for establishment of a seaplane base, the permitting authority may require an
environmental analysis. This evaluation should include an analysis of the proposals impact on
water quality, wildlife, existing and proposed land use, noise, and historical/archeological
factors. The design of fueling facilities and storage areas should comply with local regulations
and accepted measures for pollution prevention. Federal actions (including but not limited to
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approval of Airport Layout Plans and/or Seaplane Layout Plans), development of flight
procedures, installation of navigational aids, etc., are subject to review under the National
Environmental Policy Act (NEPA), as set forth in FAA Order 5050.4, National Environmental
Policy Act (NEPA) Implementing Instructions for Airport Actions. In addition to NEPA and the
associated Council on Environmental Quality (CEQ) regulations, there are several other special-
purpose environmental laws that may apply as well. In addition, most states have their own
environmental laws or regulations as well, all of which need to be considered and followed prior
to establishing a seaplane base.
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CHAPTER 3. OFF-SHORE FACILITIES
3.1 INTRODUCTION
Most large bodies of water can provide a suitable water operating area with adequate depth,
length, and width and taxi channel(s) for seaplane operations plus the placement of off-shore
facilities. The basic off-shore facilities include a sea lane, taxi channel, and an anchorage area.
The anchorage area may consists of just an site where pilots use single line anchors to secure
their seaplanes to the bottom or mooring buoy anchoring sites that use permanent anchored
mooring buoys. Beyond the basic offshore facilities, shoreline facilities may be added according
to need. See chapter 4.
3.2 SEA LANE - DIMENSIONS AND WATER DEPTHS
A sea lane of at least 2,500 feet (750 m) by 200 feet (60 m) is recommended for the landing and
takeoff of small seaplanes. The importance for obtaining this recommended minimum width is
that it incorporates 200-foot (60 m) diameter turning basin at each end of the sea lane thus,
offering seaplane pilots better turning maneuverability. For sea lanes of less than 200-foot
widths, referred to as restricted sea lanes, it is highly recommended that both ends of such
restricted sea lanes have turning basins of a minimum radius of 200 feet (60 m) as shown in
figure 3-1. For commercial service and heavier seaplanes, table 2-1 provides the recommended
dimensions, water depths, and approach slopes. Although a depth of 6 feet (1.8 m) is preferred, a
minimum depth of 3 feet (1 m) is adequate for small, single-engine operations. The length of the
sea lane needs to be increased by 7 percent per 1000 feet (300 m) of elevation above sea level to
compensate for the change in density altitude.
3.3 TAXI CHANNELS
A taxi channel is a basic, minimum facility of a seaplane base that allows adequate separation for
water taxing as shown in figure 3-1. The taxi channel provides direct access from the sea lane to
the anchorage area and onshore facilities. When the water operating area permits, the taxi
channel should be oriented so that the approach to shoreline and onshore facilities, such as the
anchorage area and ramp, pier, will be into the prevailing wind or current. The taxi channel for
small seaplanes should have a minimum width of 125 feet (38 m), although a width of 150 feet
(45 m) or more is desirable. The stronger the wind and current, the more room it takes to make a
water turn. Hence, a minimum clearance of 50 feet (15 m) should be provided between the side
of any taxi channel and the nearest object. Although wingspans vary, the minimum wingtip-to-
wingtip separation for passing seaplanes using dual directional taxi channels should offer at least
50 feet.
3.4 TURNING BASINS
Turning basins as shown in figure 3-1 are extra wide water maneuvering areas to facilitate water
taxiing, turn maneuvers, and to accommodate periods of changing wind and current conditions.
3.4.1 Location
A turning basin should be provided to offer seaplane pilots an extra wide water taxi maneuvering
area to enter/exit an anchorage area and facilities located on the shoreline, for example, ramps,
piers, hoisting equipment. For narrower, restricted sea lanes under 200 feet (60 m) in width, it is
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highly recommended that both ends of such restricted sea lanes have turning basins of a
minimum radius of 200 feet (60 m).
3.4.2 Clearance
The stronger the wind and current, the more room it takes to make a water turn. Hence under
these conditions, a minimum clearance of 50 feet (15 m) should be provided between the side of
the turning basin and the nearest object.
Figure 3-1. Locations of restricted sea lane, turning basins, and taxi channel
3.5 ANCHORAGE AREAS
The basic seaplane base has a dedicated anchorage area along the shoreline for securing
seaplanes. Anchoring as shown in figure 3-2 is an eas y, inexpensive way to secure a seaplane
near the shoreline. Center-to-center spacing of anchors, where small twin-float seaplanes are to
be moored, should not be less than twice the length of the longest anchor line plus 125 feet to
allow for weathervaning, fuselage and wingspan parameters. For larger types of seaplanes,
including flying boats and amphibians this spacing should be increased by an additional 100 feet.
In comparison, figures 3-3 and 3-4 show an anchoring area with permanently anchored mooring
buoys. Although a seaplane base may offer tiedown capabilities, increased seasonal demand
could necessitate supplemental anchorage areas. In all case, it is recommended that the
anchorage area be within sight and calling distance from the shoreline or from floating docks,
ramps, etc., if possible.
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Figure 3-2. Anchoring (single anchor line)
Figure 3-3. Example of a mooring buoy anchorage area (dual anchor line plus bridle)
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Figure 3-4. Example of an anchorage area with permanent mooring buoys swing areas. See
subparagraph 3-4 (b) and (c) for dimensional A and B parameters
3.5.1 Site Considerations
The anchorage area selected should be out of the way of moving vessels and in water deep
enough that the seaplane will not be left aground during low tide. With these factors evaluated,
the overall size of the anchorage area can then be determined by the number and size of
seaplanes and the following conditions. First, the site allows enough room so that the seaplane
can swing around the anchor without striking nearby obstacles. Second, it permits unrestricted
maneuvering of the seaplanes when approaching the anchorage area. It is desirable that
anchorage areas provide maximum protection possible from high winds and rough water. If this
is not possible, a shear boom should be considered if seaplanes are to be moored in an area
where the current is strong. A shear boom consists of a series of logs tied together at their ends
and anchored. Its functions are to create an area of calm water on the downstream side, as well
as to deflect debris away from the seaplane floats.
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3.5.2 Individual Anchoring – Requirements
The space required for each seaplane is determined by seaplane’s length and wing span, the
length of the anchor line and, if used, the mooring bridle, under the lowest water level condition
experienced in the anchorage area. The length of the anchor line "A" as shown in figure 3-4
should be six times the maximum depth at mean high water. Where seaplanes weathervaning
swing is limited, the length of anchor line may be shortened to not less than three times the water
depth, provided the normal anchor weight or holding capacity is doubled thereby avoiding
dragging of the anchor.
3.5.3 Multiple Mooring - Space Requirements
Referring to figure 3-4, center-to-center anchor spacing, "B", for small twin-float seaplane
mooring, should not be less than twice the length of the longest anchor line plus 125 feet (38 m).
For larger seaplanes, including flying boats and amphibians, an additional 100 feet (30 m) should
be added to this spacing. Anchor capacity and spacing may be influenced by bottom conditions
(see subparagraph 3.4(d)).
3.5.4 Anchor Considerations
Appropriate anchorage selection (weight and shape) depends on intended use and the holding
characteristics of the bottom. The length of the anchor line should be about seven times the
depth of the water. See figure 3-2 for an example.
3.5.4.1 Bottom Conditions. Common bottom conditions such as sand, clay, or similar
materials require anchors that will "dig in" to hold moored seaplanes within designated areas.
For bottom conditions having deep, soft, mud and silt conditions, pilots have used mushroom-
type or large base-area anchors which will not sink excessively into the sludge. In comparison,
for shale, smooth rock or other hard bottoms, a much heavier anchor is required because the
weight of the anchor is the principal holding factor. Pilots have used 5 to 10 pound (2.5 to 4.5
kg) cast-iron or steel boat anchors under normal conditions for temporary or emergency mooring.
