LEASE AND PROPERTY OPERATION AGREEMENTLEASE AND PROPERTY OPERATION AGREEMENT
THIS LEASE AND PROPERTY OPERATION AGREEMENT (this "Agreement") is
between the City of Clearwater, Florida, a municipal corporation of the State of Florida (the "City"
or "Lessor") and F1yUSA PV, LLC, a Florida limited liability company ("Lessee" and collectively
with Lessor, the "Parties").
RECITALS
WHEREAS, Lessor is the owner of the Clearwater Airpark, located at 1000 N. Hercules
Avenue, Clearwater, Florida 33765, which Lessor intends to revitalize through redevelopment of
the facilities; and
WHEREAS, Lessor intends for the Clearwater Airpark to continue to be used as a public -
use airport that provides safe and efficient services for the benefit of the public by means of a lease
and operating agreement; and
WHEREAS, Lessee desires to acquire the lease and operational rights for the Clearwater
Airpark in exchange for certain rental payments; and
WHEREAS, Lessor and Lessee seek to obtain matching grant funds from the Florida
Department of Transportation ("FDOT") for certain capital improvement projects for the
Clearwater Airpark with Lessor to provide funding contributions upfront and Lessee to provide
reimbursement to Lessor for a portion of total project costs; and
WHEREAS, Lessee is dedicated to ensuring that flight training remains available at the
Clearwater Airpark while at the same time mitigating noise pollution and disturbance to nearby
single-family neighborhoods; and
WHEREAS, Lessee is dedicated to providing current active tenants leasing space for
aircrafts with opportunities to continue leasing space at the Clearwater Airpark; and
WHEREAS, the Parties intend to work together in good faith to secure the funds from
FDOT and move forward with the revitalization and redevelopment of the Clearwater Airpark.
WITNESSETH:
NOW, THEREFORE, in consideration of the mutual promises and covenants contained
herein, and for other good and valuable consideration, the receipt and sufficiency of which is
hereby acknowledged, the Parties hereby agree as follows:
Article 1
Definitions
1. "Aeronautical Activity or Service" - Shall mean any activity or service which
involves, makes possible, or is required for the operation of aircraft or which contributes to, or is
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required for, the safety of such operations and shall include, but not by way of limitation, all activities
commonly conducted at airports, such as charter operations, flight training school, aircraft rental,
aircraft storage, air taxi operations, sightseeing, aerial photography, surveying, aircraft sales and
service, sale of aviation petroleum products (whether or not conducted in conjunction with other
included activities), repair and maintenance of aircraft, sale of aircraft parts, sale and maintenance of
aircraft accessories, radio, communication and navigation equipment, flying clubs and any other
activity which, because of its direct relationship to the operation of aircraft, can appropriately be
regarded as an "Aeronautical Activity or Service". Aeronautical Activity or Service shall not include
regularly scheduled air carrier operations, skydiving, glider training and operations (motorized and
nonmotorized), aerial advertising, crop dusting, all manufacturing, fabricating or assembly operations
or ultra -light operations; therefore, these activities are expressly prohibited at the Airpark.
2. this "Agreement" — Shall mean this Lease and Property Operation Agreement.
3. the "Airpark" - Shall mean the Clearwater Airpark, owned by the City and more
particularly described in Exhibit "A".
4. the "City" or "Lessor" - Shall mean the City of Clearwater, Florida, and any of
the designated officials of the City who are vested with the specific authority to govern the activities
of the Airpark.
5. "Airpark Tenant" - Shall mean any entity other than Lessee that holds a lease or
other agreement authorized by this Agreement for use of the Premises to conduct Aeronautical
Activity or Service.
6. the "Master Plan" - Shall mean the master plan for the Airpark as adopted by
Lessor's city council on or about October 5, 2000, as amended on May 20, 2021, and any subsequent
amendments thereto approved by Lessor's city council, and the scaled dimensional layout of the entire
Airpark, indicating current and proposed usage for each identifiable segment as approved by Lessor
and the State of Florida attached to this Agreement as Exhibit "C".
7. "Structures" — shall mean above ground buildings, runways, taxiways and other
objects permanently affixed to the ground at the Airpark.
Article 2
Premises
2.1 Premises. Lessor hereby leases to Lessee and Lessee leases from Lessor, upon all
of the conditions set forth herein, that certain real property situated in Pinellas County, Florida, at
1000 N. Hercules Avenue, Clearwater, Florida 33765, commonly known as the Clearwater Airpark
and consisting of the real property legally described in Exhibit "A" attached hereto and made a
part hereof (hereinafter referred to as the "Premises" or the "Airpark"), together with all
improvements thereon and appurtenances thereto.
2.2 Lessor Access to Premises. Lessee acknowledges and understands that Lessor
shall continue to have access to the Premises in order to fulfill its obligations under this Agreement,
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perform any municipal function of government, or exercise any other right it has to access the
Premises provided in this Agreement or otherwise by law. Lessor shall continue to have access to
all surface and subsurface utilities within the Premises for the construction, repair, maintenance,
alteration, replacement, relocation, or removal of such utilities. Furthermore, Lessee understands
that Lessor and the public shall continue to use the access road located on the Western side of N.
Hercules Ave. for ingress and egress to the Premises as well as to the adjacent municipal
compressed natural gas station.
Article 3
Term
3.1 Initial Term. Unless terminated earlier pursuant to the terms and conditions of this
Agreement, the initial term of this Agreement shall begin on March 1, 2023 and shall continue
until February 29, 2028 (the "Initial Term").
3.2 Renewal Periods.
a) Upon the expiration of the Initial Term and provided that Lessee is not then in
default, Lessee shall have the unilateral option to renew this Agreement for one (1)
five (5) year renewal period (the "First Renewal Period"). Subsequent to the First
Renewal Period and upon mutual agreement of the Parties, the Parties shall have
the option to extend this Agreement for four (4) additional five (5) year renewal
periods (each, a "Subsequent Renewal Period" and collectively, the "Subsequent
Renewal Periods").
b) In the event that Lessor does not agree to renew this Agreement for the second
renewal period, Lessor agrees to pay to Lessee at the end of the First Renewal
Period a sum of 1.5 times the amount Lessee has expended on the design and
construction of FDOT Projects as identified in Article 12, Section 12.2. This
requirement shall not apply to renewal options not agreed to by Lessor after the
second renewal period.
c) Lessee shall provide Lessor with written notice of Lessee's intent to renew this
Agreement no later than one hundred and twenty (120) days prior to the expiration
of the Initial Term or, if renewed previously, one hundred and twenty (120) days
prior to the expiration of any of the aforementioned renewal terms ("Notice of
Renewal"). In the event Lessee does not agree to renew this Agreement within the
notice period, this Agreement shall be subject to termination at the end of the
current term at the discretion of Lessor without penalty to Lessor.
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Article 4
Building
Lessor shall provide a building to serve as a general aviation terminal for use by Lessee that
contains a reasonable amount of space properly lighted for office space, storage, a public waiting area
that includes indoor restroom facilities, and a public use telephone. Upon fifteen (15) days' notice
from Lessor, Lessee shall provide meeting space for City employees and officials for meetings on
matters arising out of or relating to the Airpark.
Article 5
Standard Requirements for Airpark Operation and All Services
5.1 In its operation of the Airpark and providing all of the services or activities specified
in this Agreement, Lessee shall operate the Airpark for the use and benefit of the public and meet or
exceed the following requirements and standards:
a) Lessee shall furnish service and access to the Premises on a fair, reasonable and
nondiscriminatory basis to all users of the Airpark. Lessee shall furnish good, prompt, and efficient
service adequate to meet all reasonable demands for its services at the Airpark. Lessee shall charge
fair, reasonable, and nondiscriminatory prices for each unit of sale or service; provided, however, that
Lessee may be allowed to make reasonable and nondiscriminatory discounts, rebates or other similar
types of price reductions to volume purchasers.
b) Lessee shall select and appoint a full-time manager of its operations at the Airpark.
The manager shall be qualified, experienced, and vested with full power and authority to act in the
name of Lessee with respect to the method, manner, and conduct of the operation of the fixed -base
services. The manager shall be available at the Airpark during regular business hours. During the
manager's absence, a duly authorized and adequately trained subordinate shall be in charge and
available at the Airpark. Lessee agrees that a duly authorized representative shall attend any City
meeting that Lessor deems necessary that involves the operation of the Airpark to answer any
questions about the Airpark's operations.
c) Lessee shall provide, at its sole expense, qualified and trained employees during
hours of operation to provide the services required or authorized by this Agreement. Lessee's
employees shall maintain a seven (7) day week schedule to support the Aeronautical Activity and
Service as well as other uses authorized by this Agreement consistent with the Airpark's hours of
operation. Lessee shall also provide an adequate number of staff to ensure after hours security and
serve as a reporting mechanism for unauthorized take offs and landings between the hours of 11:00
p.m. and 7:00 a.m.
d) Lessee shall control the conduct, demeanor and appearance of its employees, who
shall be trained by Lessee and who shall possess such technical qualifications and hold such
certificates of qualification as may be required in carrying out assigned duties. It shall be the
responsibility of Lessee to maintain close supervision over its employees.
