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Home My WebLink AboutChapter 2 - Inventory of Existing Facility I il I il I I I I I I I I I I I I I I I I INVENTORY arr~ S..E,J:J.fG-SlJli'i ,.--~~~ ~~~ HOM~ OF PtUO,N ISI.ANO I I I I I I I I I I I I II I I I I I I II SEBASTIAN MUNICIPAL AIRPORT Master Plan Update arter SlBAST!AN ~...;:-~ ---~ -- HOME Of PWCAN ISlAND Chapter Two - Inventory of Existing Conditions AIRPORT SETTING Located in Sebastian Florida, the Sebastian Municipal Airport is a small general aviation airport located in the north coastal region of Indian River County. The Airport is a partner of the Treasure Coast Region in the Continuing Florida Aviation System Planning Process (CF ASPP), which consists of three counties: Indian River, Martin, and St. Lucie. As such, the facilities that make up the Airport serve as one of the many contributors to general aviation activity including a significant number of sky dive operations and elements of aircraft manufacturing. Exhibit 2-1, a general location map of the Airport, depicts the site of Sebastian Municipal in the State of Florida. The Airport is included within the National Plan ofIntegrated Airport System (NPIAS), which is published by the U.S. Department of Transportation. In the NPIAS, the Federal Aviation Administration (FAA) establishes the role of those public airports defined as essential to meet the needs of civil aviation and to support the Department of Defense and Postal Service. In the NPIAS, the role for each airport identifies one of five basic service levels. These levels describe the type of service that the airport is expected to provide the community at the end of the NPIAS five-year planning period. It also represents the funding categories set up by Congress to assist in airport development. Sebastian in represented as a General Aviation (GA) airport, based on data collected and transmitted to Congress by the Secretary of Transportation for the 1998-2002 planning period. Locale All of the property comprising the Sebastian Municipal Airport is located within the municipal district of the City of Sebastian. The Airport itself is situated on 625 acres located to the west of downtown Sebastian and is approximately six miles west of Interstate 95 via County Road 512 (Fellsmere Road). A portion of Indian River County, which includes the City of Sebastian, is shown in Exhibit 2-2. The Airport is owned and operated by the City of Sebastian, which is located in the northeast central portion of Indian River County, on the east central coast of the State of Florida. Indian River County is bordered by Brevard County to the north, Osceola County to the West, St. Lucie County to the south, and the Atlantic Ocean to the east. There are several public use airports offering commercial service within a convenient radius of Sebastian. The most significant is Orlando International Airport, located approximately 65 miles northwest, Palm Beach International, located 82 miles to the south, and Melbourne International Airport, located 21 miles to the north. There are eight public airports in Florida within 50-miles of Sebastian that offer general aviation services. These include Melbourne International Airport, Merritt Island Airport, New Hibiscus Airpark, Okeechobee County Airport, River Ranch Resort Airport, St. Lucie County International Airport, Vero Beach Municipal Airport, and Witham Field. Table 2-1 provides a comparison of some aspects of these public airports. 2002 2-1 I I I I I M I M I I I I I I I I I I I SEBASTIAN MUNICIPAL AIRPORT Master Plan Update arter SlB~T!AN ~~~ HOMI Of ffiXAN ISlAND TABLE 2-1 PUBLIC AIRPORTS IN THE REGION Airport Runways Approaches Services Melbourne International 9L-27R (6,000' x 150') ILS Runway 9R Fuel- 100LL & Jet A Airport 9R-27L (9,483' x 150') LOC BC Runway 27L Major Airframe Repair 4-22 (3,001' x 75') VORlGPS Runway 27L Major Powerplant Repair VOR RWY 9R ARFF Index C NDB/GPS RWY 9R GPS Runway 9L/27R Merritt Island Airport 11-29 (3,601' x 75') NDB/GPS Runway 11 Fuel- 100LL & Jet A Minor Airframe Repair Minor Powerplant Repair New Hibiscus Airpark 18-36 (3,120' x 160') Visual Fuel- 100LL Turf Major Airframe Repair Minor Powerplant Repair Okeechobee County 4-22 (5,000' x 150') Visual Fuel- 100LL & Jet A Airport 13-31 (4,000' x 150') Minor Airframe Repair Minor Powerplant Repair River Ranch Resort 16-34 (4,950' x 75') Visual Fuel- 100LL Airport Sebastian Municipal 4-22 (4,024' x 100') Visual Fuel- 100LL, & Jet A Airport 13-31 (4,021' x 150') Major Airframe Repair Major Powerplant Repair St. Lucie International 9-27 (6,492' x 150') ILS Runway 9 Fuel- 100LL & Jet A Airport 14-32 (4,756 x 100') VORlDME Runway 14 Major Airframe Repair GPS Runway 9/14 Major Powerplant Repair NDB/GPS Runway 27 NDB Runway 9 NDBA Vero Beach Municipal llR-29L (7,314' x 100') VORlDME Runway 29L Fuel- 100 & Jet A Airport llL-29R (3,504' x 75') GPS Runway 29L Major Airframe Repair 4-22 (4,974' x 100') VORlGPS Runway llR Major Powerplant Repair NDB Runway llRl29L High Pressure Oxygen Low Pressure Oxygen ARFF Index A Witham Field 12-30 (5,826' x 100') GPS Runway 12/30 Fuel- 100 & Jet A 16-34 (5,000' x 100') Major Airframe Repair 7-25 (4,652' x 100') Major Powerplant Repair Source: Southeast U.S. Airport FacIlity DIrectory and Florida Airport Directory. Climate The Sebastian Municipal Airport has an elevation of 23 feet above mean sea level and is separated from the Atlantic Ocean by the Intercoastal Waterway (Indian River) and a narrow island offshore. The immediate surrounds for all runways consist of tree and brush. The maritime location and prevailing easterly sea breeze significantly influence the climate of this region. Although the Airport is located in the warmer southeastern portion of the nation, annual temperatures are considered natively moderate due to the influence of the sea breeze. 2002 2-4 I I I I I I I I I I I I I I I I I I I SEBASTIAN MUNICIPAL AIRPORT Master Plan Update cmer SlB~T!AN ~.0~.~'"'' ~~ HOME Of PWCMI ISLAND Temperatures during the summer months rarely reach 100 degrees Fahrenheit, with an average maximum temperature in the months of July and August of 90 degrees Fahrenheit. During the winter months, the average minimum temperature is slightly above 50 degrees Fahrenheit with record lows near the 20s. On average, this area only experiences freezing temperatures one day a year, which is usually during the month of January. Rainfall in this area occurs during all seasons, however is more abundant during the summer when daily showers are common. Monthly precipitation amounts in the off summer months are about half of the amounts recorded in the summer. This is due in part to the cold frontal systems that frequently traverse this region. Thunderstorms occur approximately 70 to 80 days a year. Throughout the year, the relative humidity around 7:00 a.m. tends to range from 80 to 90 percent. Early afternoon humidity ranges from 60 to 70 percent with the lower values occurring in mid-afternoon when the temperatures reach their highest. Because the Sebastian area lies in the northern boundary of a tropical rainy region, during the summer and fall, there may be hurricane activity. Of those hurricanes that pass close to Sebastian, many move northward offshore, some cross the peninsula of Florida moving generally eastward, weakening during their passage over land and some enter the coastal area from the Atlantic Ocean. The frequency of those entering the coastal region has been small; in fact, only five have made landfall in the Sebastian area in the past 114 years. The characteristic of the area's wind direction is another factor to be evaluated. This element is important since aircraft takeoff and land into the wind. The FAA recommends