These types of anchors have been used to secure temporary night-lighting buoys or floating
lighting devices. To evaluate the holding capability after dropping the anchor, first align the
seaplane headed into the wind, and then allow the seaplane to drift backward to set the anchor.
At that point, watch two fixed points somewhere to the side of the seaplane, one farther away
than the other, that are aligned with each other, such as a tree on the shore and a mountain in the
distance. If they do not remain aligned, it means that the seaplane is drifting and dragging its
anchor along the bottom. If anchoring the seaplane overnight or for longer periods of time, use a
heavier anchor and be sure to comply with maritime regulations for showing an anchor light or
daytime visual signals when required.
3.5.4.2 Weight. When computing the weight of permanent mooring or lighting-fixture
anchors, the reduction in weight due to their submersion must be considered. The apparent
weight reduction is equal to the weight of the water displaced by the anchor. Permanent markers
or light-buoy anchors, other than typical boat anchors, should not weigh less than 250 pounds
(100 kg) when submerged. Small aircraft mooring buoy anchors should not weigh less than 600
pounds (275 kg) when submerged and should not roll on the bottom. An excellent mooring
anchor for seaplanes of gross weights up to 15,000 pounds (6 800 kg) can be made from two
large steel drums or wooden barrels filled with concrete and connected with heavy 2 to 3 inch (5
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to 7.5 cm) diameter iron pipe. This anchor has a gross weight of approximately 2,200 pounds (1
000 kg) and a submerged weight of about 1,320 pounds (600 kg). A single-barrel anchor
constructed as above will be satisfactory for anchoring small seaplanes. Three drums may be
needed for larger, heavier aircraft. Filled concrete blocks tied together with reinforcing rods will
also make a satisfactory anchor.
3.5.5 Anchor Lines
In addition to anchor lines being of required length, as previously covered in subparagraphs 3.4
(b) and (c), they must have certain other characteristics if they are to prove satisfactory.
3.5.5.1 Strength. The strength of an anchor line is based on the safe working load being equal
to or greater than the gross weight of the anchor. Under most wind and water conditions, a 0.25
inch (6.5 mm) wire rope or chain will be strong enough for mooring aircraft up to 3,000 pounds
(1 360 kg) gross weight, and a 0.50 inch (12.5 mm) anchor chain or wire rope will be satisfactory
for mooring aircraft up to 15,000 pounds (6 800 kg) gross weight.
3.5.5.2 Effects of Water. Mooring lines of the size indicated will remain serviceable for
several years in fresh water. In salt or brackish waters, due to the rapid deterioration of metals,
the minimum size should be increased by 1/8-inch (3 mm) unless stainless steel rope is used. A
practical application is to attach the anchor line to the end of a heavy chain. This arrangement
reduces the strain and shock on the aircraft when riding in rough water or heavy swells. Refer to
engineering handbooks for weight and strength characteristics of wire rope and chain for
determining anchor line sizes.
3.5.5.3 Metal Fittings. Copper or bronze fittings should not be used in direct contact with steel
fittings or lines unless they are insulated. Without such proper insulation, electrolysis takes place
leading to metal corrosion. Galvanized screw or pin shackles are recommended at the buoy, thus
allowing the buoy to rotate on the anchor line. All hardware should be hot-dipped galvanized.
When wire rope is used, the ends should be doubled back over a thimble and made fast with rope
clips or clamps. It is customary to use three clamps per connection.
3.5.6 Mooring Buoys
Mooring a seaplane to a buoy eliminates the problem of the anchor dragging. Mooring buoys are
floating markers held in place with cables or chains to the bottom. Mooring buoys must be
chosen that will not damage floats or hulls if they are inadvertently struck during water
operations. The mooring site must accommodate buoy swings and seaplane drifting, swinging
on its mooring bridle (line connecting the seaplane to the mooring buoy) in as shown in figure 3-
3. The desirable approach to a mooring location is at a very low speed and straight into the
wind. Once the site is determined, the permanent mooring installation will consists of a heavy
weight on the bottom connected by a chain or cable to a floating mooring buoy with provisions
for securing mooring lines. A mooring buoy must first support the weight of the anchor line or
wire rope and secondly, flag standards, fittings, and lighting accessories when such additional
equipment is used. See FAA-H-8083-23, Seaplane, Skiplane, and Float/Ski Equipment
Helicopter Operations Handbook, for an in-depth discussion of buoys.
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CHAPTER 4. SHORELINE FACILITIES
4.1 INTRODUCTION
Shore-line facilities are partly on land and in the water. These installations perform two general
functions: (1) enable servicing, loading and unloading, handling and tying-up facilities for
seaplanes without removing them from the water, and (2) provide hauling-out facilities for
removing seaplanes from the water. Facilities along the shoreline, which vary according to need
and topography, range from a simple wood-plank ramps and floating deck to the more elaborate
piers, fixed docks, and barges, and possibly marine rail (topography). The types, size, and
arrangement of these various facilities will be determined by the water and wind conditions, the
topography of the land adjacent to the shoreline, the configuration and conditions of the bottom
of the water operating area, and the number and type of seaplanes and amphibian airplanes to be
moored, docked, or removed from the water.
4.2 RAMPS
A ramp as shown in figures 4-1 and 4-2 is a sloping platform extending well under the surface of
the water that vary widely in size, shape, and construction materials, e.g. from rough logs to
heavy-duty wood decks, to less desirable steel, or concrete structures. The simplest ramp
consists of a wood plank platform approximately 15 by 20 feet (5 m by 6 m) laid on a sloping
shore, with up to half of its length in the water to permit small seaplanes to taxi up to, onto, and
out of the water. If the ramp is wood, the seaplane can be slid up or down on the keels of the
seaplane’s floats, provided the surface of the ramp above the water level is wet. Concrete boat
ramps are generally not suitable for seaplanes. Ramps are known to be usually quite slippery, so
pilot and passengers must be very cautious of their footing when walking on the ramp.
4.2.1 Location
Because ramps are the transition point from water to land, the site should offer a minimum width
of 100 feet (30 m) of unobstructed water operating area (a turning basin) directly offshore from
the ramp in the direction from which approaches are normally made (see figure 3-1).
4.2.2 Design Concept
Ramps are of fixed or hinged type construction having predetermined lengths with a submerged
ramp toe (entrance point for seaplanes.) Fixed ramps as compared to hinged ramps are more
common but become relatively more costly in shallow areas or where the water level variation
exceeds 8 feet (2.4 m). One factor increasing the cost is the need for longer ramps (see
subparagraph 4.1 (c) Slope). Ordinarily, piling or piers are commonly used to support the
stringers of fixed ramps.
4.2.2.1 Fixed ramps are secured to a stable on-shore structure in some cases a seawall and
usually weighted down or attached to a fixed underwater footing by the ramp toe.
4.2.2.2 Hinged ramps are allowed to rise and fall with the tide by means of a hinge on the shore
end, while the ramp toe end is buoyed to a predetermined depth below the mean low water level.
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Figure 4-1. Ramp with submerged ramp toe
Figure 4-2. Illustration of a submerged ramp toe
4.2.3 Length
The overall length of the ramp is determined by two principle factors: the ramp slope and depth
of the submerged ramp toe.
4.2.3.1 Slope. The slope of a ramp should not be greater than 6:1, with flatter slopes ranging
down to 10:1 being more desirable. Slopes flatter than 10:1 are usually too long and costly to
construct. Ramps intended to serve tri-gear amphibian airplanes should not be steeper than 8:1
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since, with steeper slopes, the hull of some amphibian airplanes may drag on the ramp as the
craft enters the water.