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e) Lessee shall meet all expenses and payments in connection with the use of the
Premises and the rights and privileges herein granted, including licenses or permits required by law
in the normal course of business. Lessee shall pay all taxes and assessments against the Premises
leased to Lessee by this Agreement, and against the leasehold and any other property interests under
this Agreement. Lessee may, however, at its sole expense and cost, contest any tax, fee or assessment.
f) During the term of this Agreement, Lessee shall have the right, at its expense, to
place in or on the Premises a sign or signs identifying Lessee. Said sign or signs shall be of a size,
shape, design, and at a location or locations approved by Lessor and must comply with all City code
requirements. Lessee shall remove, at its expense, all lettering, signs and placards so erected on the
Premises at the expiration or termination of this Agreement.
g) Lessee shall create and utilize lease forms for the rental of shade hangars, T -
hangars, corporate hangars, and tie down rental spaces for airplanes. Hangar and tie down vacancies
shall be filled in a fair, impartial, and nondiscriminatory manner in accordance with a policy
developed by Lessee which shall be made available to Lessor upon request.
h) Lessee shall provide, upon Lessor's written request documentation as to Lessee's
technical and financial ability to perform the services of proposed operation at all times during the
term of this lease. Such evidence of technical and financial ability shall consist of, but not necessarily
be limited to, a statement of financial position certified by an officer of Lessee as to its correctness
and reviewed by the City auditor and other licenses, permits or certificates required by law and
applicable to Lessee's proposed operation.
i) Lessee shall not do business on the Premises in any business name other than the
name of the business as it appears in this Agreement or the names "F1yUSA" or "F1yUSA, Inc."
without written permission of Lessor.
j) Hours of Operation. Except as specifically provided otherwise in Article 13 of
this Agreement, aircraft shall be permitted to operate from the Airpark between 7:00 a.m. and 11:00
p.m. for takeoffs and landings. The Airpark shall be closed to takeoffs and landings at all other times
except when authorized in writing by the City Manager or designated representative. Takeoffs and
landings beginning at 6:00 a.m. for traffic reporting aircraft shall only be with the written permission
of the City Manager or designated representative, and such permission is revocable at any time within
the City Manager's sole discretion. Emergency "on call" service will be provided during off duty
hours by Lessee.
k) Lessee shall provide apron servicing of and assistance to aircraft, including
itinerant parking, storage, and tie down service for both based and itinerant aircraft upon or within
facilities leased to Lessee or aircraft parking areas designated by Lessor.
1) Customary accommodations for the convenience of users, including passenger and
pilot lounge areas, information services, telephone service connections to the Flight Service Station
and/or the United States Weather Bureau, pilot accessories, appropriate vending machines, and rental
car services as may be appropriate shall be provided by Lessee.
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m) Lessee shall ensure the availability of an adequate number and type of fire
extinguishers, and pieces/units of appropriate ground support equipment ("GSE"), to meet airport
user requirements and all applicable governmental codes and laws.
n) Unicom System and NOTAMS. Lessee shall provide, maintain, and operate an
airport UNICOM station providing continuous airport advisory services during the hours set forth in
Section 5.1(j), Hours of Operation. By federal law, Lessor shall be the sole holder of the Unicom
station license. Lessee shall be responsible for promptly issuing Notice to Airmen ("NOTAMs") and
other necessary public information involving the status and operation of the Airpark as well as any
condition affecting aeronautical use of the airport.
o) Instrument Approach. The Parties hereby agree that Lessee shall be responsible
for working with the Federal Aviation Administration ("FAA") to publish an instrument approach
at the Airpark (the "Instrument Approach"). If the Instrument Approach is published, Lessor shall
be the sole owner of the Instrument Approach in perpetuity. Lessee understands and acknowledges
that its efforts to obtain the Instrument Approach shall not grant Lessee any rights to the Instrument
Approach and Lessee shall retain no rights in or to the Instrument Approach.
p) Notifications. Lessee shall promptly notify the City Manager or designated
representative of any dangerous or unsafe conditions, accidents, or other incidents involving
damage to property or injury to persons at or connected to the Airpark.
q) Lessee agrees to comply with the American Disabilities Act ("ADA") requirements
as they pertain to the general aviation terminal.
Article 6
Minimum Requirements for Aviation Petroleum and Ramp Services
6.1 In providing any of the required services or activities specified herein, Lessee shall operate
for the use and benefit of the public and shall meet or exceed the following standards:
a) Personnel. Lessee shall employ at least two (2) full-time employees properly trained in
aircraft fueling and ramp safety procedures and shall ensure a sufficient number of personnel to
provide after-hours security.
b) Services. Lessee shall provide aircraft ground guidance within the uncontrolled areas
adjacent to the Premises and ramp service, including sale and into plane delivery of aviation fuels,
lubricants, and other related aviation products. Lessee shall charge fair, reasonable, and
nondiscriminatory prices for each unit of sale or service; provided, however, that Lessee may be
allowed to make reasonable and nondiscriminatory discounts, rebates or other similar types of price
reductions to volume purchasers.
c) Fuel Facilities and Fuel Supply. Lessor shall furnish two (2) leased metered and filter
equipped dispensers, for dispensing aviation fuel from storage tanks. The tanks will consist of one (1)
12,000 -gallon tank for dispensing 100 -octane fuel ("Avgas fuel") and one (1) 12,000 -gallon tank for
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dispensing Jet A fuel. Lessor shall be responsible for any repair and maintenance of the fuel storage
tanks.
d) Lessee shall ensure the maintenance of pumping equipment in "as is" condition and
meeting all applicable safety requirements with reliable metering, filtering and grounding devices
subject to independent inspection and with a pumping efficiency capable of servicing aircraft. An
adequate supply of 100 octane and Jet A fuel shall be maintained at all times by Lessee and Lessee
will secure and maintain an ongoing contract with a fuel supplier to ensure continuous supply of
aviation fuel. Lessee shall be responsible for the fuel dispensing equipment on the Premises including
repair and maintenance of such equipment regardless of ownership.
Article 7
Minimum Requirements for Aircraft Rental
7.1 Should Lessee elect to allow or provide aircraft rental services on the Premises, the service
shall be operated for the use and benefit of the public and shall meet or exceed the following standards:
a) Personnel. Certified Flight instructors sufficient in number to meet service demands
with ratings appropriate for aircraft for rent and currently certified by the FAA shall be employed.
b) Aircraft. A total of at least one (1) airworthy, properly equipped aircraft and at least
one (1) airworthy, properly equipped instrument single-engine aircraft, owned or leased in writing to
Lessee or service provider shall be furnished by Lessee or service provider.
c) Customer Notification. Lessee or service provider shall post a sign or placard visible
to all rental customers giving notification of insurance coverage, renter liability, and other legal risks
associated with any aircraft rental agreement.
Article 8
Minimum Requirements for Aircraft Sales
8.1 Should Lessee elect to allow or provide aircraft sales on the Premises, the service shall be
operated for the use and benefit of the public and shall meet or exceed the following standards:
a) Personnel. At least one (1) commercial pilot currently certified by the FAA, with
ratings appropriate for the types of aircraft to be demonstrated shall be employed.
b) Dealerships. It shall be at the discretion of Lessee or service provider: (1) whether to
be an authorized factory dealer; or (2) what manufacturer Lessee or service provider chooses to
represent. All aircraft dealers shall hold a dealership license or permit.
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Article 9
Minimum Requirements for Air Taxi Operations
9.1 Should Lessee elect to allow or provide air taxi or commuter air operations on the
Premises, the entity providing such services must be certified by the FAA under Federal Aviation
Regulation Part 135 and Part 121 and registered with the Civil Aeronautics Board under the Economic
Regulations of Part 298, and meet the following minimum standards:
a) Personnel. A sufficient number of commercial and/or airline transport pilot(s)
certified by the FAA to conduct the air taxi shall be employed to meet service demands.
b) Aircraft. A minimum of one (1) airworthy, instrument aircraft is required.
Beyond this minimum requirement, it shall be left to the discretion of Lessee or service provider to
provide the type, category, class, size and number of aircraft to meet the scope and magnitude of the
service performed. All aircraft will be owned or leased in writing to Lessee or service provider, will
be airworthy, and meet all requirements of the certificate held. Such aircraft shall be under the full
operational control of Lessee or service provider.
Article 10
Default and Termination
10.1 Termination by Lessee. This Agreement shall be subject to termination by Lessee at
its option in the event of any one or more of the following events:
a) The material default by Lessor in the performance of any of the terms, covenants
or conditions of this Agreement, and in the failure of Lessor to remedy, or undertake to remedy, to
Lessee's satisfaction, such default for a period of thirty (30) days after receipt of written notice from
Lessee to remedy the same. In the event the Lessor has commenced to cure the material default,
but it is of such nature that it cannot be completely cured within thirty (30) days, then Lessor shall
have such reasonable additional time as is necessary to cure the material default;
b) The abandonment by Lessor of the Airpark as an airport or airfield;
c) Complete destruction of all or a substantial portion of the Airpark pursuant to
Article 17, Section 17.5 and not repaired within three hundred and sixty-five (365) days; or
d) The lawful assumption by the United States, State of Florida, or any authorized
agency thereof, of the operation, control, or use of the Airpark, or any substantial part or parts thereof,
in such a manner as to restrict substantially Lessee from conducting business operations for a period
in excess of forty-five (45) days.