that sufficient runways be provided to achieve 95 percent wind coverage. This is calculated by using a 10.5-knot (12 mph) crosswind component for the smaller aircraft and light aircraft, while a 13-knot (15 mph) crosswind component is utilized for larger aircraft. FAA Advisory Circular 150/5300-13, Change 6, "Airport Design" expresses that a period of at least ten consecutive years be examined for determining the wind coverage when carrying out an evaluation of this type. The source of data for wind conditions at Sebastian Municipal Airport, were taken from the 1993 Master Plan, which was comprised ofVero Beach Municipal Airport Wind Data. This data was collected from the National Climate Data Center, taken in 1983. The National Climatic Data Center in Asheville, North Carolina officially records meteorological information. To determine the wind coverage at the Sebastian Municipal Airport, Runway 4-22 and Runway 13-31 were evaluated. It was determined that any combination of these two runways would provide enough coverage to more than satisfy FAA recommendations. Table 2-2 summarizes the percent of wind coverage for an all weather scenario, using a 10.5 and l3-knot crosswind component. TABLE 2-2 ALL WEATHER WIND COVERAGE Runway 10.5-knots 13-knots (12 mph) (15 mph) 4-22 91.1% 97.2% 13-31 91.0% 97.1% Combined 96.4% 99.6% Source: 1. 1993 Airport Master Plan. 2. The LP A Group Inc. 2000 As shown in the table above, it was determined that any combination of these two runways would provide enough coverage to more than satisfy FAA recommendations. However, because the FAA recommends 95 percent coverage, both runways are needed in order to provide the appropriate wind coverage for the smaller and light aircraft (1 0.5-knot coverage). 2002 2-5 I I I I I I I I I I I I I I I I I I I SEBASTIAN MUNICIPAL AIRPORT Master Plan Update arter SlBAST!AN ~...0~.'" ~~~ HOMI Of FWCAN ISLAND Airport History Similar to other facilities serving World War II, the approximate 625 acre airport was built by the United States Navy in 1943 as a naval flight-training station. The Sebastian Municipal Airport was transferred by the War Assets Administration, as part of the Surplus Property Act of 1944, on January 29, 1959 to the City of Sebastian. Upon taking responsibility, a provision was written in reference to the Federal Surplus Property Act, in that the Airport be used solely for aviation purposes without unfair discrimination. This provision provided responsibility of property be given back to the United States in the event of noncompliance with any terms and conditions of the deed. Since acquisition, the Airport has been maintained and operated by the City of Sebastian. Since the transfer of ownership from the U.S. Government, Sebastian has undergone numerous facility changes and improvements. The noted championship Sebastian Municipal Golf Course was built in 1981 on a l55-acre plot ofland occupying a large portion of the Airport property. In the mid to late 1980's local area flight-training facilities greatly increased operations at the Airport. Currently Fixed Based Operators (FBO) occupy the east and west sides of the airfield and frequent sky diving activity accounts for a large portion of operations at Sebastian Municipal Airport. The addition of a number of commercial and private general aviation hangars and related aprons were developed along the West Quadrant of the field. No identifiable existing structures stand from the Airport's military days. Over the years, there have been other changes made to the Airport. Some of the more significant projects, going backward in time, have included: + Center 75 feet of Runway 4-22 reconstructed and 37.5 feet of both sides of runway resealed and rejuvenated (completed during 1997). + Installation of Low Intensity Runway Lights onto Runway 4-22. + Demolition of adjacent parallel taxiway to Runway 4-22. + The closing of Runway 9-27 as an active runway. This pavement was then converted into a taxiway, which runs from the midpoint of the abandoned Runway 18-36 pavement, through the intersection of Runways 4-22 and Runway 13-31. + The closing of Runway 18-36 as an active runway. This pavement was then converted into a taxiway and apron which runs between the approach ends of Runway 4 and Runway 13. Some of the most notable improvements, which have changed the look ofthe airfield, have occurred since the last Master Plan Update. For example, general aviation facilities have been constructed on the west side of the Airport, consisting of several new hangars, a 10,000-gallon Jet A fuel facility, and a miscellaneous inventory of sky dive training facilities. Previous Studies In October of 1993, Williams, Hatfield & Stoner, Inc. completed the last Master Plan Update for Sebastian Municipal. As with this study, the 1993 Master Plan provided a comprehensive analysis ofthe Airport needs and alternatives with the purpose of providing a 20-year outlook for the Airport's future development. This Master Plan was an update to the previous Master Plan conducted in 1988. Information included in the 1993 Master Plan has been reviewed for inclusion of any applicable data/information in this Master Plan report. 2002 2-6 I I I I I I I I I I I I I I I I I I I SEBASTIAN MUNICIPAL AIRPORT Master Plan Update cmer SEBAST~ ~ HOME Of PtUCAN tSlAND National aviation plans are administered by the U.S. Department of Transportation through the FAA. In addition to the NPIAS, Sebastian has been incorporated into the FAA Terminal Area Forecasts (TAF). These plans have been referenced to complete this section of the Master Plan report. However, the information contained in these plans will primarily be used to develop the aviation forecasts in the following chapter. AIR TRAFFIC ACTIVITIES The historical profile of aviation activity and the number of based aircraft at Sebastian Municipal is essential to the development of forecasts for future aviation activity. This information will help evaluate the trends associated with the various socioeconomic factors. The best historical information will come from the FAA Airport Master Records (Form 5010), FAA TAF, the 1993 Master Plan Update, the Florida Aviation System Plan (FASP), and the NPIAS. Aircraft Operations Presently, the Sebastian Municipal Airport normally incurs operations from 7 a.m. to 9 p.m. every day of the week. In addition to the use of historical base data, operations for this study have been derived from FBO and airfield operators. An aircraft operation is counted as either one landing or one takeoff. Further, a touch and go operation is counted as two operations, since the aircraft technically landed and took off. Generally, there are two types of recorded aircraft operations: local and itinerant. Local operations are those arrivals or departures performed by aircraft that remain in the pattern or are within sight of the Airport. This covers an area within a 20 nautical mile (nm) radius of the airfield. Itinerant operations are arrivals or departures other than local operations performed by either based or transient aircraft that do not remain in the airport traffic pattern or within a 20 nm radius. Table 2-3 provides the total number of aircraft operations recorded for Sebastian over the past ten years. These totals represent the number of local and itinerant operations conducted at the Airport. A majority of the local operations at an airport are typically conducted by aircraft that are based out of the airport. TABLE 2-3 SUMMARY OF AIR TRAFFIC ACTIVITY Year Annual Operations 1990 94,732 1991 94,732 1992 94,732 1993 94,732 1994 94,732 1995 94,732 1996 94,732 1997 94,732 1998 94,812 1999 37,240 Source: 1. FAA Airport Master Record (5010 form). 