4.2.3.2 Submerged Ramp Toe. All ramps should have their ramp toe below the water level
during mean low tide as shown in figure 4-1. To determine the amount of submergence, it is
recommended that the designer (user) determine the maximum draft of the seaplane(s) using this
feature. In many cases, a 4-foot (1.2 m) submerged depth of ramp toe will provide sufficient
clearance for most waterborne airplanes. A 3-foot (1 m) depth will accommodate all but the
heaviest types of amphibian airplanes. An 18-inch (45 cm) depth should be adequate for small,
light seaplanes. In all cases, depth dimension should be established based on the mean low tide
datum in that locality.
4.2.4 Width
In figuring the ramp width, the designer needs to use the outside-to-outside float dimensions of
seaplanes and the treads of amphibian airplanes. For public seaplane facilities, use the minimum
practical width dimension that is based on the largest seaplane or amphibian being
accommodated plus additional space on either side of the ramp. This minimum practical width
allows for (1) wind/current drifting when pilots approach the ramp toe and (2) a safer working
space for personnel handling a craft on the inclined ramp.
4.2.4.1 A ramp width of 30 to 40 feet (9 to 12 m) will accommodate generally all seaplanes
and amphibian airplanes in most wind, current, and tidal conditions. The Seaplane Pilots
Association Ramp reports that the ramp width determination does not necessitate consideration
of the wheel tread of present-day float airplane dollies. Normally, the dolly wheels are spaced to
fall between the floats, and in cases where the wheels are outside, nearly all treads are 16 feet or
less.
4.2.4.2 For smaller seaplanes and amphibious airplane of gross weights up to approximately
15,000 pounds (6,820 kg), the above ramp width may be reduce to 15 feet (4.5 m) when the site
offers relatively calm water and wind conditions. For more adverse conditions, pilots of such
small seaplanes and amphibian airplanes should be able to make an unattended ramp approach
after adding an additional 5 feet (1.5 m) to the 15-foot width.
4.2.5 Decking
Decking planks can be laid diagonally or at right angles to the line of travel. Planks should be
placed rough side up with a 0.5 inch (1.3 cm) space between the planks to facilitate drainage and
expansion. When laid at right angles to the line of travel, the up-ramp edge of each plank may
be raised up to 1 inch (2.5 cm) to permit the hull of the craft to slide easily and still provide good
footing for people walking on the ramp. It is highly recommended that fasteners - bolts, nails,
and spikes - used to attach the decking planks be countersunk to avoid damage to floats or tires.
4.3 SLIPWAYS
Seaplane owners may want a private slipway in which to berth their seaplane. Slipways are
commonly rectangular in shaped berths form by dredging the shore line. Besides being
economical, they often need no specially constructed sides or ends. Figure 4-3 illustrates an
example of a slipway.
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Figure 4-3. Minimum recommended clearances for a private slipway
4.3.1 Location
A slipway should be where the variation in the water level is not greater than 2 feet (0.6 m) while
maintaining a minimum water depth between the submerged ground bottom and mean low tide
of not less than 2 feet (0.6 m).
4.3.2 Dimensions
The inside dimensions of the slipway should be 2 to 3 feet (0.6 to 1 m) wider than the seaplane’s
floats and 3 to 4 feet (1 to 1.2 m) longer than the rudder-down float length.
4.3.3 Features
Some owners of a slipway install agate to reduce wave action. Regardless of the degree of wave
action, slipways, some form of bumpers, made of materials such as expanded polystyrene, old
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automobile tires, cut strips of tires, etc., should be attached to inside of the front wall, side walls,
and, if provided, the gate to prevent damage to the seaplane’s floats. Additionally, it is advisable
that the slipway have some means to secure the seaplane while in the slipway, for example cleats
or tie downs.
4.4 PIERS
Piers or fixed over-water structures as shown in figure 4-4 may be used where the variation in
water level is 16 inches (45 cm) or less. The length of the pier should extend into the water to a
point where the water depth is adequate for the types of seaplanes being handled, usually when
the depth at mean low water level is at least 3 feet (1 m). If the facility is to adequately serve the
public, requirements contained in the Americans with Disabilities Act (ADA) accessibility
guidelines should be satisfied.
Figure 4-4. Example of a small pier with securing cleats
4.4.1 Location
A minimum of 100 feet (30 m) of unobstructed water operating area or a turning basin should be
available in the direction from which approaches are normally made to the pier. At those
locations where timber piles can be used, they are the most economical type of construction.
Water jetting and pile driving are common methods of setting piles. Piers should be located so
that access to them by the public will not require the public to cross the land-side apron or hangar
area. Since piers are constructed with decks above mean high water, most of the timber
supporting members will be subject to alternate cycles of wetting and drying. To prevent decay,
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creosote or similarly treated timbers must be used. See paragraph 7.2 for preservation methods.
Urethane, epoxy, and shellac are acceptable sealers for all creosote treated wood, and should be
used to prevent tracking creosote.
4.4.2 Design Concepts
General design for a pier is to incorporate an access walkway or gangway that is at least 5 feet in
width – normally 8 to 10 feet (2.5 to 3 m) - with hand railings on both sides ending with an open-
decked handling area of approximately 30 by 50 feet. The length of the pier should extend into
the water to a point where the water depth is adequate for the types of aircraft to be handled,
usually when the depth at mean low water level is at least 3 feet (1 m). An open-decked
handling area of this size provides tie-up space for four small or three large seaplanes. On extra-
long piers, where the walking distance is too great for convenient handling of service equipment,
a small storage shed may be located near the open decked handling area. If provided, fueling
and lubrication facilities should also be located at or towards the end of the pier. The supporting
timbers and decking of fixed structures used for passengers, cargo operations, etc., need to be
designed to support the anticipated live loads (see local building codes). Decking spaced with a
1/2 inch (1.3 cm) gap between planks will allow for drainage and expansion.
4.4.3 Obstruction Free Decks
The surface of the fixed dock should be free of tall objects to permit the wings of seaplanes or
small amphibian airplanes to come alongside the pier for berthing. For example, an unobstructed
dock surface of 21 feet (6.5 m) from the pier’s edge will provide the wing clearance for most
seaplanes or small amphibian airplanes to come along safely and tie down.
4.4.4 Tie Down Methods
An appropriate number of cleats along the open areas of the pier should be provided along the
sides of the deck to secure seaplanes. If the pier has no side handrails, a continuous 4 by 4 inch
(10 cm by 10 cm) wood rail, raised approximately 2 inches (5 cm) above the deck, commonly
called bull rail or tie rail, is recommended. Bull rails should have cleats and be secured by long
lag bolts to pier’s cross-members or logs. Corner posts, if provided, should extend slightly above
the deck to serve as bollards. Additionally, bumpers of sufficient length installed along the sides
of the structure and extending below the edge of the deck are recommended to prevent damage to
the floats of seaplanes.
4.5 FIXED DOCKS
The two most common docks used at seaplane bases are fixed decks and floating docks as shown
in figure 4-5.
4.5.1 Location
It is recommended that fixed docks have a minimum of 100 feet (30 m) of unobstructed water
operating area or a turning basin available in the direction from which approaches are normally
made to the fixed dock. It is preferable that fixed docks be located so that seaplanes have access
to two sides. Such placement allows seaplanes to be secured on the shore side of the fixed dock
during inclement weather, i.e., the fixed dock functions as a breakwater. If the facility is to
adequately serve the public, requirements contained in the Americans with Disabilities Act
(ADA) accessibility guidelines should be satisfied.
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Figure 4-5. Example of Alaskan fixed dock with parking ramps
4.5.2 Obstruction Free Decks
The surface of the fixed dock should be free of tall objects to permit the wings of seaplanes or
small amphibian airplanes to come alongside the dock for berthing. For example, an
unobstructed dock surface of 21 feet (6.5 m) from the dock’s edge will provide the wing
clearance for most seaplanes or small amphibian airplanes to come along safely and tie down.