10.2 Termination by Lessor. This Agreement shall be subject to termination by Lessor at
its option in the event of any one or more of the following events:
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a) The material default by Lessee in the performance of any of the terms, covenants
or conditions of this Agreement, and in the failure of Lessee to remedy, or undertake to remedy, to
Lessor's satisfaction, such default for a period of thirty (30) days after receipt of written notice from
Lessor to remedy the same. In the event the Lessee has commenced to cure the material default,
but it is of such nature that it cannot be completely cured within thirty (30) days, then Lessee shall
have such reasonable additional time as is necessary to cure the material default;
b) Lessee files a voluntary petition in bankruptcy, including a reorganization plan,
makes a general or other assignment for the benefit of creditors, is adjudicated as bankrupt or if a
receiver is appointed for the property or affairs of Lessee and such receivership is not vacated within
thirty (30) days after the appointment of such receiver. Such an event shall be considered a material
default;
c) Lessor determines that a municipal need exists for all or part of the Premises
consistent with Lessor's Charter; or
d) Lessee has violated the terms of this Agreement by a documented consistent pattern
of conduct detrimental to the operation of the Airpark.
10.3 Exercise. Exercise of the rights of termination set forth in Sections 10.1 and 10.2,
above, shall be by thirty (30) days' written notice to the other party. Forbearance of timely notice
shall not be deemed a waiver of any breach.
10.4 Surrender; Effect of Termination. Upon termination of this Agreement, Lessee
shall promptly vacate and surrender to Lessor the Airpark and any Lessor assets contained therein.
In any event, such surrender shall be complete on the later of ninety (90) days after receipt of
written notice of the intent to terminate or thirty (30) days following effective date of termination.
Upon termination of this Agreement for any reason, Lessee, at its sole expense, shall remove from
the Premises all signs, trade fixtures, furnishings, personal property, equipment and materials which
Lessee was permitted to install or maintain under the rights granted herein and make any repairs to
the Premises necessitated by such removal. If Lessee shall fail to do so within the aforementioned
time period, Lessor may affect such removal or restoration at Lessee's expense, and Lessee agrees to
pay Lessor such expense promptly upon receipt of a proper invoice therefore.
10.5 Additional Remedies for Material Default. If a material default shall remain
uncured thirty (30) days after written notice thereof to the defaulting party, then, in addition to the
right of termination, the non -defaulting party may pursue any and all legal or equitable remedies
to which the non -defaulting party is entitled, including an action for declaratory or injunctive
relief. In the event the defaulting party has commenced to cure the material default, but it is of
such nature that it cannot be completely cured within thirty (30) days, then defaulting party shall
have such reasonable additional time as is necessary to cure the material default. The non -
defaulting party will have all other rights granted under this Agreement and all rights at law or in
equity that may be available to it.
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10.6 Anticipatory Repudiation. Whenever Lessor in good faith has reason to question
Lessee's intent or ability to perform, Lessor may demand that Lessee give a written assurance of
Lessee's intent and ability to perform. In the event that the demand is made and no written
assurance is given within fifteen (15) calendar days, Lessor may treat this failure as an
anticipatory repudiation of the Agreement and Lessor shall be entitled to terminate this
Agreement as provided in Section 10.3.
10.7 Waiver. The waiver of any breach, violation or default in or with respect to the
performance or observance of the covenants and conditions contained herein shall not be taken to
constitute a waiver of any such subsequent breach, violation or default in or with respect to the same
or any other covenant or condition hereof.
Article 11
Rent and Other Expenses
11.1 Rent. Rent shall be due in monthly installments (the "Monthly Rent"). For the
Initial Term and the First Renewal Period, the Monthly Rent shall be in the amount of twenty
thousand dollars ($20,000.00). The Monthly Rent shall increase annually by the higher of 3% or
the increase in the CPI -U, based on the twelve (12) month period ending two (2) months prior to
the effective date of the increase. Additionally, beginning in the second renewal term, the Monthly
Rent shall experience a one-time increase of twenty-five thousand dollars ($25,000.00) per month.
Lessee agrees to pay the pro rata share of any partial year during the beginning or end of this
Agreement. The Monthly Rent shall be due on or before the first day of each calendar month for
that calendar month's rent payment. Lessee agrees to pay Lessor's sales tax on all rent payments.
Lessor shall invoice Lessee for the Monthly Rent via U.S. Mail with invoices deemed "received"
five (5) calendar days after mailing or through such other means mutually agreed upon by the
Parties in writing.
11.2 Deferred Rent Increase. Notwithstanding Section 11.1, for each twenty-five
thousand dollars ($25,000.00) that Lessee reimburses Lessor in excess of two million four hundred
thousand dollars ($2,400,000.00) (the "Monetary Threshold") towards FDOT Projects (as
identified in Article 12, Section 12.2), there will be a one (1) month delay in commencement of
the twenty-five thousand dollar ($25,000.00) per month rent increase scheduled to become due
during the second renewal term of this Agreement. Should Lessee's reimbursement costs exceed
the Monetary Threshold after the second renewal term has begun, the twenty-five thousand dollar
($25,000.00) rent increase shall be suspended beginning the next calendar month for a period of
one (1) month per every twenty-five thousand dollars ($25,000.00) reimbursed to Lessor over the
Monetary Threshold. In any event, Lessee shall remain responsible for reimbursing all of Lessor's
costs for the aforementioned FDOT Projects. Nothing in this section obligates Lessor to construct
any of the FDOT Projects outlined in Article 12, Section 12.2. Such obligations solely arise under
Article 12.
11.3 Delinquency Charge. A rent or fee payment shall be delinquent if not paid on or
before the tenth (106) day following the due date and shall accrue interest at the maximum amount
allowable by law until paid. Furthermore, a delinquent rent or fee payment shall be considered a
material default under this Agreement.
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11.4 Place of Payment. All payments due Lessor from Lessee shall be delivered to the
Marine & Aviation Department, City of Clearwater, 25 Causeway Boulevard, Clearwater, Florida
33767.
11.5 Records and Right to Audit. Lessee agrees to keep all books, accounts, records,
and other documents covering all transactions relating to this Agreement in accordance with
generally accepted accounting principles for a period of five (5) years and for such additional
reasonable period as Lessor may request. Lessor shall have the right to examine such books,
accounts, and records and all other documents and material in Lessee' s possession or under its
control, with respect to gross sales, tenant fees, sub -lease proceeds, and associated Airpark
expenses in accordance with the terms of this Agreement and shall have a reasonable amount of
freedom and access thereto for such purposes and for the purpose of making copies and/or abstracts
therefrom. Lessor reserves the right to conduct or cause to be conducted an independent audit of
any financial transaction under this Agreement, such audit may be performed by the City's audit
staff, a certified public accountant firm, or other auditors designated by Lessor and will be
conducted in accordance with applicable professional standards and practices.
11.6 The acceptance by Lessor of any statement by Lessee, or of any payment, shall not be
deemed a waiver of the right of Lessor to claim additional payment after a review and inspection of
Lessee's books and records nor shall such acceptance constitute a waiver by Lessee of any claim for
a refund from Lessor for any overpayment.
11.7 Associated and Capital Expenses. Lessee shall pay all of Lessor's non -capital
expenses associated with the Premises, to include all utilities payments, grounds maintenance,
minor repairs and maintenance to the Airpark, security, taxes, assessments, and all other operating
expenses which are necessary to properly operate the Premises ("Associated Expenses"). Lessor
shall be responsible for payment of all capital expenses ("Capital Expenses"). For purposes of this
Agreement, Capital Expenses shall mean those expenses for major repair or replacement of
Structures or other utilities located on the Premises, or to the real estate upon which the Structures
or utilities are located. Additionally, Capital Expenses shall also mean those expenses for the repair
or replacement of any City -owned equipment and vehicles that are not considered fixtures
including vehicles and trailers, but specifically excluding fuel pumping equipment, the City -owned
tractor, and any lawn mowing equipment.