2. FAA Terminal Area Forecast. Based Aircraft Historical based aircraft information for Sebastian is contained in both the FAA 5010 form and the T AF. Likewise, the type of aircraft performing operations at the airport is an important historical element in 2002 2-7 I I I I I I I I I - I I I I I I I I I SEBASTIAN MUNICIPAL AIRPORT Master Plan Update (lller SlB~T~ ~..0~.' ~~ HOME Of PWCAN ZSlAND determining the future forecast of aviation activity. Typically, aircraft categories are broken down into single engine, multi-engine, jet, and rotor. This information helps to determine the future airside requirements of the Airport. The total number of historical based aircraft, along with the fleet mix for Sebastian Municipal has been obtained from the FAA's 5010 form. This information has been supplemented with data from the FAA TAF as required. Table 2-4 represents the historical fleet mix of based aircraft since 1990. TABLE 2-4 mSTORICAL BASED AIRCRAFT Year Single Engine Multi-Engine Jet Rotor Total 1990 42 8 0 0 50 1991 42 8 0 0 50 1992 42 8 0 0 50 1993 42 8 0 0 50 1994 42 8 0 0 50 1995 42 8 0 0 50 1996 42 8 0 0 50 1997 42 8 0 0 50 1998 42 8 0 0 50 1999 42 8 0 0 50 Source: 1. FAA Airport Master Record (5010 form). 2. FAA Terminal Area Forecast. It is obvious that the historical operations and based aircraft data recorded for Sebastian has remained at a fixed level. These unchanging values will be addressed in the following chapter as they create significant limitations to the forecasting approach that can be utilized. AIRPORT FACILITIES This section presents a description of the eXIstmg airside and landside facilities at the Sebastian Municipal Airport. The description of the following facilities provides the basis for the airfield demand/capacity analysis and determination of facility requirements to be presented in subsequent chapters of the Master Plan. Airfield Facilities The airfield or airside facilities generally include all facilities required to support the movement and operation of aircraft. These facilities include the Airport's runways, taxiways, airfield lighting, pavement markings, and airspace/traffic control. The current airfield facilities at Sebastian are depicted in Exhibit 2-3. 2002 2-8 I I I I I I I I I I I I I I I I I I I SEBASTIAN MUNICIPAL AIRPORT Master Plan Update cmer SlBASTIAN ~-., . _". r ~. -.-." -- HOME. Of rwCAN ISLAND Runways There are two active runways at Sebastian. The primary runway, Runway 4-22, is 4,024 feet in length and 100 feet in width. The secondary or crosswind runway, Runway 13-31, is 4,021 feet long and 150 feet wide. Only Runway 4-22 is lighted for nighttime operations, and both are of asphalt concrete construction. A visual inspection of Runway 4-22 and Runway 13-31 was performed during the inventory visit conducted as part of this study. Runway 4-22 During the inspection of Runway 4-22, longitudinal and lateral cracking along the older and resealed 37.5 foot portion of the pavement was observed. This form of longitudinal and lateral cracking of the asphalt surface is typically caused by poorly constructed paving lane joints, shrinkage of the asphalt surface due to hardening, or a reflective crack caused by cracks beneath the surface course. Ordinarily, longitudinal and lateral cracks are not associated with traffic load; as such, these observations suggest simply age and climate conditions are the primary cause. The resealing of the pavement in 1998 will only slow the deteriorating process. This portion of the runway was originally constructed when Sebastian was a military airfield and is suspected to have been constructed in a short amount of time due to time constraints from national defense concerns during WWII. The center of Runway 4-22 was completely reconstructed due to several depressions along the middle portion of the pavement, which was reported as rough during takeoff and landing. After the reconstruction of Runway 4-22, the pavement surfaces and grade of Runway 4-22 is considered to be in excellent condition. A recent project upgraded and relocated the runway lighting system in from the original 150-foot width to a width of 100 feet. Runway 13-31 During the inspection of Runway 13-31, more serious longitudinal and lateral cracking was observed throughout the entire pavement structure. Extensive cracking and grass protrusion is visible at runway thresholds, with less visible deterioration relative to the midfield portion. Many of these cracks were up to Yz inch wide, which allows water to seep into the base courses causing further deterioration. Runway 13-31 also has several significant low spots along portions of the pavement. This area has been reported to collect water, which can cause hydroplaning and further deterioration of the paved surface. Runway Safety Areas The runway safety area is a rectangular area, centered on the runway centerline, which is required to have specific standards designed to enhance the operational safety of aircraft. FAA standards require that the safety area of a runway be clear of any unnecessary objects, have a particular grade, be properly drained, and be capable of supporting aircraft and certain safety equipment. The dimensions of the runway safety area are set forth in FAA AC 150/5300-13, "Airport Design. " Since the last Master Plan, several projects have been conducted to enhance the runway safety areas at Sebastian. After the reconstruction of Runway 4-22, the safety area for Runway 4 was 2002 2 -10 I SEBASTIAN MUNICIPAL AIRPORT Master Plan Update cmer SlBASTIAN ~-- ,- .-.,--.. '" ----. --~ "- HOME Of PWCAN tsLAND I I filled and re-graded in order to comply with FAA requirements. All other portions of the runway safety areas appear to be in compliance with FAA standards. Runway Protection Zones I A runway protection zone (RPZ), or clear zone as it was formerly named, is a two-dimensional trapezoidal shaped area beginning 200 feet from the usable pavement end of a runway. The primary function of this area is to preserve and enhance the protection of people and property on the ground. The size or dimension of the runway protection zone is dictated by guidelines set forth in FAA AC 150/5300-13, "Airport Design." I I Airports are required to maintain control of each runway's RPZ. Such control includes keeping the area clear of incompatible objects and activities. While not required, this control is much easier to achieve and maintain through the acquisition of sufficient property interests in the RPZs. The current RPZs at Sebastian appear to be in conformance with FAA standards. I Taxiways I I There are currently five primary active taxiways serving the two runways at Sebastian. The main taxiway, which was previously Runway 9-27, provides an east-west taxiway located between the active runways. This taxiway alignment includes some very deteriorated pavement sections. I Located on the west side of the Airport is the second main taxiway which was previously Runway 18-36, and in addition to providing taxiway access, serves as apron and tiedown space. This taxiway serves the departure ends of Runway 13 and Runway 4, with no designated run-up areas. However, excessive pavement located at each end of this taxiway currently provides aircraft with space to perform run-up operations. This area for Runway 13 is in a low spot and visual inspection indicates the pavement to be in poor condition. Prop wash from aircraft serves as a problem to tenants located along the west side of this taxiway. Visual inspection indicates the pavement that makes up the south end of this taxiway at Runway 4 to be in fair condition. I I I The third and fourth taxiways at Sebastian provide partial parallel access for Runway 13-31 and Runway 4-22. One provides access between Runway 22 and