4.5.3 Dimensions
Fixed dock dimensions are determined by the number of seaplanes simultaneously using or
projected to use the dock. In determining the number of berths alongside the dock, use the
length of design craft length plus 20 feet (6 m) to offer clearance both fore and aft. A dock
should be wide enough to allow seaplanes to dock on opposite sides with at least a 10-foot (3 m)
wingtip-to-wingtip clearance.
4.5.4 Tie Down Methods
An appropriate number of cleats along the open areas of the dock should be provided along the
sides of the deck to secure seaplanes. If the dock has no side handrails, a continuous 4 by 4 inch
(10 cm by 10 cm) wood rail, raised approximately 2 inches (5 cm) above the deck, commonly
called bull rail or tie rail, is recommended. Bull rails should have cleats and be secured by long
lag bolts to pier’s cross-members or logs. Corner posts, if provided, should extend slightly above
the deck to serve as bollards. Additionally, bumpers of sufficient length installed along the sides
of the structure and extending below the edge of the deck are recommended to prevent damage to
the floats of seaplanes.
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4.6 FLOATING DOCKS (FLOATS)
Floating docks, commonly referred to as “floats,” are commonly connected to the shore by a
gangway thereby offering the greatest flexibility in providing docking facilities shown in figure
4-6. This type of facility rides with the wave actions and therefore is equally satisfactory in areas
of great or negligible variations in water-levels. To permit this movement, universal action must
be provided in anchoring and attaching floats together. Figure 4-6 shows various types of floats
for docking.
Figure 4-6. Illustration of a floating dock (float) and marine railway
4.6.1 Flotation materials
A variety of materials have been used to provide buoyancy for floats, e.g., logs, milled timber,
polystyrene billets, fiberglass, and steel drum containers.
4.6.1.1 Polystyrene billets have proven to be satisfactory buoyancy devices for floats. The
planks should be evenly distributed, rather than piled at concentrated points, under the
superstructure. A barrier of 6 mil (0.15 mm) black polyethylene sheeting should be placed
between all treated timber and flotation material contact surfaces. The load supporting
characteristics of polystyrene or styrofoam is approximately 50 pounds per cubic foot (800
kilograms per cubic meter) of material. A common billet size is 10 inches by 20 inches (25 by 50
cm) by 9 feet (3 m). Further data on this material may be obtained from the manufacturers. It is
recommended that foam planks be enclosed with woven galvanized wire to prevent damage from
aquatic animals and sea gulls. Polystyrene deteriorates when exposed to petroleum products, gas
spills, etc.
4.6.1.2 Fifty-five gallon steel drums are commonly used as flotation devices. Drums should be
placed symmetrically around the perimeter of the float to ensure stability. They are fastened to
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the float by steel straps of sufficient length to extend around the drum and main framing
members of the float. Foam, fiberglass, plywood boxes, and steel drum floats are susceptible to
damage where deadheads or strong currents prevail. Steel drums have a short life expectancy in
salt water. The pilot should be aware of the corrosive effect of galvanic action caused by
dissimilar metals. Securing the aircraft to steel or metal drums, by a chain or wire rope, will start
a galvanic action that will corrode the aluminum floats. Satisfactory floats can be improvised by
using life rafts, small floating docks, pontoons, and similar devices which can be obtained in the
open market.
4.6.1.3 Where relatively large and straight timber is available, logs may be used to construct a
raft-type float.
4.6.2 Dimensions
Float dimensions are determined by the number of seaplanes simultaneously using or projected
to use the float. In determining the number of berths alongside the float, use the length of design
craft length plus 20 feet (6 m) to offer clearance both fore and aft. A float should be wide
enough to allow seaplanes to dock on opposite sides with at least a 10-foot (3 m) wingtip-to-
wingtip clearance. Floats as narrow as 7 feet (2 m) have been used where a long, floating dock
parallels the shoreline. Floats are usually constructed from locally available materials.
4.6.3 Deck Free Surfaces
The surface of the float(s) should be free of tall objects to permit the wings of seaplanes or small
amphibian airplanes to come alongside the dock for parking. For example, an unobstructed dock
surface of 21 feet (6.5 m) from the dock’s edge will provide the wing clearance for most
seaplanes or small amphibian airplanes to come along safely and tie down.
4.6.4 Connecting Walkways (Gangways)
Floats are usually connected to the shore or a pier with a gangway an example shown in figure 4-
7. The length of the access platform is determined by the maximum variation in the water-level.
A slope ratio of 2.75:1 is the maximum for safe and easy walking and to prevent the handrails
from becoming an obstruction to wings. Common practice is for gangways to be at least 15 feet
in length and at least 5 feet in width. Hand rails, preferably on both sides of the gangway, should
be provided to assist persons using the gangway. Floats having a gangway that is less than 5 feet
(1.5 m) in width should have longitudinally spaced outriggers every 8 to 10 feet (2.5 to 3 m) to
prevent excessive rolling of the walking surface.
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Figure 4-7. Example of a gangway in Alaska
4.6.5 Tie Down Methods
An appropriate number of cleats along the open areas of the dock should be provided along the
sides of the deck to secure seaplanes. If the dock has no side handrails, a continuous 4 by 4 inch
(10 cm by 10 cm) wood rail, raised approximately 2 inches (5 cm) above the deck, commonly
called bull rail or tie rail, is recommended. Bull rails should have cleats and be secured by long
lag bolts to pier’s cross-members or logs. Corner posts, if provided, should extend slightly above
the deck to serve as bollards. Additionally, bumpers of sufficient length installed along the sides
of the structure and extending below the edge of the deck are recommended to prevent damage to
the floats of seaplanes.
4.6.6 Combined Float/Ramps
Floats connected to a master float are sometimes equipped with equipped with ramps at one or
both ends. This type of float is usually constructed at right angles to the master float. A 144 by
40-foot (44 by 12 m) deck, with 10-foot (3 m) wide floats, and 15-foot (4.5 m) ramps on both
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sides can be used for seaplane storage. Additional docks or floats can be added as needed.
Also, a long, narrow float with ramps on both sides is adequate for mooring or tying down light,
single-engine floatplanes.
4.7 FLOATING BARGES
A barge anchored offshore can make an excellent seaplane facility by providing some form of
public access when the desired location for shoreline facilities is not practicable or possible. To
increase this option’s serviceability, a barge can be fitted with a floating dock for tying seaplanes
and/or a ramp. Larger barges occasionally have a lounge, service shop(s), possibly offices on
board. The barge may be anchored directly to the shore or to a pier that provides booms and a
gangway or anchored offshore in a fixed position that provide some means for the public to reach
the facility.
4.8 OPERATING SPACE BETWEEN SHORELINE FACILITIES
The desired clearances between the various docking and pier units, barges, and ramps obviously
will have a decided influence on their arrangement and location. Each of these units should be
so located that a seaplane may approach and tie up in anyone of the available berths when
adjacent units are occupied.
4.8.1 When seaplanes are operated between such units under their own power, the
recommended minimum separation between the designated edge of the turning basin and the
near faces of adjacent units (fixed docks, piers, floats, ramps, or barges) is 50 feet because a
water-borne aircraft can normally be taxied safely past obstructions as close as about one half of
its wingspan.
4.8.2 Where seaplanes are moved by hand between adjacent units, the separation between the
designated edge of the turning basin and these adjacent units may be less than 50 feet to facilitate
the handling process.
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CHAPTER 5. ON-SHORE FACILITIES
5.1 INTRODUCTION
Designers of a public-use seaplane base are recommended to conducts the following assessments
before considering the installations of on-shore facilities. The addition of shoreline facilities
range from simple aprons with tiedowns and public parking to moderate facilities that may
include fueling, hangar, service repair shop, and a public building, to a seaplane base with
various capital improvements as illustrated in figure 5-1.