Article 12
FDOT Capital Improvement Projects
12.1 FDOT Funding. Lessor agrees in good faith to pursue FDOT funding for certain
capital improvement projects that repair, redevelop, and revitalize the Airpark as outlined in Section
12.2. In consideration for this task, Lessee shall fully reimburse Lessor as provided in this Section
12.1 (a) -(c). The Parties agree that the projects described in Section 12.2 will encompass all of the
FDOT capital improvement projects (the "FDOT Projects" or each an "FDOT Project")
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contemplated under this Agreement. The Parties shall work together in good faith to prioritize and
select the projects to submit to FDOT for matching funding. Lessor will continue to fund all other
capital improvement projects not specified as FDOT Projects under Section 12.2, and such projects
shall be selected at the discretion of Lessor.
a) Eighty Percent (80%) Funding. If FDOT determines that any portion of an FDOT
Project qualifies for matching funds to cover eighty percent (80%) of the local share of
general aviation airport project costs, the City shall cover the remaining twenty percent
(20%) of funding upfront and Lessee shall be responsible for fully reimbursing the City
for the City's match plus any cost overages exceeding the total FDOT Project grant
amount.
b) Fifty Percent (50%) Funding (Airpark Terminal). If FDOT determines that the
redevelopment of the Airpark terminal and associated parking lot (the "Terminal
Project") or any portion thereof qualifies for matching funds to cover only up to fifty
percent (50%) of the costs to design and construct the Terminal Project, Lessor agrees
to cover the Lessor's portion of the fifty percent (50%) funding requirement using City
funds in an amount not to exceed seven hundred and fifty thousand dollars
($750,000.00) total without expectation of reimbursement by Lessee. Should the funds
necessary to satisfy the Lessor's match contribution for the Terminal Project exceed
seven hundred and fifty thousand dollars ($750,000.00), Lessor shall cover the
additional funds necessary to meet the funding requirement upfront and Lessee shall
be responsible for reimbursing the City for these additional funds contributed towards
the match and any cost overages exceeding the total Terminal Project FDOT grant
amount.
c) Fifty Percent Funding for Other Airpark Projects. If FDOT determines that any other
FDOT Project, or any portion thereof, only qualifies for matching funds to cover up to
fifty percent (50%) of the FDOT Project, Lessor and Lessee shall work in good faith to
reasonably determine whether or not to move forward with the FDOT Project and how
to allocate each party's contribution.
12.2 Schedule of FDOT Projects. The Parties agree that the FDOT Projects shall be
developed in the chronological order described in this Section 12.2. The below prioritization of
FDOT Projects shall not prohibit the Parties from commencing work on a subsequent FDOT
Project before a previous FDOT Project has been completed so long as the previous FDOT Project
has commenced development. For purposes of this Agreement, "commenced development" shall
mean that applications for an FDOT Project have been submitted in good faith for development
approvals or building permits to the City of Clearwater. The Parties further agree that should any
other FDOT capital improvement project not listed below become necessary to address serious or
immediate health and safety concerns at the Airpark, such a project may, at the discretion of
Lessor, take priority over any FDOT Project.
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1) 2023-24 goal: Design and construction of the new airpark terminal building and
associated parking lot;
2) 2024-25 goal: Design and construction of new corporate hangars; and
3) 2025-26 goal: Design and construction of two additional rows of T -hangars and a
corporate hangar.
12.3 Selection of Design and Construction Professionals. The Parties agree that
the selection of the design and construction professionals for the FDOT Projects will be handled
in accordance with the City's procurement ordinances, policies, and procedures. Such
professionals shall include but not be limited to architects, landscape architects, engineers,
surveyors, construction managers, design firms, and construction management companies. The
committee for the selection of such professionals shall contain five (5) members with four (4)
members selected by Lessor and one (1) member selected by Lessee.
12.4 Scope of FDOT Projects. The Parties agree that the designs, scale, scope, costs,
and FDOT grant requests for the FDOT Projects shall be mutually agreed to by the Parties with
the assistance of the design and construction professionals selected via the City's procurement
processes. In the event the Parties are unable to mutually agree to the design, scale, scope, cost,
or FDOT grant request for any FDOT Project, the FDOT Project in question shall not be pursued
further by the Parties and Lessee shall continue to manage the Airpark for the remainder of the
current lease term excepting those circumstances that warrant early termination as specified under
Article 10.
12.5 Letter of Available Funding. As a condition precedent to the hiring of any design
or construction professionals as referenced in Section 12.3 for an FDOT Project, Lessee shall
provide Lessor with an official letter from an accredited banking institution indicating Lessee has
sufficient funds to cover Lessee's reimbursement obligations for Lessor's grant match for the
FDOT Project.
12.6 Master Plan. The Parties understand that amendments or revisions to the Master
Plan may be necessary to permit the development of one or all of the FDOT Projects. In the event
such amendments or revisions are necessary, Lessor agrees to cover the costs of such amendments
or revisions.
12.7 FDOT Project Reimbursement.
a) Lessor shall invoice Lessee in arrears on a quarterly basis via U.S. Mail or through
such other means mutually agreed upon by the Parties in writing for those funds
owed to Lessor and expended on design and construction of the FDOT Projects.
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b) Invoices for Lessee's share of the design costs expended on an FDOT Project shall
become due and payable to Lessor during the next quarter and every subsequent
quarter following the creation of the initial project design of an FDOT Project. For
purposes of this section, design costs shall mean those costs expended on preparing
the design and development plans for an FDOT Project as well as costs expended
on obtaining development approvals, building permits, and any other necessary
government approvals or permits. For purposes of this Agreement, the initial
project design is the design professional's first attempt at designing the FDOT
Project with the input received from the Parties and is created before the FDOT
Project is submitted to any government agency for development approvals, building
permits, or other necessary government approvals or permits.
c) Invoices for Lessee's share of the construction costs expended on an FDOT Project
shall become due and payable to Lessor during the next quarter and every
subsequent quarter after an FDOT Project has commenced construction. For
purposes of this Agreement, construction costs shall mean those costs expended on
the preparation for and actual construction of an FDOT Project. For purposes of
this Agreement, "commenced construction" shall mean that all preconstruction
engineering and design work has been completed, all necessary licenses, permits
and local and national environmental clearances have been received, all contractors
have been engaged and ordered all essential equipment and supplies as, in each
case, can reasonably be considered necessary so that physical construction of the
eligible FDOT Project may begin and proceed to completion without foreseeable
interruption of material duration, and physical construction (including, at a
minimum, excavation for foundations or the installation or erection of
improvements) at the primary site of the eligible project has begun.
d) For purposes of this section, an invoice shall be considered "received" five calendar
(5) days after mailing. Invoices not paid on or before the tenth (10) day following
the due date shall be considered delinquent and shall accrue interest at the maximum
amount allowable by law until paid. Furthermore, a delinquent invoice shall be
considered a material default under this Agreement.
e) In the event Lessee elects to not agree to renew this Agreement pursuant to Article 3
before all Renewal Periods have been exercised, Lessee shall remain responsible for
its reimbursement obligations to the City as provided in this Article 12 for FDOT
Projects as follows:
1. Lessee shall remain responsible for its reimbursement obligations for design
costs for an FDOT Project where the initial project design for an FDOT Project was
created during the current or a previous lease term.
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2. Lessee shall remain responsible for its reimbursement obligations for
construction costs for an FDOT Project where construction has commenced during
the current or a previous lease term.
12.8 Place of Payment. All payments due Lessor from Lessee for FDOT Project
reimbursement costs and expenses shall be delivered to the Marine & Aviation Department, City of
Clearwater, 25 Causeway Boulevard, Clearwater, Florida 33767.
12.9 Inability to Obtain FDOT Project Funding. In the event that through no fault of
Lessor and Lessee, the Parties are unable to obtain any portion of the funds requested from FDOT
to design or construct any of the FDOT Projects specified in Section 12.2, the Parties shall decide
whether or not a particular FDOT Project shall move forward and on what terms. Regardless,
Lessee agrees to continue to manage the Airpark for the remainder of the current lease term
excepting those circumstances that warrant early termination as specified under Article 10.
Article 13
Use
13.1 Use. The Premises shall be used and occupied only for use as an airpark and for
aviation -related purposes. Use as an airpark and other aviation -related purposes shall include, but
not be limited to Aeronautical Activity or Service, takeoff and landing of aircraft, restaurant, retail,
office space, and any other activities which may be considered necessary to the operation of the
Airpark but not expressly prohibited under the definition of "Aeronautical Activity or Service" in
Article 1. Lessee shall be entitled, in common with others so authorized, to the use for their intended
purposes of all facilities and improvements of a public nature which now are or may hereafter be
connected with or appurtenant to the Airpark, including the use of landing areas, runways, taxiways,
navigational aids, terminal facilities and aircraft parking areas designated by Lessor.
13.2 Air Taxi Service Use. If in the future Lessee has the opportunity to provide air taxi
services to locations within the City with Electric Vertical Take -Off Landing Vehicles
("EVTOLs") or other appropriate aircraft based at the Airpark, such a use shall be allowed under
this Agreement.
13.3 Flight School Use.
a) In consideration of the restrictions agreed to in this Article 13, Lessee shall in good
faith, put forth its best commercially reasonable efforts to enter into a long-term
agreement with a flight instruction school during the Initial Term to ensure that
flight training is available at the Airpark. Further, Lessee shall continue to put forth
its best commercially reasonable efforts to maintain a flight school at the Airpark
for so long as Lessee continues leasing the Premises.