Runway 13-31 and is located on the north side ofthe runway intersection. The other is located to the south of the runway intersection and provides access between Runway 31 and Runway 4-22. Both taxiways provide access to the primary east-west taxiway via the intersection of Runway 13-31 and Runway 4-22. I I The fifth taxiway is located on the easternmost portion of the airfield and serves as an access taxiway between the primary east-west taxiway and the approach end of Runway 31. All of the pavements of the third, fourth, and fifth taxiways are considered to be in a deteriorated condition. Airfield Lighting I Proper airfield lighting is required at all airports that are utilized for nighttime operations. The Sebastian Municipal Airport is capable of accommodating aircraft operations at night because of the existing lighting fixtures found on the airfield. I I 2002 I 2 -11 I SEBASTIAN MUNICIPAL AIRPORT Master Plan Update cmer SlBAST!AN ~~~ I tfQMt Of PtuCAN ISLAND I Identification Lighting I An airport-rotating beacon universally indicates the location and presence of an airport at night or in adverse conditions. The airport rotating beacon tower for Sebastian stands approximately midfield along the eastern boundary of the north-south taxiway. This beacon, approximately 25 feet above ground level, is equipped with an optical rotating beacon system that projects two beams oflight, one green and one white, 180 degrees apart. The beacon is in operation during the entire duration of nighttime hours. I Runway Lighting I I Only one of the two active runways at Sebastian has a pavement edge lighting system for night operations. Runway 4-22 is equipped with nonstandard Low Intensity Runway Lights (URL). Because there is no Air Traffic Control Tower (ATCT) at the Airport, pilots can operate the runway lighting by use of the pilot controlled lighting system. This lighting system is operated through the Common Traffic Advisory Frequency (CTAF), which is the same as the Unicom frequency of 123.05 MHz. Having the pilot controlled lighting on the CTAF eliminates theneed for pilots to change frequencies in order to turn the airfield lights on, thus allowing a continuous listen/watch form of communication on a single frequency. The pilot simply keys the aircraft's microphone to control the runway lighting system. I I I As part of the runway lighting system, the identification of the runway end, or threshold, is of major importance to a pilot during landing and takeoff. Therefore, runway ends and thresholds are equipped with special lighting to aid in the approach to or identification of the runway end during takeoff. At Sebastian, the approach to Runway 4 and Runway 22 is identified with three standard inboard threshold lights on each side of the runway centerline, that have a two color (red/green) lens, placed across the end of the runway pavement. When landing, the green half of the lens faces the approaching aircraft, indicating the beginning of the usable runway. The red half of the lens faces the aircraft on takeoff, indicating the end of the usable runway. Both ends of Runway 4-22 have a six light runway end/threshold configuration. I I I I I There is one internally illuminated windsock located in the midfield portion of the Airport, adjacent to the approximate midpoint of Runway 4-22. Taxiway and Apron Lighting As mentioned, the taxiways at Sebastian do not have taxiway edge lighting. However, it is not a requirement for any airport that has runway facilities lighted with URL to have lighting on any portion of the taxiway system. It should be noted that there is flood lighting provided for aircraft parking aprons on both the eastern and western aprons. Pavement Markings I I Pavement markings provide the standards for delineating operations on paved areas (runways, taxiways, and aprons) on the airfield. The runways at Sebastian Municipal Airport have limited runway markings. Both runways at Sebastian have centerline striping; however, no side striping, aiming point markers, or touchdown zone markings exist on the airfield. Although aiming point markers and touchdown zone markings are less common, all runways should have runway side striping to provide visual contrast I 2002 I 2 -12 I I I I I I I I I I I I I I I I I I I cmer SlBASTIAN ~~ ~- ..r." - :--:-~----- SEBASTIAN MUNICIPAL AIRPORT Master Plan Update HOME Of PU.JC.AN ~o between the runway and the surrounding terrain in order to delineate the width of the paved area intended for use. Located at the approach ends of both runways are designation markings, which identify the runways by their magnetic azimuth. As a result of recent rehabilitation, the Runway 4-22 markings are clear and identifiable. At the time of the Runway 4-22 rehabilitation, Runway 13-31 was remarked. However, these markings are difficult to identify as a result of deterioration to pavement and grass protrusion. Threshold markings, which are in the same condition, are located at the beginning of all runways and serve the purpose of identifying the beginning of the runway available for landing. All of the taxiways at Sebastian have visible taxiway centerline stripes with hold short lines located at all of the required locations. At non-controlled airports, holding position markings identify the location on a taxiway or apron where aircraft are supposed to stop until it is safe to proceed onto the runway. No taxiway edge markings are in use to delineate the width of the taxiways. These markings provide visual indication to permit taxiing along designated passageways. Taxiway edge markings should be used when the taxiway edge does not correspond with the edge of the pavement. Navigational Aids With the exception of several Victor airways passing just to the west of the airfield as they approach to or extend from the Vero Beach Very High Frequency Omni-directional Range (VOR), there are currently no navigational aids available at Sebastian Municipal Airport. Airfield Layout and Facilities Due to the geometric layout of the active runways, the Sebastian airfield is divided into four quadrants and the two infield areas (depicted on Exhibit 2-3). Throughout the remainder of this Master Plan, these areas will be referred to as either the: + North Quadrant - the area located on the north side of Runway 4-22 and Runway 13-31 intersection, spanning the area between the approach ends of Runway 31 and Runway 22, expanding into the uncleared industrial zoned area to the north, and land occupied by Sebastian Municipal Golf Course. + South Quadrant - the area located on the south side of Runway 4-22 and Runway 13-31 intersection, spanning the area between the approach ends of Runway 4 and Runway 31, expanding into the area to the south occupied by Sebastian Municipal Golf Course. + East Quadrant - the area of the Airport located on the east side of Runway 4-22 and Runway 13-31 intersection, spanning the area between the approach ends of Runway 31 and Runway 22, expanding east into the residential property and Sebastian Municipal Golf Course. + West Quadrant - the area located on the west side of Runway 4-22 and Runway 13-31 intersection, spanning the area between the approach ends of Runway 4 and Runway 13, expanding west into uncleared industrial zoned property and towards the Sebastian River. + North Infield - the triangular-shaped zone located inside the area created by the centerlines of Runway 13-31, north-south taxiway (prior Runway 18-36), and east-west taxiway (prior Runway 9-27). 