5.1.1 User Needs
The needs of the seaplane users will determine if and what types of on-shore facilities are
necessary at a public seaplane base. Public on-shore facilities commonly range from a service
apron with storage/tiedown areas, marine fueling, basic public facilities (rest rooms/chemical
toilets, public parking), and possibly a marine store, hangar, building serving the public common
area and/or an administrative building.
5.1.2 Shoreline Conditions
The most desirable locations have a moderately sloping shoreline and a shoreline water depth
suitable to permit both water and land operations as close to the shoreline as possible. Sites with
excessive fluctuations in water levels are not as desirable since this condition usually requires
more expensive shoreline installations or may even prohibit water taxiing operations during low
tide. Also, sites with steep shoreline topography may cause a ramp to be unsuitable; thereby it
becomes necessary for hoisting equipment or a marine railway to hoists seaplanes from the water
onto a land apron.
5.1.3 Landside Conditions
Any landside assessment should include at least three investigations. First: the availability of
utilities such as electricity, water, telephone/cell phone coverage, and sewage. The basic public
seaplane base may not require all utilities, but it is recommended that water and sanitary facilities
of some sort be provided for at all locations. In remote rural areas, established water lines and
sewerage facilities will likely be out of the question. If such is the case, well water and chemical
toilet units are feasible. Check with the state or local sanitary codes when considering the
installation of water and sanitary facilities. Second: availability for road access to the nearest
community. Third: adequate ground space for the total space requirements of identified
installations. No site for an on-shore development should be given serious consideration until
utilities are accessed and it is known that adequate ground space exists for all the decided
installations. Lastly, for public safety and convenience, certain landside installations –
administrative building, public areas, parking, marine store – should be separated from airside
facilities – apron, tie-down, hangars, and other incidental activity areas - either by a buffer zone
or by fencing.
5.2 SERVICE APRON, STORAGE/TIE DOWN AREA
These features will occupy more space than any other on-shore installations.
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5.2.1 Location
The desirable location is near ramps or where hoisted seaplanes onto the land have a short, direct
route to the service apron and tiedown areas with minimum taxing conflicts with other seaplane
movements. For safety and convenience of the public, they should be separated from other
incidental activities on the site, either by adequate buffer space, fencing, or both. For example,
every effort should be made to locate ramps, floating docks and piers so that access to them by
the public will not require crossing the service apron, tie down areas, or hangar area.
Figure 5-1. Illustration of a seaplane base with various capital improvements
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5.2.2 Size
The amount of spaced required for a service apron and a tiedown/storage area will depend upon
the number and types of aircraft that are to be accommodated. Designers should use the internet
to obtain actually dimensions of seaplanes to determine the space required for taxiing, turning,
and storing the seaplanes. In determining the overall space requirement, it is recommended to
also include a conservative estimate for itinerant parking-loading or tiedown positions.
5.3 HANGARS
Many standard types of hangars used for land-based aircraft are adaptable for use by waterborne
aircraft.
5.3.1 Location
Hangars should be located in a functional and orderly manner. That is, determine how seaplanes
using ramps or being hoisted onto the land can have a direct route to the hangar without
interfering tiedown areas, any common public areas, and eliminate as much as possible taxing
conflicts with other seaplane movements. The objective is to avoid relocation of parked
seaplanes. Both storage and repair hangars should likewise be located so that delivery of
materials and access by service personnel will not conflict with seaplane movements.
5.3.2 Size
The space required for service hangars will depend upon the number and the type of aircraft that
are to be accommodated. Sufficient additional space needs to be provided for taxiing, turning,
and temporarily parking of seaplanes.
5.4 AVIATION FUEL SERVICE
Where aviation fuel is provided at a public seaplane base, care must be taken to ensure that the
storage and delivery systems are safe and that precautions are taken to minimize the possibility
of spills and the resulting adverse environmental effects of a fuel spillage. Tank construction and
piping must conform to the US Environmental Protection Agency, state, and local regulations
plus applicable fire safety requirements. The capacity of this installation should account for the
number of seaplanes (tenant and itinerant users) likely to require fuel and the convenient
frequency of resupplying it.
5.4.1 Precautions
The following precautions should be taken to minimize the entry of water into storage tanks
through improperly closed or leaking openings.
5.4.1.1 All tank openings subject to frequent opening and closing should terminate above
ground, using recommended pipe extensions or spools.
5.4.1.2 Flush-type tank openings in paved areas should be kept water tight. Inspection and
maintenance manholes that are subject to frequent opening should have flanged spool covers.
5.4.2 Dike
Above ground tanks are recommended to be surrounded by a dike designed to applicable
regulations. If none exists, the dike needs to retain the full tank capacity of a single tank, or the
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capacity of the largest, plus 10 percent of the total capacity of the remaining tanks where more
than one tank is installed. The dike should be constructed of impervious non-organic soil with a
plastic, liquid tight membrane. A drainage system, provided within the dike, should be designed
to remove surface water and to discharge it into a drainage system capable of disposing of the
fuel and water mixture in a safe manner. Drains should normally be closed.
5.4.3 Fuel Dispensing System
A fuel dispensing system usually consists of a pump, motor, strainer, meter, hose reel, hose,
nozzle, automatic and manual control switches, and three-point, static discharge, electrical
grounding equipment, all located above ground. The grounding and bonding system should
provide electrical continuity between all metallic or conductive components; should have both
ground and bonding wires, and clamps adequate to facilitate prompt, definite electrical ground
connection between hose nozzle/pit/cabinet, and seaplanes being fueled. A pit or cabinet should
be permanently, electrically grounded. The hose reel, from an environmental and safety point of
view, is an important element of this system. Ideally, an electrically operated rewind wheel
should be provided to discourage the practice of "stringing out" the hose along the dock. A 5
gallon (19 l) drip pan located below the rewind reel will collect residual fuel discharge from the
nozzle. Federal, state, and local codes provide additional installation requirements. Advisory
Circular 150/5230-4, Aircraft Fuel Storage, Handling, Training, and Dispensing on Airports, and
applicable National Fire Protection Association (NFPA) standards also provide useful
information.
5.5 HOISTING EQUIPMENT
Types of hoisting equipment and their use vary with the operating needs of the individual site.
They are frequently needed where a public use seaplane base is developed along a high seawall,
bulkhead, or steep shoreline. Private-use hoisting equipment are in use as shown in figure 5-2.
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Figure 5-2. Example of a private hoisting platform
5.5.1 General Types
Many types of cranes or derricks can be constructed from suitable local materials, or
prefabricated steel units can be obtained from manufacturers. Heavy duty hoisting devices are
usually powered by gasoline or electric motors; however, a geared hand winch is adequate to lift
most light weight seaplanes. Other types of hoisting equipment used at such facilities include a
jib crane, pillar crane, or guyed derrick.
5.5.2 Lift Capacity
Hoisting equipment should be capable of lifting a gross load of three times the maximum weight
of the seaplanes to be handled. Cable and band type slings will be necessary to lift seaplanes that
are not equipped with hoisting eyes. Detailed information on the capacity, design, and
installation of hoisting equipment may be obtained from manufacturers and engineering
reference manuals.
5.6 MARINE RAILWAYS
Where the shore is steep, an adaptable and desirable method to remove seaplanes from the water
is a marine railway as illustrated by figure 4-6. The railway consists of a pair of light weight
rails placed on a suitable structure that slopes into the water having a flanged-wheel platform that
rides the rails. A suitable power unit must be provided to raise the platform from the water to the
land. The platform will return by gravity if the rails slope is 8:1 or steeper. When the incline is
less than 8:1, a reversible power winch rigged with an endless cable will return the platform to
the water level. Emphasis is placed to use corrosive resistant materials as possible. Because
marine railways are the transition point from water to land, the site should offer a minimum
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width of 100 feet (30 m) of unobstructed water operating area (a turning basin) directly offshore
from the rail platform in the direction from which approaches are normally made.