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b) Lessee shall ensure that the flight school employs certified flight instructors sufficient
in number to meet service demands and currently certified by the Federal Aviation
Administration, with appropriate ratings to provide ground instruction, private,
commercial, and instrument flight training.
c) Lessee shall ensure that the flight school provides at least one (1) airworthy, properly
equipped instrument single-engine aircraft, owned or leased in writing to Lessee or
the flight school.
d) Lessee shall ensue that the posting of a sign or placard visible to all renter pilots giving
notification of insurance coverage, student pilot liability, and other legal risks
associated with any aircraft rental agreement.
e) Flight school training for airplanes shall be permitted Monday through Saturday
from 7:00 a.m. to 11:00 p.m. and on Sundays from 11:00 a.m. to 11:00 p.m. with
the condition that flight pattern training shall cease thirty (30) minutes after
sundown on all days. Flight school training for helicopters shall be permitted
Monday through Friday from 7:00 a.m. until 6:00 p.m. and on Saturdays and
Sundays from 12:00 p.m. to 6:00 p.m. The flight school may reposition helicopters
to or from other airports after 6:00 p.m. two (2) times per week. Flight school
training shall not be permitted on the following holidays: Thanksgiving, Christmas
Day, Easter, Fourth of July. In addition to the aforementioned holidays, helicopter
training shall also not be permitted on the following holidays: Martin Luther King
Day, Labor Day, Veterans Day, Memorial Day.
13.4 Limitation on Intensity of Flight School Activity. Lessee shall use its best efforts
to implement methods to reduce impacts of the flight school on surrounding neighborhoods.
Furthermore, Lessee agrees to reduce helicopter flight training activity by fifty percent (50%) over
the Initial Term of this Agreement. The amount of helicopter flight training activity calculated as
of year-end December 31, 2022, shall be used as the baseline for the reduced activity requirement
for helicopter flight training. These methods of reducing intensity will likely include, but not be
limited to:
a) Reducing the number of flight school -owned airplanes and helicopters that are
based at the Airpark full-time;
b) Placing restrictions on the flight school's helicopter traffic -pattern work and
frequency of helicopter training flights; and
c) adjusting flight patterns for practicing aircrafts to alleviate effects on nearby
neighborhoods.
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As a part of the annual report to be provided by Lessee to Lessor, Lessee shall
produce a report demonstrating the effectiveness of the methods for the reduction in intensity of
flight school activity.
13.5 Aircraft Repair and Maintenance Services Use.
a) Lessee shall in good faith, put forth its best commercially reasonable efforts to enter
into a long-term agreement with a qualified aircraft repair and maintenance service
company during the Initial Term to ensure that aircraft repair maintenance services
are available at the Airpark. Further, Lessee shall continue to put forth its best
commercially reasonable efforts to maintain an aircraft repair and maintenance
service company at the Airpark for so long as Lessee continues leasing the
Premises.
b) Lessee shall ensure that the aircraft repair and maintenance service company employs
mechanics certified by the FAA sufficient in number to meet service demands of the
Airpark.
13.6 Compliance with Law, Restrictions, and Master Plan. The Parties shall work
together at Lessee's expense, to execute and comply with all applicable statutes, ordinances, rules,
orders, regulations, policies, and requirements of the federal, state, county and city governments
having jurisdiction over the Premises, and all of their departments and bureaus, applicable to the
Premises, as well as all applicable covenants and restrictions of records, which regulate the of the
Premises. Lessee shall also comply with any applicable standards set forth in the Master Plan, which
may be amended from time to time. Lessee shall keep in effect and post in a prominent place all
necessary or required licenses or permits.
13.7 Approval and Enforcement of Leases, Contracts and Other Agreements. It is
expressly understood and agreed that, in providing required or optional services pursuant to this
Agreement, Lessee shall select all vendors, suppliers or other users of the Airpark. However, Lessor
shall have the right to review and approve all contracts, leases, subleases or other agreements with the
exception of tie -down and hangar leases which shall not be subject to Lessor's review and approval.
Lessor shall have fifteen (15) days to review and approve such agreements upon receipt from Lessor.
If Lessor fails to approve or deny such agreements within this allotted time, such agreements shall be
deemed approved. Lessee's failure to provide Lessor with the opportunity to review and approve
such agreements shall, at the option of Lessor, be a material default under this Agreement. Lessee
shall be responsible for the enforcement of the provisions contained in hangar leases, tie down leases,
vendor and supplier agreements, and all other agreements and shall take action to correct any violation
within a reasonable amount of time. All leases and other agreements for use of the Premises shall be
based on fair market value in relation to the Tampa Bay Region.
13.8 Accommodation of Active Tenants. As the Parties work together to redevelop the
Airpark to a newer, modern facility that will improve the use of the Premises, some of the current
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aircraft storage options may no longer be available. In the event that an active tenant renting space
for aircraft storage is displaced because of the redevelopment of the Airpark, that tenant shall be
given a right of first refusal for space that becomes available within the Airpark. For example—if
an active tenant previously occupied a shade hangar ("Shade Hangar Tenant") and shade hangars
are no longer available upon the redevelopment of the Airpark, said Shade Hangar Tenant will be
given the first right to take over any available hangar space and if hangar space is unavailable,
Shade Hangar Tenant will be given the option to lease a tie -down space. In no event shall an active
tenant be displaced with no option for space upon the redevelopment of the Airpark. For purposes
of this Section 13.8, an "active tenant" shall be defined as a tenant leasing space for storage of
aircraft at the Airpark who had an active lease with Clearwater Airpark, Inc. as of February 28,
2023, and has an aircraft which performs at least one (1) takeoff and one (1) landing each month.
13.9 Accommodation of Civil Air Patrol. Lessee agrees to use commercially reasonable
efforts to continue to provide space to the Civil Air Patrol at no cost so that they may continue to
operate at the Airpark.
Article 14
Indemnification
14.1 Indemnification by Lessee.
a) Lessee agrees to assume all risks of the Premises and all liability therefore, and
shall defend, indemnify, and hold harmless Lessor, its officers, agents and employees from and
against any and all loss, liability, and damages of whatever nature, to persons and property, including,
without limiting the generality of the foregoing, death of any person and loss of the use of any
property. This includes, but is not limited to, matters arising out of or claimed to have been caused
by or in any manner related to the Premises or Lessee's operations or those of any approved or
unapproved tenant, subtenant, licensee, invitee, contractor, subcontractor or other person approved,
authorized, or permitted by Lessee in or about the Premises, including losses, liability, and claims
related to air and noise pollution, or any other operations pursuant hereto, whether or not based on
negligence. Lessee shall defend all such claims, demands, and suits, whether groundless or not, at
Lessee's own cost and expense. Further, Lessee does hereby covenant and agree to indemnify, hold
harmless, and defend Lessor, its officers, agents, and employees, from and against any and all loss,
liability and damages arising out of or in any manner related to any breach by Lessee, its agents,
employees, invitees, licensees, contractors, subcontractors, tenants, or subtenants, whether approved
or unapproved, of any of the terms, conditions, or other provisions of this Agreement, and name the
City as additional insured with respect to all coverage's except workers' compensation.
b) Lessee agrees to defend, indemnify, and hold harmless Lessor, its officers, agents,
and employee from and against any and all claims or liability for compensation under any Workers'
Compensation statute or law arising out of injuries sustained by any employee of Lessee or any
licensee, contractor, subcontractor, tenant, or subtenant of Lessee.
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c) Lessee agrees to indemnify Lessor from and to assume all liability for, and to pay
all taxes and assessments of every kind, including taxes imposed or which may be imposed by Pinellas
County and Lessor, which by law may be levied or assessed on the Premises occupied by Lessee
pursuant to this Agreement, or which arise out of the operations of Lessee, or by reason of occupancy
by Lessee or any of Lessee's agents, licensees, invitees, contractors, subcontractors, tenants, or
subtenants, whether or not approved by Lessor. Lessee shall be responsible for obtaining bills for all
of said taxes and assessments directly from the taxing or assessing authority, and shall promptly
deliver to Lessor copies of receipts of payment.
d) Lessee's obligations to defend, indemnify, and hold harmless, as set forth in this
article, shall include any and all attorneys' fees and investigative expenses, incurred by Lessor in the
defense and handling of said suits, claims, damages, and the like, and in enforcing and obtaining
compliance with the provisions of this article.
14.2 Survival; Limitations. The indemnity obligations of the Parties hereunder shall
survive the expiration or termination of this Agreement. Other than lost profits of Lessee, neither
party shall be liable or responsible for any indirect, incidental, consequential, punitive or special
damages, whether based upon breach of contract or warranty, negligence, strict tort liability or
otherwise, and each party's liability for damages or losses hereunder shall be strictly limited to
direct damages that are actually incurred by the party.
14.3 Sovereign Immunity. Except to the extent sovereign immunity may be deemed to
be waived by entering into this Agreement, nothing herein is intended to serve as a waiver of
sovereign immunity by Lessor nor shall anything included herein be construed as consent by
Lessor to be sued by third parties in any matter arising out of this Agreement. Lessor is a political
subdivision as defined in Section 768.28, Florida Statutes, and shall be responsible for the
negligent or wrongful acts or omissions of its employees pursuant to Section 768.28, Florida
Statutes.