2002 2 -13 I SEBASTIAN MUNICIPAL AIRPORT Master Plan Update crrrer SlB~T~ ~ ~~~ HOME Of Pf.LJCAN ISlAND I + South Infield - the triangular-shaped zone located inside the area created by the centerlines of Runway 4- 22, north-south taxiway (prior Runway 18-36), and east-west taxiway (prior Runway 9-27). I I Currently there are only two primary areas of general aviation development at Sebastian, the West and East Quadrant development areas. The West Quadrant is the most developed portion of the Airport while the East Quadrant represents a small portion of the Airport development. I North Quadrant I With the exception of the Sebastian Municipal Golf Course, there are no aviation or non-aviation related facilities currently constructed in this portion of the Airport. South Quadrant I With the exception of the Sebastian Municipal Golf Course, there are no aviation or non-aviation related facilities currently constructed in this portion of the Airport. I East Quadrant I There are various areas of undeveloped property remammg in the East Quadrant. The following description of the general aviation facilities on this side of the airfield begins on the north and moves towards the south. The northern most area of the East Quadrant of the Airport is primarily undeveloped industrial property and a portion of the golf course. I Currently there is a full service FBO in the middle of the East Quadrant. This FBO, JS Aviation, offers 100LL fuel, maintenance, daytime and overnight parking, and other aviation related services. JS Aviation currently uses one hangar and one portable hangar, which include all pilot and passenger facilities. The hangar housing the pilot and passenger facilities is a one-story structure that provides space for FBO operations, flight-training, maintenance, and administrative offices. Apron space is available for both based and itinerant aircraft around the facilities of JS Aviation. This area ties into the apron space in front of the east-west taxiway. There is one connector taxiway tying this apron to Runway 31. This portion of the ramp ties into the main portion of JS Aviation's ramp, which is in front of the FBO hangar building. The main ramp ties directly into the east-west taxiway by a large opening between the taxiway and apron. This northernmost portion of JS Aviation's ramp space is unmarked and primarily used by single-engine and small multi-engine aircraft. The condition of the paved ramp space at JS Aviation is considered to be either fair or poor condition after a visual inspection. I I I I Immediately to the south of JS Aviation is more of the Sebastian Municipal Golf Course. The golf course acts as a barrier to Runway 4-22 in the South Quadrant and the approach to Runway 31 in the East Quadrant. I West Quadrant I The West Quadrant is the most developed area on the airfield. Starting from the north at the intersection of north-south taxiway and Runway 13, there is one privately owned hangar. All facilities have immediate access to the airfield via north-south taxiway. To the south are four facilities; these facilities are occupied by Sky Dive Sebastian, Sebastian Aero Services, Velocity Inc., and Golden Horn Aviation, respectively. I I 2002 I 2 -14 I SEBASTIAN MUNICIPAL AIRPORT Master Plan Update cmer S!EBAST~ ~-' " y .I~ -...; -,---. - __,.v......, -, I HOME Of PlLlCAN ISlAND I Sky Dive Sebastian has various structures accommodating business administration, rigging, repair, property maintenance, training, coaching, videography/photography, supply sales, team debriefing rooms, showers, and a 10,000 gallon Jet A fuel tank (with double containment). The Jet A, which is primarily used for sky dive aircraft, is also available to the public. Parking, camping, and restaurant facilities are located toward the back of the property. The camping area is comprised of 18 tent sites and 10 RV style sites. There are currently two small employee automobile parking lots providing 40 regular and two handicapped spots. Overflow parking is available on approximately 2.5 acres leased by Sky Dive Sebastian, which is located just across Airport Drive West. Sky dive landing locations are currently flagged in the grassy North and South Infield triangles. Ramp considerations total approximately eight spaces, which include the airfield's largest aircraft, a Casa 212 and Super Twin Otter. Special events require ramp area for similar classification of aircraft. Based on the visual inspection, the taxiway pavements and aprons in these areas are considered to be in fair to poor condition. I I I I An emergency access road provides access from the landside to the airside and acts as a barrier between Sky Dive Sebastian and the adjacent facility where more apron space, a clearspan hangar, and the administration structure of Sebastian Aero Services is located. Sebastian Aero Services operates as a full service FBO offering maintenance, painting, aircraft sales, ferry services, flight-training, charter, salvage, insurance recovery, daytime and overnight parking, and a 10,000 gallon 100LL double walled fuel tank (with no containment). Sebastian Aero Services serves as a base for eight to ten aircraft. There are currently six paved automobile spaces and room for additional spaces on the grass. Based on visual inspection, the taxiway pavement and apron to the east of the hangar are considered to be in fair to poor condition, while the smaller ramp on the west side of the hangar is in excellent condition. I I I Directly to the south of Sebastian Aero Services is Velocity, Inc., which is a non-FBO composite aircraft manufacturer that caters to the market of 4-seat canard kit-built aircraft. This facility is comprised of two large clearspan hangars, one of which also provides space for administration offices. Additionally, two smaller portable hangars exist on the south side of the main facilities, located between the two main hangars. This entire facility encompasses 27,000 square feet of hangar space, 2,000 of which is designated administrative office space. Velocity provides a limited amount of flight instruction and airframe/engine overhaul and repair. Currently there are 18 regular and one handicapped automobile spaces that are paved. Due to a lack of space, additional Velocity manufacturing is carried out in part of Golden Horn Aviation's available hangar space. I I I Located south of Velocity and directly at the end of the east-west taxiway is the airfield's final general aviation related business located in the West Quadrant. Golden Horn Aviation operates a non-FBO antique and classic aircraft maintenance and inspection operation. Service is provided out of roughly a 10,000 square foot clearspan hangar and administration building. I I North and South Infield Areas I The only general aviation related facility currently located in the infield areas of the Airport is the Airport Manager's office. This office is a portable structure located on the east side of north-south taxiway, directly adjacent to the rotating beacon. I I 2002 I 2 -15 I SEBASTIAN MUNICIPAL AIRPORT Master Plan Update cmer SlBAST!AN ~.~ - ','0 ~~ "_ - .