5.6.1 Marine Rail Supports and Foundation
The most economical type of support for the rails consists of a continuous line of timber stringers
directly parallel and under the rails which in turn are supported by transverse ties. In terms of a
foundation, pile bents are used for water areas and at points on the shore where the soil will not
support other types of foundations. If the soil at the shore end (rail head) of the marine rail is
stable and subject to erosion, then either concrete piers or wooden sleepers may be used and at
considerably less cost than pile bents.
5.6.2 Platform and Depth of Toe
In all cases where a marine railway is used, the platform needs to extend far enough below the
water to permit seaplanes to water taxi onto the platform with ease. The depth for the toe of the
platform should be the same as that used for ramps usually some 4 feet. In all cases, depth
dimension should be established at the low mean water level datum established for the locality.
Iron or steel is usually used in fabricating the platform to provide sufficient weight to submerge
the platform and keep the platform wheels from jumping the rails. The platform should be
decked in the same manner used for ramps. A turntable installed on the platform is one
convenient method of turning seaplanes to the desired direction of travel. A platform 20 feet (6
m) wide, 20 to 30 feet (6 to 9 m) long, and inclined at a slope of 8:1 will accommodate most
seaplanes.
5.6.3 Catwalk
For greater ease of operation, a catwalk can be placed adjacent to the side of the travelling
platform or between the rails. Such an arrangement allows the public using this installation to
reach the platform regardless of its location along the incline.
5.7 ADMINISTRATION BUILDING AND COMMON PUBLIC USE AREA
5.7.1 Multi-use Concept
At small, simply seaplane bases, a hangar can be used for both seaplane services and for an
office. At larger seaplane bases a separate administration building may be required to provide
adequate space for the manager's office, passenger and pilot's lounge, display space, restaurant,
snack bar, and observation deck. It is desirable to employ an uncomplicated, functional design
that can adequately respond to the administrative needs of the facility.
5.7.2 Location
The location should be in a prominent position on the site, readily accessible to seaplane arrivals
as well as to customers and visitors from arriving from the surrounding community. Visibility of
the water area from the administration building is another desirable feature. This condition is
especially true when visibility of the water operating area from the administration building may
be required for the control of seaplanes at locations where traffic in and out requires two-way
radio communications.
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5.7.3 Outdoor Space
It is desirable to reserve an outdoor space immediately adjacent to the administration building for
public use and for recreational type purposes. This outdoor space may consist of a small lawn or
paved terrace, preferably overlooking the shoreline and suitable for informal gatherings, outdoor
picking tables. Any common public use area should be physically separated from the
aeronautical activity area and/or areas used for fueling or storage of flammable materials.
5.8 PARKING AREAS
Functionally, the parking area should be located for safe, convenient access to the various
onshore and shoreline facilities. Hence, a parking area for cars, including handicapped spaces,
and other transports must be made. One rule of thumb is to allow one car space for each based
seaplane, one car space for each employee, plus a ratio of visitors’ cars commensurate with the
judgment of local interest in the use of this public facility. Refer to the local building code to
determine the area required for each car. The type of parking space lay-out will depend upon the
space requirement and shape of the area available for the installation. It is highly recommended
that any parking area not be located so that pedestrians must cross a public road to reach the
facility proper. This creates an unnecessary hazard, particularly to unescorted children who
might dash across the public highway. It is desirable that pedestrians not be required to walk a
distance greater than 200 feet from the parking area or service road to reach facility buildings or
the shoreline. All walks should be laid out for direct access to and from the facilities to be
reached.
5.9 ROAD ACCESS
Vehicular circulation must be provided for the public, service personnel, deliveries of gasoline,
oil, fuel, and for refuse removal. These routes will influence walks and the interior road access.
It is desirable that the interior road access to the seaplane base (administration building and
public areas) be by an all-weather road. It is recommended that the seaplane base layout plan
reflect the access road connection to a main highway or street.
5.9.1 Roadway Planning
The access or entrance road should have adequate width, serve the anticipated traffic, and permit
safe and easy circulation throughout the landside of the facility.
5.9.2 Service Roadways
A public highway should never be part of the interior road system of a seaplane base. Vehicular
through vehicles, deliveries of gasoline, oil, fuel, and refuse removal, a limited-use access
service roadway is needed. These limited use access roadway should be marked and controlled
by devices such as removable posts or chains located at the entrance to the areas of aeronautical
activity. Also they serve to permit authorized access and provide circulation routes for
emergencies.
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CHAPTER 6. SEAPLANE BASE IDENTIFICATION
6.1 SEAPLANE BASE IDENTIFICATION
Seaplane base identification and lighting for the water operating area and shoreline should be
provided for night operations.
6.2 LIGHTING WITHIN THE WATER OPERATING AREA
A simple and inexpensive lightning method for a sea lane, taxi channel, etc., is to install a
sequence of portable, battery-operated lights on top of buoys or other appropriate floatation
devices. FAA-H – informs seaplane pilots that a night water landing should generally be
considered only in an emergency. They can be extremely dangerous due to the difficulty of
seeing objects in the water, judging surface conditions, and avoiding large waves or swell. See
AC 91-69A, Seaplane Safety for 14 CFR Part 91 Operators, for preflight briefings, passenger
floating devices, and other Federal requirements.
6.3 ROTATING BEACON
It is recommended that the familiar rotating beacon for land airports be used to identify the
seaplane landing area during periods of reduced visibility and, if lighted sea lanes are provided,
for night operations. The emitted light is alternate white and yellow for water landing areas. A
double white flash alternating with yellow identifies a military seaplane base. In water areas
with congested water traffic, a radio activated strobe beacon may be used to alert mariners and
other pilots that a seaplane will be arriving or departing within a short time. See AC 150/5345-
12, Specification for Airport and Heliport Beacons, for seaplane base beacon requirements.
6.4 WIND CONES
As previously described by this advisory circular and per FAA-H, knowledge of the existing
wind conditions for the water operating area is important to seaplane pilots. Hence, it is
recommended that seaplane bases have a wind cone along or on the shore. See latest edition of
AC 150/5345-27, Specification for Wind Cone Assemblies, for seaplane base wind cone
requirements.
6.5 SHORELINE FLOODLIGHTS
Floodlights or spotlights may be installed on the shore to illuminate aprons, floats, ramps, and
piers or other installations deemed necessary. Care must be taken in locating and aiming
floodlights to preclude affecting the vision of pilot's landing, taking off, water taxiing, or creating
distracting reflections.
6.6 SEAPLANE BASE MARKING
6.6.1 Standard Air Marker
The anchor symbol as shown in figure 6-1, similar to the designator found on aeronautical charts,
is the standard air marker used to designate a seaplane base. Alternatively, numerals and/or
other symbols may be used for such identification. The symbol is often painted on roofs or other
flat surfaces that are easily visible from the air. Markings should be uncomplicated and easily
maintained.
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LAYOUT PROCEDURE:
ESTABLISH CENTER LINE OF MARKER (LINE "AB") 13 UNITS LONG.
ESTABLISH POINTS "C", "D", "E", "F" AND "G" ALONG LINE "AB". LINE "DE" IS THREE
ERECT PERPENDICULARS "DH" AND "FK" (SEE DETAIL A).
PRODUCE LINE "HD" FOUR UNITS TO "J" AND LINE "KF" 4 UNITS TO "L".
ESTABLISH POINTS "M', "N", "O", AND "P" ESTABLISHING THE ANCHOR SHAFT, TWO
ESTABLISH POINTS "R" AND "S" BETWEEN "K" AND "H" & "U" BETWEEN "L" AND "J".
CONNECT POINTS: "H" TO "S", "R" TO "K", " J" TO "U", "T" TO "L", "R" TO "G", "T" TO G",
SCRIBE 1/2 UNIT AND 1 1/2 UNIT RADIUS CIRCLES ABOUT POINT "C" AND COMPLETE
"B" TO "K", "B" TO "L", "S" TO "U", AND "H" TO "J".