Article 15
Insurance
15.1 Lessor Insurance Requirements. Lessor shall be required to maintain, at its cost,
property insurance covering loss or damage to the Airpark and all of Lessor personal property
located therein, including Lessor assets, in an amount not less than the full replacement value
thereof, providing protection against all perils included within the classification of fire, extended
coverage, vandalism, malicious mischief, flood (in the event the Premises is in a flood zone)
special extended perils ("all risk", as such term is used in the insurance industry). In addition,
Lessor shall obtain and maintain, at its cost, commercial general liability insurance in an amount
at least equal to that of Lessee.
15.2 Lessee General Insurance Requirements. Lessee shall be required to maintain, at
its cost, the following policies of insurance with the following limits, maintained with a carrier
having an AM Best Rating of A -VII or better, with coverage on an occurrence basis or, if
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unavailable, on a claims -made basis with a minimum three (3) year tail following termination or
expiration of this Agreement, and naming Lessor as an additional insured and the loss payee on
the policies. Copies of the insurance policies shall be provided to Lessor within thirty (30) days
of the commencement of the Initial Term and annually thereafter. The insurance limits set forth
below may be achieved by a combination of primary and umbrella/excess liability policies. Such
policies shall be primary and non-contributory for Lessee's negligence.
a) Commercial General Liability Insurance or equivalent Aviation Liability
Insurance coverage, including but not limited to, premises operations, products/completed
operations, products liability, contractual liability, advertising injury, personal injury, death, and
property damage in the minimum amount of five million dollars and 00/100 ($5,000,000) per
occurrence and five million dollars and 00/100 ($5,000,000) general aggregate.
b) Commercial Automobile Liability Insurance coverage for any owned, non -
owned, hired or borrowed automobile is required in the minimum amount of one million dollars
and 00/100 ($1,000,000) combined single limit.
c) Commercial Aircraft Liability Insurance coverage for any owned, non -owned,
hired or borrowed aircraft is required in the minimum amount of one million dollars and 00/100
($1,000,000) combined single limit.
d) Professional Liability/Malpractice/Errors or Omissions Insurance coverage
appropriate for the type of business engaged in by the Respondent with minimum limits of two
million dollars and 00/100 ($2,000,000) per occurrence. If a claims -made form of coverage is
provided, the retroactive date of coverage shall be no later than the inception date of claims -made
coverage, unless the prior policy was extended indefinitely to cover prior acts. Coverage shall be
extended beyond the policy year either by a supplemental extended reporting period (SERP) of
as great a duration as available, and with no less coverage and with reinstated aggregate limits,
or by requiring that any new policy provide a retroactive date no later than the inception date of
claims made coverage.
e) Crime and Employee Dishonesty Insurance coverage must include fidelity
insurance for reimbursement to an employer for these types of losses. Third -party fidelity
coverage is also required to cover the acts of an employee against an employer's clients. Lessee
will provide coverage using ISO form CR 00 01 Employee Dishonesty Coverage Form or its
equivalent and shall include ISO endorsement CR 04 01 Clients' Property or its equivalent and
ISO endorsement CR 20 14 Loss Payable or its equivalent.
f) Workers' Compensation Insurance and Employer's Liability Insurance with
Workers' Compensation limits in statutory amount, unless waived by the State of Florida and
proof of waiver is provided to the City, and Employer's Liability Insurance in the minimum
amount of five hundred thousand dollars and 00/100 ($500,000) each employee each accident,
five hundred thousand dollars and 00/100 ($500,000) each employee by disease, and five hundred
thousand dollars and 00/100 ($500,000) disease policy limit. Coverage must be applicable to
employees, contractors, subcontractors, and volunteers, if any.
(g) Hangar Keeper's Liability to include property damage for all non -owned
aircraft under the care, custody or control of the operator in an amount not less than one million
dollars ($1,000,000) each aircraft and one million dollars ($1,000,000) each occurrence.
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15.3 Insurance for Specific Activities. Lessee shall maintain limits and types of
insurance coverage as provided in this Agreement. The minimum limits and types of insurance
that Lessee shall maintain in general are set forth in Section 15.2. Additionally, the limits and
types of insurance coverage for specific activities of Lessee or service providers at the Airpark are
set forth in this article and Lessee or service providers are required to maintain that coverage if
those specific activities are engaged in by Lessee or service providers. Lessee shall not be required
to obtain a separate policy for a specific activity that is already covered by the terms of the general
insurance coverage. If the specific activity engaged in by Lessee is insured by the provisions of
its general coverage provided pursuant to the requirements of this Article, then the insurance
requirements for that activity will be deemed satisfied and no additional insurance policy or
endorsement to a policy shall be required of Lessee.
15.4 Fueling Insurance Requirements. Lessee shall obtain at its expense, and
continuously maintain in effect at all times during the term of this Agreement, insurance for Fixed
Base Operator (Fueling) and/or Self -Fueling Operator to include broad form contractual liability
and the following coverage:
a) Fixed Base Operator (Fueling)
i. General Liability to include bodily injury, personal injury and property
damage for all premises, unlicensed vehicles, and contractual liability in an
amount not less than $5,000,000, Combined Single Limit Per Occurrence,
or equivalent.
ii. Vehicular Liability to include bodily injury and property damage for all
licensed vehicles owned, non -owned, or hired in an amount not less than
$1,000,000, Combined Single Limit per Occurrence.
iii. Hangar Keeper's Liability to include property damage for all non -owned
aircraft under the care, custody or control of the operator in an amount not
less than $1,000,000 Each Aircraft and $1,000,000 Each Occurrence.
iv. Environmental Impairment to include pollution Legal Liability and
Remediation Legal Liability in an amount not less than $1,000,000,
Combined Single Limit per Occurrence.
v. Workers' Compensation as required by the State of Florida.
vi. Fire and Extended Coverage to be maintained in an amount not less than
the full replacement value (FRV) of airport facilities on leasehold premises.
Products and Completed Operations in an amount not less than $1,000,000,
Combined Single Limit per Occurrence.
b) Self -Fueling Operator (Fueling)
i. General Liability to include bodily injury, personal injury and property
damage for all premises, unlicensed vehicles, and contractual liability in an
amount not less than $5,000,000, Combined Single Limit Per Occurrence,
or equivalent.
ii. Vehicular Liability to include bodily injury and property damage for all
licensed vehicles owned, non -owned, or hired in an amount not less than
$1,000,000, Combined Single Limit per Occurrence.
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15.5
their expense,
insurance for
coverage:
15.6
their expense,
insurance for
coverage:
iii. Environmental Impairment to include pollution Legal Liability and
Remediation Legal Liability in an amount not less than $1,000,000,
Combined Single Limit per Occurrence.
iv. Workers' Compensation as required by the State of Florida.
v. Fire and Extended Coverage to be maintained in an amount not less than
the full replacement value (FRV) of airport facilities on leasehold premises.
vi. Products and Completed Operations in an amount not less than $1,000,000,
Combined Single Limit per Occurrence.
Flight Training Insurance Requirements. Lessee or service provider shall obtain at
and continuously maintain in effect at all times during the term of this Agreement,
Flight Training to include broad form contractual liability and the following
a) Flight Training
i. General Liability to include bodily injury, personal injury and property
damage for all premises, unlicensed vehicles, and contractual liability in an
amount not less than $5,000,000, Combined Single Limit Per Occurrence,
or equivalent.
ii. Vehicular Liability to include bodily injury and property damage for all
licensed vehicles owned, non -owned, or hired in an amount not less than
$1,000,000, Combined Single Limit per Occurrence.
iii. Aircraft and Passenger Liability to include bodily injury, property damage,
and passenger injury, with a minimum of $1,000,000 per passenger, for all
owned or operated aircraft.
iv. Workers' Compensation as required by the State of Florida.
v. Fire and Extended Coverage to be maintained in an amount not less than
the full replacement value ("FRV") of airport facilities on leasehold
premises.
Aircraft Rental Insurance Requirements. Lessee or service provider shall obtain at
and continuously maintain in effect at all times during the term of this Agreement,
Aircraft Rental to include broad form contractual liability and the following
a) Aircraft Rental
i. General Liability to include bodily injury, personal injury and property
damage for all premises, unlicensed vehicles, and contractual liability in an
amount not less than $5,000,000, Combined Single Limit Per Occurrence,
or equivalent.
ii. Vehicular Liability to include bodily injury and property damage for all
licensed vehicles owned, non -owned, or hired in an amount not less than
$1,000,000, Combined Single Limit per Occurrence.
iii. Aircraft and Passenger Liability to include bodily injury, property damage,
and passenger injury, with a minimum of $1,000,000 per passenger, for all
owned or operated aircraft.
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iv. Workers' Compensation as required by the State of Florida.
v. Fire and Extended Coverage to be maintained in an amount not less than
the full replacement value (FRV) of airport facilities on leasehold premises.