~-...... -- I HOME Of PUJCAN ISlAND Support Facilities I Support facilities at Sebastian Municipal Airport are limited. Maintenance for the Airport is undertaken by the City maintenance department. General maintenance to individual property is the responsibility of the resident leaseholder. The few support facilities at the airfield are described in the following sections. I Automated Pilot System I An Automated Pilot System (APS) provides continuous real-time airport reports, 24 hours aday, without human involvement. Using a computer-synthesized voice, the APS generates new weather reports every minute in a standard format familiar to pilots. The APS serves three basic functions: greetings to pilots, adaptive advisories, and radio checks. I I This APS adapts to how pilots are using the Unicom frequency and disappears when its use is unnecessary. Even pilots unfamiliar with the Airport are greeted by the APS. When the system detects an aircraft's call on the Unicom frequency, it automatically replies with whatever greeting deemed relevant by the Airport Manager. The responsiveness can also be adjusted relative to traffic activity and familiarity with the Airport. I I The second function of the APS is the ability for pilots to request activity reports. The APS replies with airport advisories appropriate to the current weather and level of air traffic congestion, such as sky diving activity. The system can provide aircraft, when appropriate, with alerts regarding density altitude, crosswinds, and other conditions relative to runway operations. By simply monitoring the APS, aircraft enroute to other airports can also stay abreast to local traffic. I I Finally, the APS provides aircraft with the ability to perform radio checks with confirmation of transmission and reception. This allows aircraft enroute or on the ground to test transmission without relying on human intervention. Maintenance Facilities I I Currently the Airport does not have a maintenance facility. The City of Sebastian owns and operates different pieces of maintenance equipment to upkeep the airfield. These include, but are not limited to, trucks, mowers, tractors, pavement sealer, weed killer, etc. Aircraft Rescue and Fire Fighting I I Currently the Airport does not have an Aircraft Rescue and Fire Fighting (ARFF) facility. Fire services fall under the Indian River County Emergency Service Special District. The purpose of the district is to provide fire, rescue, emergency medical services, and other emergency services to property and persons within the district boundaries. I The County operates a 1,200 and a 5,000 gallon water tanker trucks, which are used for fire fighting throughout the City of Sebastian. Based on operations and aircraft size, the fire department feels comfortable with these requirements. The Fire Service is responsible for all fire suppression, airport crash response, arson investigation, fire inspection, and fire prevention operations. I I 2002 I 2 -16 I I I I I I I I I I I I I I I I I I I SEBASTIAN MUNICIPAL AIRPORT Master Plan Update cmer SEBASTY\N ~~ HOME OF PtLICAN tslAND AIRPORT INFRASTRUCTURE Electrical Power Florida Power and Light is the electric utility provider on the Airport. Service lines extending along Airport Drive East serve all facilities in the Airport's East Quadrant. These lines provide the el~ctrical power for the Airport runway lighting system via the regulator located in JS Aviation's clearspan hangar. A buried two-phase power line extends across to Runway 4-22 from the west side of JS Aviation. Two-phase power on the West Quadrant of the Airport extends from Airport Drive West. Due to operational necessity, Sebastian Aero Services runs generators as a solution to the lack ofthree-phase electric utility. Water The domestic water supply on the Airport comes from onsite wells. This is due to the fact that there are no City or County water lines on Airport property. Sanitary Sewer Due to a lack of City or County sewer service, septic tank systems are located on each individual Airport leasehold. A six-inch County force main does extend along Main Street from a pump station located at the south end of the golf course. Indian River County was responsible for the installation of the six-inch force main. If extended onto Airport property, the main is adequate in size to serve the existing and future facilities. Further, this main is connected to the County's regional wastewater treatment plant at Hobart Park, which also has sufficient capacity for future Airport expansion. Telephone Telephone service is provided by Bell South. Lines extending along Airport Drive East and Airport Drive West serve all necessary buildings on Airport property. Stormwater The current stormwater system for the airfield is very limited. Water from the North and South Infield Areas is piped west under the north-south taxiway via two large pipes. This water then continues west via open drainage ditches and canals until it outfalls into the Sebastian River. The north, east, and south sides of the airfield have various open ditches, which route water from the airfield to the retention ponds located on the golf course. AIRSPACE AND AIR TRAFFIC CONTROL As mentioned previously, Sebastian does not have an ATCT. Nonetheless, a portion of the airspace above the Airport is controlled. This airspace, which is designated as Class E, begins at 700 feet Above Ground Level (AGL) and extends upward to 17,999 feet above mean sea level, where it meets with the overlying controlled airspace (Class A). Because Sebastian Municipal Airport does not have any published approaches, the Class E airspace above the Airport serves to facilitate the transition of aircraft to/from the Vero Beach Municipal Airport terminal environment. As an uncontrolled airport, even the Class 'E' controlled airspace designation does not have any specific operating rules, pilot requirements, or equipment requirements. However, a CTAF, which is on the Unicom frequency 123.05 MHz, is available for communications between the aircraft operating at Sebastian. The airspace 2002 2 -17 I I I I I I I I I I I I I I I I I I I SEBASTIAN MUNICIPAL AIRPORT Master Plan Update cmer SEBAST!AN ~~ . .. .--.......... "', ~--. --,....~-, "" HOME Of PUICAN ISlAND environment of Sebastian is influenced by Victor airways. The airways are designated corridors of airspace used for en route navigation by linking VOR facilities. Several of these Victor airways pass just to the west of the airfield as they approach to or extend from the Vero Beach VOR. There are no formal noise abatement procedures in effect at Sebastian. Pilots are encouraged to "fly neighborly"; however, the routings used are consistent with traffic pattern procedures at uncontrolled airports. The nearest public-use airports to Sebastian include Valkaria Airport to the north and Vero Beach Municipal Airport to the south, both of which are approximately 10 nautical miles away. With the exception of the overlying Class E airspace for transitioning aircraft, these airports are sufficiently distant from Sebastian so as not to affect aircraft operations. Sky Dive Sebastian does conduct operations in the airspace over the Airport. However, when skydivers are present, their activity is properly announced before and during the operation. Likewise, a permanent Notice to Airman (NOTAM) regarding these operations is in place. A privately owned, private-use airport, Parrish Brothers Field, located about three nautical miles north of Sebastian, poses no operational conflict due to the relatively low level of aircraft activity at this facility. An airport's approach profiles extend upward and outward starting 200 feet from the usable pavement end of a runway. The size and slope of the approach angle is determined by the type of approach available or planned for a particular runway end. There are to be no objects, either natural (trees) or manmade (buildings), that should penetrate this sloping surface. The criteria for these approach profiles are dictated by guidelines set forth in the FAR Part 77, "Objects Affecting Navigable Airspace." At Sebastian, the approach surfaces for all four runway ends have a slope of 20 to 1 and appear to be free of obstructions. SURFACE TRANSPORTATION NETWORK The Sebastian Municipal Airport area has good access to the regional highway system of east central Florida. Interstate 95 is located approximately four to five miles to the west of the Airport. The driving distance to access this interstate is approximately six miles from the Airport. This four-lane interstate provides access to County