9'-9"
13'-0"
16'-3"
19'-6"
22'-9"
26'-0"
32'-6"
39'-0"
LENGTH
6'-0"
8'-0"
12'-0"
14'-0"
16'-0"
20'-0"
24'-0"
WIDTH
10'-0"
0'-9"
1'-0"
1'-6"
1'-9"
2'-0"
2'-6"
3'-0"
UNIT DIMENSION
1'-3"
NOTE: ONE UNIT EQUALS 1/13TH OF OVERALL LENGTH.
1.
2.
3.
4.
5.
6.
7.
8.
MARKER
VARIOUS MARKER SIZES
ESTABLISH POINT "E" ON LINE "AB", THREE UNITS FROM POINT "D". SWING AN ARC OF FIVE UNITS
RADIUS FROM POINT "E" AND AN INTERSECTING ARC OF FOUR UNITS RADIUS FROM POINT "D"
THEREBY ESTABLISHING POINT "H" AT THEIR INTERSECTION. LINE "HD" WILL THEN BE PERPENDICULAR
SAME PROCEDURE TO BE FOLLOWED AT POINTS, "F", "B" AND "K".
SUGGESTED METHOD OF ERECTING PERPENDICULARS
DETAIL A
4U
3U
5U
D, F
E, B
H, K
UNIT ("U") DIMENSIONS FOR
SHAFT.
UNITS WIDE.
UNITS LONG.
TO LINE "AB".
3U DIA1/2 U DIA
4 U 4 U
8 U
1 1/2 U
3 U
2 U
2 1/2 U
2 1/2 U
3 U
J
U
T
L
H
S
R
K
M N
O P
A
B
F
G
2 1/2 U
2 U
E
D
C
13 U
8 U
13 U
1/2 U
LIGHT BACKGROUND
MARKER "B"
DARK BACKGROUND
MARKER "A"
Note: Outside dimensions of markers are identical. Black border of marker “B” is
0.5 unit wide. One unit is 1/13 of the overall length.
Figure 6-1. Seaplane Base Air Marker Proportions
6.6.2 Color Requirements
The seaplane base marker shown in figure 6-1 shall be Aviation Yellow, No. 13538, and the
border, when used to increase conspicuity by providing contrast with the background, e.g., a
light colored concrete surface, shall be Aviation Black, Lusterless, No. 37038, as defined in
Federal Color Standard No. 595.
6.6.3 Dimensions
The recommended minimum overall dimensions for the seaplane base marker are 13 feet (4 m)
in length by 8 feet (2.5 m) in width. The width of a black border, if used, is included within the
overall recommended dimensions. Table 6-1 provides dimensional examples for proportionally
larger markers over 13 feet (4 m) in length.
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Table 6-1. Proportioned Seaplane Base Marker (with or without a black border)
Length
Feet (meters)
Width
Feet (meters)
Scale Multiplier
Baselines = 13 feet (4 m)
and 8.0 feet (2.5 m)
13.00 (4) 8.0 (2.5) 1.0
16.25 (5) 10.0 (3.0) 1.25
19.50 (6) 12.0 (3.5) 1.50
22.75 (7) 14.0 (4.0) 1.75
26.00 (8) 16.0 (5.0) 2.00
32.50 (10) 20.0 (6.0) 2.50
39.00 (12) 24.0 (7.5) 3.00
6.6.4 Procedure to Sketch a Seaplane Base Marker
a. Establish center line AB, 13 units long.
b. Establish points C, D, I, N along AB.
c. Erect perpendiculars to AB: DF, DL, IG, IK.
d. Connect points FG and KL.
e. Establish lines NP, NS, BQ, BR.
f. Connect points PQ and RS.
g. Establish points E, M, H, J, 0, T.
h. Connect points HO and JT.
i. Scribe 1.5 unit radius circle about point C.
j. Extend perpendiculars from points E and M to intersect with 1.5 unit circle.
k. Scribe 0.5 unit radius circle about point C.
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CHAPTER 7. CONSTRUCTION CONSIDERATIONS
7.1 INTRODUCTION
Because of the variety of structures that have been used satisfactorily in various regions of the
country, this section emphasizes general design considerations instead of specific plans and
details. By following these recommendations, structures can be constructed that are tailored to
individual need, finances, and local conditions.
7.2 PRESERVATION OF FACILITIES
7.2.1 Marine Borers
If marine structures are to give long service, it is imperative that timbers be protected from
attacks by various insects, fungi, and marine borers. The termite, which is the most common,
inhabits many parts of the United States and Canada. It frequently enters the wood at or near the
ground line. Fungi may develop any time there is a proper amount of air, warmth, food, and
moisture. The discharge of various waste materials into bodies of water is conducive to the
growth of wood-destroying fungi. The prevalence of marine borers is worldwide, and although
they are usually found in salt or brackish waters, slight infestation may be found in rivers above
the point of brackishness. No corrosive materials or untreated timbers should be used, in salt
water.
7.2.2 Preservatives
Where permitted by Federal, State, local jurisdictions, some of the more generally used
preservatives in marina construction are urethane, epoxy, and shellac as acceptable sealers for all
creosote treated wood, and should be used to prevent tracking creosote. The most effective type
of wood treatment is the pressure process which forces the preservative into the wood. This
pressure process may be either the full-cell or empty-cell treatment, which differ in the amount
of preservative retained in the wood.
7.2.3 Piling Protection
In areas where Teredo and pholad attack are expected or known and where Limnoria tripunctata
attack is not prevalent, creosote or creosote solution treatment will provide adequate protection.
In areas where Teredo and Limnoria tripunctata attack is expected or known and where pholad is
not prevalent, either dual treatment or high retention of ACZA or CCA treatment will provide
adequate protection. In areas where Limnoria tripunctata and pholad attack is expected or
known, dual treatment provides the maximum protection. Proponents are urged to consult with
local experts, engineers, the American Wood Preservers Institute, and the National Timber Piling
Council, Inc., prior to using any treated lumber or piling on a project.
7.2.4 Hinged Connections
Special provisions must be made so that attachment booms and gangways can adjust to
fluctuations in water level. One method is to install a fixed hinge at the shoreline in combination
with another hinge on the float or runners for the gangway to slide on as the water level changes.
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Appendix A
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APPENDIX A. U.S. ARMY CORPS OF ENGINEERS PROGRAMS
The U.S. Army Corps of Engineers is charged with maintaining navigable waterways. This is
accomplished by the U.S. Army Corps' permit program whose purpose is to avoid obstructions
in navigable waters. The U.S. Army Corps' regulatory program concerns the integrity of
navigation channels and the quality of the waters of the United States, including the territorial
seas.
A.1 The proponent of a seaplane base located on navigable water should contact the Office of
the District Engineer who has jurisdiction over the area where the seaplane activity will take
place or where a structure will be built. This preliminary inquiry will save time in applying for a
Department of the Army permit.
A.2 Pamphlet EP 1145-2-1, May 1985, U.S. Army Corps of Engineers, Regulatory Program,
Applicant Information, provides basic and general information of a nontechnical nature designed
to assist the proponent in applying for a Corps of Engineers' permit. Title 33 CFR parts 320
through 330, cites the U.S. Army Corps' permit program.
A.3 Figures A-1 through A-3 contain forms and other information required to apply for a
Department of the Army permit.
A.4 The following link may be used to locate the U.S. Army Corp of Engineer Division and
Districts offices for regulatory information:
http://www.usace.army.mil/Missions/CivilWorks/RegulatoryProgramandPermits/RegulatoryCon
tacts.aspx.
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A-2
Figure A-1. Application for a Department of the Army Permit - page one
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Figure A-2. Application for a Department of the U.S. Army Corps Permit – page two
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A.5 Part 1: Instructions for Preparing a Department of the Army Permit Application
Blocks 1 through 4. To be completed by Corps of Engineers.