15.7 Aircraft Sales Insurance Requirements. Lessee or service provider shall obtain at
their expense, and continuously maintain in effect at all times during the term of this Agreement,
insurance for Aircraft Sales to include broad form contractual liability and the following coverage:
) Aircraft Sales
i. General Liability to include bodily injury, personal injury and property
damage for all premises, unlicensed vehicles, and contractual liability in an
amount not less than $5,000,000, Combined Single Limit Per Occurrence,
or equivalent.
ii. Vehicular Liability to include bodily injury and property damage for all
licensed vehicles owned, non -owned, or hired in an amount not less than
$1,000,000, Combined Single Limit per Occurrence.
iii. Hangar Keeper's Liability to include property damage for all non -owned
aircraft under the care, custody or control of the operator in an amount not
less than $1,000,000 Each Aircraft and $1,000,000 Each Occurrence.
iv. Aircraft and Passenger Liability to include bodily injury, property damage,
and passenger injury, with a minimum of $1,000,000 per passenger, for all
owned or operated aircraft.
v. Workers' Compensation as required by the State of Florida.
vi. Fire and Extended Coverage to be maintained in an amount not less than
the full replacement value (FRV) of airport facilities on leasehold premises.
vii. Products and Completed Operations in an amount not less than $1,000,000,
Combined Single Limit per Occurrence.
15.8 Aircraft Repair and Maintenance Requirements. Lessee or service provider shall
obtain at their expense, and continuously maintain in effect at all times during the term of this
Agreement, insurance for Aircraft Repair and Maintenance Services to include broad form
contractual liability and the following coverage:
a) Aircraft Repair and Maintenance Services
i. General Liability to include bodily injury, personal injury and property
damage for all premises, unlicensed vehicles, and contractual liability in an
amount not less than $5,000,000, Combined Single Limit Per Occurrence,
or equivalent.
ii. Vehicular Liability to include bodily injury and property damage for all
licensed vehicles owned, non -owned, or hired in an amount not less than
$1,000,000, Combined Single Limit per Occurrence.
iii. Hangar Keeper's Liability to include property damage for all non -owned
aircraft under the care, custody or control of the operator in an amount not
less than $1,000,000 Each Aircraft and $1,000,000 Each Occurrence.
iv. Aircraft and Passenger Liability to include bodily injury, property damage,
and passenger injury, with a minimum of $1,000,000 per passenger, for all
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owned or operated aircraft.
v. Workers' Compensation as required by the State of Florida.
vi. Fire and Extended Coverage to be maintained in an amount not less than
the full replacement value (FRV) of airport facilities on leasehold premises.
vii. Products and Completed Operations in an amount not less than $1,000,000,
Combined Single Limit per Occurrence.
15.9 Aircraft Taxi Operations Insurance Requirements. Lessee or service provider shall
obtain at their expense, and continuously maintain in effect at all times during the term of this
Agreement, insurance for Aircraft Taxi Operations to include broad form contractual liability and
the following coverage:
a) Aircraft Taxi
i. General Liability to include bodily injury, personal injury and property damage
for all premises, unlicensed vehicles, and contractual liability in an amount not
less than $5,000,000, Combined Single Limit Per Occurrence, or equivalent.
ii. Vehicular Liability to include bodily injury and property damage for all licensed
vehicles owned, non -owned, or hired in an amount not less than $1,000,000,
Combined Single Limit per Occurrence.
iii. Aircraft and Passenger Liability to include bodily injury, property damage, and
passenger injury, with a minimum of $1,000,000 per passenger, for all owned
or operated aircraft.
iv. Workers' Compensation as required by the State of Florida.
v. Fire and Extended Coverage to be maintained in an amount not less than the
full replacement value (FRV) of airport facilities on leasehold premises.
NOTE: SEPARATE INSURANCE POLICIES ARE NOT REQUIRED AS LONG AS THE
INSURANCE REQUIREMENTS SET FORTH IN THIS AGREEMENT ARE MET.
15.10 Other Insurance Provisions
a) Policies are to contain, or be endorsed to contain, the following provisions:
General Liability and Automobile Liability Coverage: Lessor, its
officials, employees and volunteers are to be covered as insured in
respect to liability arising out of activities performed by, or on behalf
of, Lessee or service provider; products and completed operations of
Lessee or service provider and for any property damage loss; Premises
owned, leased or used by Lessee or service provider; or automobiles
owned, leased, hired or borrowed by Lessee or service provider. The
coverage shall contain no special limitations on the scope of protection
afforded to Lessor, its officials, employees or volunteers.
ii. Lessee or service provider's insurance coverage shall be primary as
respect to Lessor, its officials, employees and volunteers. Any
insurance or self-insurance maintained by Lessor, its officials,
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employees or volunteers shall be excess of Lessee's or service
provider's insurance and shall not contribute with it.
iii. Any failure to comply with reporting provisions of the policies shall not
affect coverage provided to Lessor, its officials, employees or
volunteers.
iv. Coverage shall state that Lessee's or service provider's insurance shall
apply separately to each insured against whom a claim is made or suit
is brought, except with respect to the limits of the insurer's liability.
v. Workers' Compensation and Employers' Liability Coverage: Lessee or
service provider shall agree to waive all rights of subrogation against
Lessor, its officials, employees and volunteers for losses arising from
work performed by Lessee or service provider for Lessor.
b) Deductibles and Self -Insured Retentions. Any deductibles or self-insured
retentions must be declared to and approved by the City. The City may require
Lessee or service provider to provide proof of ability to pay losses and related
investigations, claims administration, and defense expenses within the retention.
c) Subcontractors of Subleases. Lessee or service provider shall include all
subcontractors/subleases as insured under its policies or shall verify and furnish
separate certificates and endorsements for each subcontractor/sublessee. All coverage
for subcontractors/sublessees shall be subject to all of the requirements stated herein.
15.11 All Coverage.
a) Each insurance policy required by this Article shall be endorsed to state that
coverage shall not be suspended, voided, nonrenewed, canceled, materially changed,
reduced in coverage or in limits except after thirty (30) days prior written notice via
certified mail, return receipt requested, has been given to Lessor.
b) If Lessee or service provider is underwritten on a "claims -made" basis, the
retroactive date shall be prior to or coincide with the date of this Agreement and the
certificate of insurance shall state that coverage is "claims -made" and also the Retroactive
Date. Lessee or service provider shall maintain coverage for the duration of this Agreement
and for the two (2) years following the completion of this Agreement. It is further agreed
that the contractor shall provide Lessor a sixty (60) day notice of aggregate erosion, in
advance of the Retroactive Date, cancellation and/or renewal. It is also agreed that either
Lessee/service provider or Lessor may invoke the tail option on behalf of the other party
and the Extended Reporting Period (ERP) premium shall be paid by Lessee.
15.12 Verification of Coverage. Lessee will provide the City with a certificate or
certificates of insurance showing the existence of coverage. In addition, Lessee will provide to the
City, if requested in writing, certified copies of all policies of insurance. Lessee will maintain the
required coverage with a current certificate or certificates of insurance throughout the term of this
Agreement with the City. New certificates and new certified copies of policies shall be provided
25
to the City whenever the policy is renewed, revised, or obtained from other insurers. The address
where such certificates and certified policies shall be sent or delivered is as follows:
City of Clearwater
Attention: Risk Management Department
P.O. Box 4748
Clearwater, FL 33758-4748
15.13 Airpark Tenant and Other Leases and Agreements. Lessee shall require all Airpark
Tenants and other tenants to provide annual certificates of insurance to Lessee as a requirement of
any lease or other agreement for use of any part of the Premises.
15.14 Loss Control/Safety. Precaution shall be exercised at all times by Lessee for the
protection of all persons, including employees, and property. Lessee shall be expected to comply
with all applicable laws, regulations, or ordinances related to safety and health, and shall make
special efforts where appropriate to detect hazardous conditions, and shall take prompt action
where loss control/safety measures should reasonably be expected.
Article 16
Disclaimer of Warranties
16.1 The Parties agrees that no representations or warranties shall be binding upon the
Parties unless expressed in writing herein or in a duly executed amendment to this Agreement. It is
understood and agreed that:
a) Lessor does not warrant, and hereby disclaims any and all liability and
responsibility for or on account of the condition of, the Premises, or the Airpark or any portions
thereof, or for or on account of anything affecting such conditions.
b) Lessor makes no warranties and has no obligations or liability for or with respect
to the removal of sand, water or debris from the Premises of any part thereof.
c) Lessor makes no warranties and shall have no obligations or liability with respect
to noise, noise pollution, air quality, or air pollution.
Article 17
Inspections, Repairs, and Maintenance
17.1 Lessee's Duties. Lessee hereby agrees that:
a) Lessee shall keep and maintain the Premises in a neat, clean and respectable
condition by prompt removal of all trash, litter, debris and junk, and shall keep said Premises
cleared of all objectionable matter.