Road 512 (Fellsmere Road) and the downtown Sebastian area. However, due to the many commercial businesses and collector roads located off of Fellsmere Road, there are a number of traffic lights between the interstate and downtown area. Access to Fellsmere Road from the Airport is provided through a number of two lane collector streets, including Roseland Road to the west and Main Street to the east. Airport Drive East and Airport Drive West provide direct access routes to the Airport. Airport Drive East extends from Main Street directly to the east of the Sebastian Municipal Golf Course and ends at the JS Aviation automobile parking lot. Two direct routes provide access to the Airport via Airport Drive West from Roseland Road. The south access road is gravel running straight into to the east-west taxiway and turns into pavement as Airport Drive West turns north and parallels the north-south taxiway. By means of this route, Airport Drive West exits back to Roseland Road after turning east. Each leasehold at the Airport has various automobile parking requirements and needs. All of the current leaseholds have to varying extents, space for the sole purpose of parking automobiles. The existing spaces for automobiles at the Airport meet the current level of demand. SOCIOECONOMIC DATA Several socioeconomic factors influence a community's need for airport services. Area population, per capita income, employment/unemployment, construction indicators and taxable sales all affect the level of activity at an airport. The following sections provide an inventory of the historical and projected data for these socioeconomic factors. Overall growth rates and average annual growth rates for the County and State are based on ten years of 2002 2 -18 I I I I I I I I I I I I I I I I I I I SEBASTIAN MUNICIPAL AIRPORT Master Plan Update cmer SE.BASTIAN ~r.0~~' - .~-"' --.~ .- HOMt Of M.LlCAN ts1.AND historical data provided by the 1999 Florida Long-term Economic Forecast, Bureau of Economic and Business Research, University of Florida. Likewise, the projected information in the following outlook provides an indication of future trends based on historical figures. Population The Sebastian Municipal Airport is a publicly owned and operated facility, which provides aviation services to the surrounding community. Therefore, significant increases in the surrounding population would indicate the need for an expansion of the number and type of aviation services provided. According to the Bureau of Economic and Business Research, over the past 10 years, the population in Indian River County has increased on a yearly base. During these 10 years, the population in Indian River County has experienced a slightly smaller average annual growth rate when compared to the State level. These numbers are reflected in Table 2-5. TABLE 2-5 mSTORICAL POPULATION Indian River County State of Florida 1988 83,885 12,306,400 1989 87,542 12,637,718 1990 90,872 13,018,036 1991 92,305 13,285,769 1992 93,603 13,500,517 1993 94,084 13,711,576 1994 95,250 13,955,687 1995 96,616 14,181,147 1996 97,723 14,418,917 1997 99,215 14,653,945 Overall Growth (10 years) 18.3% 19.1% Average Annual Growth Rate 1.9% 2.0% Source: State and County Economic Forecasts, Bureau of Economic and Business Research. In comparison to historical levels of population, as demonstrated in Table 2-6, projections through 2010 indicate that a 1.9 percent average annual growth in the County population is expected to continue, while a decrease in State levels from 2.0 percent average annual growth to 1.6 percent is expected. These numbers substantiate consistent growth in Indian River County, indicating the potential need for expansion of the number and type of aviation services provided at Sebastian Municipal Airport. 1997 2000 2005 2010 TABLE 2-6 PROJECTED POPULATION Indian River County 99,215 105,898 115,912 126,570 State of Florida 14,653,945 15,423,567 16,665,085 17,893,938 Projected Annual Growth 1.9% 1.6% Source: State and County Economic Forecasts, Bureau of Economic and Business Research. 2002 2 -19 I I I I I I I I I I I I I I I I I I I SEBASTIAN MUNICIPAL AIRPORT Master Plan Update cmer S[BAST~ ~7:~ HOME. Of PWCAN ISLAND Per Capita Income Personal income provides a valuable indication of the economic condition for a particular area. The figures in the following table represent the ratio of total personal income, from all sources and before income taxes, to total resident population. Formerly, the national per capita income levels have consistently exceeded those for the State of Florida. I TABLE 2-7 I mSTORICAL PER CAPITA INCOME Indian River County State of Florida 1988 $ 26,259 $ 20,271 1989 27,447 20,812 1990 27,326 20,587 1991 26,939 20,096 1992 26,856 19,912 1993 27,184 20,533 1994 27,777 20,693 1995 28,922 20,080 1996 30,339 21,726 1997 $ 30,861 $ 22,215 Overall Growth (10 years) 17.5% 9.6% Average Annual Growth 1.8% 1.0% Source: State and County Economic Forecasts, Bureau of Economic and BUSllless Research. Per capita income for both the County and the State are projected to increase through the year 2010. Although these rates remain the same for the County and slightly decrease for the State, the expected growth still reflects a positive trend for the region. Through 2010, Indian River County was among the top three counties in Florida having the highest income level within their classification. The expected figures and average annual growth rate through the year 2010 are included in following table. TABLE 2-8 PROJECTED PER CAPITA INCOME Indian River County State of Florida 1997 $ 30,861 $ 22,215 2000 33,082 23,729 2005 35,177 25,324 2010 $ 38,816 $ 27,644 Projected Annual Growth 1.8% 1.7% Source: State and County Economic Forecasts, Bureau of Economic and Business Research. Employment/Unemployment The rate of employment for a geographic area provides a lot of insight to the economic condition of that area. As with the previous factors, employment rates provide an indication of the economic trends that can be expected to 2002 2 -20 I I I I I I I I I I I I I I I I I I I SEBASTIAN MUNICIPAL AIRPORT Master Plan Update cmer S[BAST~ ~-' '. ;:.- ,.t'" ." '.., -,__ ,"i HOMl Of PWCAN tsUaND affect the level of activity at an airport. The total number of people employed, as well as the unemployment rate, is provided in the following table. These figures are used to determine the historical growth or decline in employment. The related rates can then be compared to that of the total population to determine if the area is experiencing a higher or lower employment rate. The figures provided by Bureau of Economic and Business Research reflects only the employment levels related to nonagricultural industries. TABLE 2-9 mSTORICAL EMPLOYED PERSONS Indian River County State of Florida 1988 35,110 5,776,559 1989 37,27 4 5,844,659 1990 36,364 6,077,714 1991 35,018 6,008,539 1992 34,134 6,015,794 1993 34,751 6,191,794 1994 35,864 6,363,390 1995 37,523 6,474,776 1996 38,944 6,601,071 1997 40,534 6,768,211 Overall Growth (10 years) 15.5% 17.2% Average Annual Growth 1.6% 1.8% Source: State and County Economic Forecasts, Bureau of Economic and Busmess Research. As seen in the above table, for the most part the employment levels for both Indian River County and the State have steadily increased over the past 10 years. The data in the following table shows that this positive trend is expected to continue at a slightly higher rate, with Indian River County exceeding the growth rate for the State. TABLE 2-10 PROJECTED EMPLOYED PERSONS Indian River County State of Florida 1997 40,534 6,768,211 2000 45,726 7,319,984 2005 51,314 7,976,394 2010 56,278 8,636,403 Projected Annual Growth 2.6% 1.9% Source: State and County Economic Forecasts, Bureau of Economic and Business Research. While employment levels have basically increased overall, unemployment rates have fluctuated during the same period. The overall increase in the unemployment rate for the County was expected, given the fact that the historical growth in total population exceeds the historical growth of employed persons. However, the same is not true for the State figures as can be seen in Table 2-11. 