Block 5. Applicant’s Name. Enter the name and the E-mail address of the responsible party or
parties. If the responsible party is an agency, company, corporation, or other organization,
indicate the name of the organization and responsible officer and title. If more than one party is
associated with the application, please attach a sheet with the necessary information marked
Block 5.
Block 6. Address of Applicant. Please provide the full address of the party or parties
responsible for the application. If more space is needed, attach an extra sheet of paper marked
Block 6.
Block 7. Applicant Telephone Number(s). Please provide the number where you can usually
be reached during normal business hours.
Blocks 8 through 11. To be completed, if you choose to have an agent.
Block 8. Authorized Agent’s Name and Title. Indicate name of individual or agency,
designated by you, to represent you in this process. An agent can be an attorney, builder,
contractor, engineer, or any other person or organization. Note: An agent is not required.
Blocks 9 and 10. Agent’s Address and Telephone Number. Please provide the complete
mailing address of the agent, along with the telephone number where he / she can be reached
during normal business hours.
Block 11. Statement of Authorization. To be completed by applicant, if an agent is to be
employed.
Block 12. Proposed Project Name or Title. Please provide name identifying the proposed
project, e.g., Landmark Plaza, Burned Hills Subdivision, or Edsall Commercial Center.
Block 13. Name of Waterbody. Please provide the name of any stream, lake, marsh, or other
waterway to be directly impacted by the activity. If it is a minor (no name) stream, identify the
waterbody the minor stream enters.
Block 14. Proposed Project Street Address. If the proposed project is located at a site having a
street address (not a box number), please enter it here.
Block 15. Location of Proposed Project. Enter the latitude and longitude of where the
proposed project is located. If more space is required, please attach a sheet with the necessary
information marked Block 15.
Block 16. Other Location Descriptions. If available, provide the Tax Parcel Identification
number of the site, Section, Township, and Range of the site (if known), and / or local
Municipality that the site is located in.
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Block 17. Directions to the Site. Provide directions to the site from a known location or
landmark. Include highway and street numbers as well as names. Also provide distances from
known locations and any other information that would assist in locating the site. You may also
provide description of the proposed project location, such as lot numbers, tract numbers, or you
may choose to locate the proposed project site from a known point (such as the right descending
bank of Smith Creek, one mile downstream from the Highway 14 bridge). If a large river or
stream, include the river mile of the proposed project site if known.
Block 18. Nature of Activity. Describe the overall activity or project. Give appropriate
dimensions of structures such as wing walls, dikes (identify the materials to be used in
construction, as well as the methods by which the work is to be done), or excavations (length,
width, and height). Indicate whether discharge of dredged or fill material is involved. Also,
identify any structure to be constructed on a fill, piles, or float-supported platforms. The written
descriptions and illustrations are an important part of the application. Please describe, in detail,
what you wish to do. If more space is needed, attach an extra sheet of paper marked Block 18.
Block 19. Proposed Project Purpose. Describe the purpose and need for the proposed project.
What will it be used for and why? Also include a brief description of any related activities to be
developed as the result of the proposed project. Give the approximate dates you plan to both
begin and complete all work.
Block 20. Reasons for Discharge. If the activity involves the discharge of dredged and/or fill
material into a wetland or other waterbody, including the temporary placement of material,
explain the specific purpose of the placement of the material (such as erosion control).
Block 21. Types of Material Being Discharged and the Amount of Each Type in Cubic
Yards. Describe the material to be discharged and amount of each material to be discharged
within Corps jurisdiction. Please be sure this description will agree with your illustrations.
Discharge material includes: rock, sand, clay, concrete, etc.
Block 22. Surface Areas of Wetlands or Other Waters Filled. Describe the area to be filled at
each location. Specifically identify the surface areas, or part thereof, to be filled. Also include
the means by which the discharge is to be done (backhoe, dragline, etc.). If dredged material is to
be discharged on an upland site, identify the site and the steps to be taken (if necessary) to
prevent runoff from the dredged material back into a waterbody. If more space is needed, attach
an extra sheet of paper marked Block 22.
Block 23. Description of Avoidance, Minimization, and Compensation. Provide a brief
explanation describing how impacts to waters of the United States are being avoided and
minimized on the project site. Also provide a brief description of how impacts to waters of the
United States will be compensated for, or a brief statement explaining why compensatory
mitigation should not be required for those impacts.
Block 24. Is Any Portion of the Work Already Complete? Provide any background on any
part of the proposed project already completed. Describe the area already developed, structures
completed, any dredged or fill material already discharged, the type of material, volume in cubic
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yards, acres filled, if a wetland or other waterbody (in acres or square feet). If the work was
done under an existing Corps permit, identity the authorization, if possible.
Block 25. Names and Addresses of Adjoining Property Owners, Lessees, etc., Whose
Property Adjoins the Project Site. List complete names and full mailing addresses of the adjacent
property owners (public and private) lessees, etc., whose property adjoins the waterbody or
aquatic site where the work is being proposed so that they may be notified of the proposed
activity (usually by public notice). If more space is needed, attach an extra sheet of paper marked
Block 24. Information regarding adjacent landowners is usually available through the office of
the tax assessor in the county or counties where the project is to be developed.
Block 26. Information about Approvals or Denials by Other Agencies. You may need the
approval of other federal, state, or local agencies for your project. Identify any applications you
have submitted and the status, if any (approved or denied) of each application. You need not
have obtained all other permits before applying for a Corps permit.
Block 27. Signature of Applicant or Agent. The application must be signed by the owner or
other authorized party (agent). This signature shall be an affirmation that the party applying for
the permit possesses the requisite property rights to undertake the activity applied for (including
compliance with special conditions, mitigation, etc.).
A.6 Part 2: Drawings and Illustrations
A.6.1 General Information.
Three types of illustrations are needed to properly depict the work to be undertaken. These
illustrations or drawings are identified as a Vicinity Map, a Plan View or a Typical Cross-Section
Map. Identify each illustration with a figure or attachment number. Please submit one original,
or good quality copy, of all drawings on 8½ x11 inch plain white paper (electronic media may be
substituted). Use the fewest number of sheets necessary for your drawings or illustrations. Each
illustration should identify the project, the applicant, and the type of illustration (vicinity map,
plan view, or cross-section). While illustrations need not be professional (many small, private
project illustrations are prepared by hand), they should be clear, accurate, and contain all
necessary information.
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Figure A-3. U.S. Army Corps of Engineer Division boundaries
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Appendix B
B-1
APPENDIX B. U.S. COAST GUARD PROGRAMS
The U.S. Coast Guard is charged with marking navigable waterways. For the purpose of this
advisory circular, "aids to navigation" refers to nautical application rather than to the
aeronautical connotation.
B.1 The proponent of a water operating area located on navigable waters should contact the
Commander of the U.S. Coast Guard District which has jurisdiction over the area where the
water operating area be developed.
B.2 If the proponent decides that markers are required, then these markers are classified as
private aids to navigation. The rules, regulations, and procedures that pertain to private aids to
navigation are set forth in Title 33 CFR part 66.
B.3 The U.S. Coast Guard requires that the application show evidence of a permit having
been issued by the Corps of Engineers prior to completing CG-2554 (item 6 of the form).
B.4 Figures B-1 through B-4 contain instructions for completing the application form as well
as a district map of the U.S. Coast Guard District Commanders.
B.5 The following link may be used to locate the United States Coast Guard Districts offices:
http://www.uscg.mil/top/units/.
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B-2
Figure B-1. Federal regulations Concerning Private Aids to Navigation, 33 CFR Part 66
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Figure B-2. Private Aids to Navigation Application
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Figure B-3. Private Aids to Navigation Application - continued
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Figure B-4. U.S. Coast Guard Districts
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