2002 2 -21 I I I I I I I I I I I I I I I I I I I SEBASTIAN MUNICIPAL AIRPORT Master Plan Update cmer SlBAST~ ~~ HOME Of PWCAN tslAND TABLE 2-11 mSTORICAL UNEMPLOYMENT Indian River County State of Florida 1988 6.8% 5.0% 1989 6.4% 5.6% 1990 11.1% 6.0% 1991 12.2% 7.4% 1992 13.2% 8.3% 1993 11.3% 7.0% 1994 11.1% 6.6% 1995 9.7% 5.5% 1996 9.0% 5.1% 1997 8.1% 4.8% Overall Change (10 years) Up 1.3% Down 0.2% Average Annual Change Up 0.14% Down 0.02% Source: State and County Economic Forecasts, Bureau of Economic and Business Research. For both the County and the State, the unemployment rate has been projected by the Bureau of Economic and Business Research to increase. These numbers are reflected in the following table. I TABLE 2-12 I PROJECTED UNEMPLOYMENT Indian River County State of Florida 1997 8.1% 4.8% 2000 8.3% 4.6% 2005 9.2% 5.5% 2010 9.0% 5.3% Projected Annual Growth Up 0.07% Up 0.04% Source: State and County Economic Forecasts, Bureau of Economic and Busmess Research. Construction Indicators Various construction indicators provide a good gauge as to the growth activity and economic development in an area. Typically, the number of residential building permits that have been issued can be utilized to evaluate the trend in an area. There were no concise lists for the issuance of historical building permits nor were there any projections of the expected future forecasts available. However, the Bureau of Economic and Business Research does have a thorough listing of the historical number of households through 1997. These figures, for both Indian River County and the State are included in the following table. 2002 2 - 22 I I I I I I I I I I I I I I I I I I I SEBASTIAN MUNICIPAL AIRPORT Master Plan Update cmer SlBAST~ ~~ -- -r.:-..;,: . -~~-:.:-- HOME Of Pf.UCAN ISLAND I TABLE 2-13 I mSTORICAL HOUSEHOLDS Indian River County State of Florida 1988 1,938 169,099 1989 1,885 149,625 1990 1,402 130,140 1991 899 89,192 1992 928 100,921 1993 929 106,537 1994 1,147 124,669 1995 1,098 119,748 1996 1,079 124,211 1997 1,077 130,804 -55.6% -77.4% Overall Growth (10 years) Average Annual Growth -6.3% -2.8% Source: State and County Economic Forecasts, Bureau of Economic and Busmess Research. Housing projects are derived from a forecast of the housing stock, taking into account not only the increasing number of households in Florida, but also the changing vacancy rates in the stock of various classifications of homes and the replacement of obsolescent housing. Figures for the number of households back to 1988 were incorporated so that an average annual growth rate for a 13-year period could be calculated. As reflected in the table above, the historical number of households for both the County and the State has fluctuated during the 10- year period. According to the figures provided by the Bureau of Economic and Business Research, the County's rate of growth will move from a negative average annual growth rate to a slight growth position (see Table 2-14 below). Although not as substantial as the County, the State also follows with a steady position. TABLE 2-14 PROJECTED HOUSEHOLDS Indian River County State of Florida 1997 1,077 130,804 2000 969 124,770 2005 1,013 128,779 2010 1,065 132,591 Projected Annual Growth 0.0% 0.1% Source: State and County Economic Forecasts, Bureau of Economic and Busmess Research. Retail Sales Real taxable sales provide a way to analyze the number of dollars spent in an area. This value provides insight not only to local dollars spent, but also includes visitor/tourist sales. Table 2-15 provides the historical real taxable sales for Indian River County and the State. Historical data depicts a higher growth in the County than in the State as a whole; however, these same figures illustrate a slight reduction in growth. Due to several factors, caution should be used when using any single measure as a sole indicator of economic condition in a County still classified as non-metropolitan. 2002 2 -23 I I I I I I I I I I I I I I I I I I I SEBASTIAN MUNICIPAL AIRPORT Master Plan Update <:mer SEBAST~ ~,;:.~.,. ~--=:2::~ HOMt Of PtLK.AN rstAND TABLE 2-15 mSTORICAL REAL TAXABLE SALES (in millions) Indian River County State of Florida 1988 $ 792,167 $ 133,786,740 1989 806,521 134,342,091 1990 779,318 135,056,074 1991 742,510 129,743,504 1992 747,994 137,973,493 1993 780,068 146,763,950 1994 845,507 158,523,310 1995 924,722 166,969,110 1996 1,051,735 184,711,818 1997 $ 1,255,734 $ 200,511,142 Overall Growth (10 years) 58.5% 49.9% Average Annual Growth 5.3% 4.6% Source: State and County Economic Forecasts, Bureau of Economic and Business Research. The following table demonstrates the projected real taxable sales for the County and the State. As mentioned above, care should be used when interpreting these numbers. Taxable sales are derived from Florida Department of Revenue records and sometimes the department uses practices such as refunds, escrow accounts, and vouchers to drive a wedge between economic activity necessary to monitor the accounting of sales. The economical aspect is effective similarly, in that residents tend to spend a substantial proportion of their incomes in metropolitan areas due to better selections and prices. These aspects reduce the effectiveness of a correlation between various series of statistical information. TABLE 2-16 PROJECTED REAL TAXABLE SALES (in millions) Indian River County State of Florida 1997 $ 1,255,734 $ 200,511,142 2000 1,452,478 228,229,476 2005 1,592,594 262,549,868 2010 $ 1,935,560 $ 313 ,541,829 Projected Annual Growth 3.4% 3.5% Source: State and County Economic Forecasts, Bureau of Economic and Business Research. AIRPORT ENVIRONS Land Use and Zoning The City of Sebastian and Indian River County have assigned land use and zoning designations to the property within their respective jurisdiction. Existing and future land uses on and off airport property are important considerations with respect to the current and future development of the Airport and community. Compatible land use issues and considerations will be utilized in the development of later chapters in this Master Plan. These chapters include the determination of facilities requirements, alternatives analysis, and the land use plan. Zoning is another land use control which more clearly defines permitted uses of property within a given land use 2002 2 -24 I I I I I I I I I I I I I I I I I I I SEBASTIAN MUNICIPAL AIRPORT Master Plan Update arrer SlBAST!I\N ~-- .'.- ." 0.,,;,: '-, . --~""~'" ....... . --, HOME Of PWCAN ISLAND designation. As with the land use codes, this information will be utilized in the determination of facilities requirements, alternatives analysis, and the land use plan. Environmental Factors Some of the proposed improvement projects at the Airport will require environmental permitting through a number of different agencies, each with its own criteria and focus. Future development of the Airport and the integration of environmental permitting will be critical to the success of each project as well as to the success of the Airport. Coordination with the appropriate agencies for permitting requirements will be made on an individual basis as each project is funded. Additional details to the possible environmental impacts are included as part of this Master Plan report. 2002 2 -25