26
b) Lessee shall complete daily inspections of the Airpark and shall provide a
weekly report to the City Manager or designated representative detailing said inspections. The
daily inspections shall include assessing the Airpark's paved areas, lighting and landing systems,
fuel tanks and dispensing systems, and other on -ground systems, and report any issues to the City
Manager or designated representative. Lessee shall ensure that runways and taxiways are
inspected and kept free of debris and unsafe conditions.
c) Lessee shall maintain the Premises and Structures in a good state of repair at all
times and shall be responsible for minor maintenance and repairs to said areas including all interior
maintenance. Minor maintenance and repairs is defined as any activity necessary to continue the
daily operation of the Airpark such as normal cleaning and sanitizing, trash removal, minor repairs
of light and electrical fixtures, painting, air conditioning, plumbing fixtures, replacement of broken
or defective parts, interior and exterior building washing, and general building cleanliness.
d) Lessee shall maintain all grass and landscape vegetation on the Premises
including mowing of the grass. Lessee shall be provided a City -owned tractor for this purpose and
will be responsible for any maintenance or repair costs associated with this equipment. If Lessee
fails to maintain the Airpark as per Lessor's specifications, Lessor at its option may hire a contractor
to maintain the grass and vegetation moving forward and bill Lessee as provided below.
In the event Lessee shall fail to keep and maintain the Premises as herein required, as
determined in the sole discretion of Lessor, then Lessor, after notice to Lessee of the default and
providing thirty (30) days to comply, shall have the power and express authority to cause or
require the labor and materials to be expended that are reasonably necessary to accomplish the
required work, and Lessee expressly agrees that the reasonable cost of any such labor and
materials shall become due thirty (30) days from the date on which any such maintenance work
is completed and notice of the amount due is given to Lessee.
Lessee's contact with Lessor in connection with the Premises herein leased shall be with
Lessor's staff member designated by the City Manager, subject to the terms and provisions of this
Agreement, which may not be waived, modified, or amended except in writing executed by Lessor.
17.2 Lessor's Duties. Lessor hereby agrees that:
a) Lessor shall turnover the Airpark to Lessee in a condition acceptable to Lessee
(evidenced by Lessee signing this Agreement) and Lessor shall remain responsible for major
repair or replacement of structures and other utilities. For purposes of this Agreement, "major
repair or replacement" shall mean those repairs or replacements necessary to correct a
catastrophic failure or to prevent a catastrophic failure from occurring.
b) Lessor shall be responsible for repair and maintenance of City -owned
equipment and vehicles including automotives, trailers, except for fuel pumping equipment, the
City -supplied tractor, and lawn mowing equipment.
If any of Lessor's maintenance or repair obligations are necessitated solely by the acts
of Lessee or its employees, agents, contractors, or sub -contractors, Lessee shall reimburse Lessor
27
for the reasonable cost thereof, to be paid within thirty (30) days after notice of such cost is given
to Lessee as herein provided.
17.3 Partial Damage. If all or a portion of the Airpark is partially damaged by fire,
explosion, flooding inundation, floods, the elements, public enemy, acts of terrorism, acts of God,
or other casualty, but not rendered unusable, the same will be repaired with due diligence by
Lessor at its own cost and expense, subject to the limitations as hereinafter provided. Rental
Payments shall be reduced in proportion to lost revenues until the Premises is fully restored to its
condition prior to the date on which the damage occurred. If said damage is caused by the grossly
negligent acts or omissions of Lessee, its agents, officers, or employees, Lessee shall be
responsible for reimbursing Lessor for the cost and expense, in excess of Lessor's insurance
coverage, incurred in making such repairs.
17.4 Extensive Damage. If the damages as described above in "Partial Damage" are so
extensive as to render the Airpark or a portion thereof unusable, but are capable of being repaired
within a reasonable time not to exceed three hundred and sixty-five (365) days, the same shall be
repaired with due diligence by Lessor at its own cost and expense and the Rental Payments, fees,
and charges payable hereunder shall abate from the time of such damage until such time as the
Airpark is fully restored to its condition prior to the date on which the damage occurred and is
certified as again ready for use; provided, however, that if such damage is caused by the grossly
negligent acts or omissions of Lessee, its agents, officers, or employees, Lessee shall be
responsible for the cost and expenses, in excess of Lessor's insurance coverage, incurred in
making such repairs.
17.5 Complete Destruction. In the event all or a substantial portion of the Airpark is
completely destroyed by fire, explosion, the elements, public enemy, acts of terrorism, acts of
God, or other casualty, or are so damaged that they are uninhabitable and cannot be replaced
except after more than three hundred and sixty-five (365) days, Lessor shall be under no
obligation to repair, replace or reconstruct the Airpark, no payments will be required of either
party until such time as the said Clearwater Airpark is fully restored. If within three hundred and
sixty-five (365) days after the time of such damage or destruction the Airpark has not been
repaired or reconstructed, Lessee may terminate this Agreement in its entirety as of the date of
such damage or destruction. If Lessor decides not to fully restore the Premises and desires to
declare the Premises `completely destroyed' under this section 17.5, Lessor shall pay to Lessee
all insurance proceeds received as a result of the damage to the Premises in proportion to Lessee's
investment in FDOT Projects.
17.6 Limits of Lessor's Obligation Defined. In the application of the foregoing
provisions, Lessor may, but shall not be obligated to, repair or reconstruct the Airpark. If Lessor
chooses to do so, Lessor's obligation shall also be limited to repair or reconstruction of the
Airpark to the same extent and of equal quality as obtained by Lessee at the time of the event
necessitating the repair. All redecoration and replacement of capital investment, including all
Lessor assets shall be the cost and responsibility of Lessor. Lessee shall bear the cost of repair
and replacement of any Lessee assets except to the extent that the damage or destruction is caused
by Lessor's negligence, action, or omission.
28
17.7 Force Majeure; National Emergency. See paragraph S.20 in the Terms and
Conditions described in Exhibit "B" attached hereto.
Article 18
Referendum Regarding the Landings
18.1 The Landings. Lessee does not intend to own or lease the real property located at
1875 Airport Drive, Clearwater, Florida 33765 and commonly known as "The Landings Golf
Course" (the "Landings"). In the event the Landings shall ever be leased or owned by Lessee,
the Landings shall not be held under this Agreement. Further, if Lessee becomes the lessee or
owner of the Landings and desires to change the zoning or future land use of the property, a
referendum vote shall be required by the City of Clearwater Charter in order to rezone or amend
the future land use of the Landings.
Article 19
Leasehold Improvements and Structural Work
No improvements, additions, or changes shall be made to the Premises or Structures therein
without the prior written consent of the City Manager or designated representative. If any alteration
or modification takes place without Lessor's written permission, then, upon written request by
Lessor, Lessee agrees to return that part of the Premises modified, altered or affected without consent
from Lessor to its original condition. If Lessee fails to return that part of the Premises or Structures
therein which were modified or altered without written consent to its original condition within thirty
(30) days from receipt or written request from Lessor, then Lessor shall be entitled to return that part
of the Premises or Structure to its original condition and shall be entitled to recover the cost and
expenses from Lessee. Emergency repairs may be made by Lessee for the safety of individuals and
prevention of damage to real and personal property. It is further agreed that any improvements,
additions, or changes shall be made by Lessee at its own expense and at the option of Lessor shall
become the property of Lessor upon expiration, or prior termination of this Agreement or any
extension or renewal thereof. Should Lessor elect not to exercise this option, Lessee agrees to
remove such improvements, additions or changes at its own expense and deliver the Premises to
Lessor in as good condition as it now exists.
Article 20
Utilities
Lessee agrees to pay the cost of all utilities for the Premises leased including but not limited
to stormwater, gas, water, electricity, sanitary sewer, telephone, and solid waste disposal. In the event
Lessee fails to pay any utility bills when due, Lessor may, at its option, pay the same and collect from
Lessee the amounts so disbursed, plus interest at the maximum rate allowable by law until paid. Such
an event is a material default under this Agreement.
29
Article 21
Assignment
This Agreement, nor any part thereof or any interest therein, shall not be assigned, transferred
or subleased by Lessee without the express written consent of Lessor which shall not be unreasonably
withheld. Lessee's failure to obtain Lessors written consent to any assignment, transfer or sublease
shall render such agreement null and void.
All principals of Lessee and their respective percentages of ownership shall be disclosed to
Lessor in writing and it is expressly agreed that if Lessee is a corporation, any material change in
ownership of corporate stock; or if a partnership, the addition to or withdrawal of any partner from
the partnership firm; or the addition to or withdrawal of a principal Lessee in whatever capacity; by
purchase or sale, or operation of law or in any other manner whatsoever, without the consent of Lessor
shall be deemed an assignment.
Notwithstanding any attempt by Lessee to assign, transfer or sublease this Agreement, or any
part thereof or interest therein, Lessee shall remain obligated and liable to Lessor for the performance
of all covenants, terms, and conditions, warranties and other provisions of this Agreement to the same
extent that Lessee would have been obligated and liable if such assignment, delegation, or sublease
had not been attempted, but such attempt shall be deemed an act of material default by Lessee.
It is understood and agreed that Lessor may, at any time, with notice, assign or delegate any
or all of its rights hereunder.
Article 22
Representations and Warranties of Lessor and Lessee
22.1 Representations and Warranties of Lessor. Lessor represents and warrants to
Lessee the following:
a) All required approvals have been obtained or, if not, Lessor shall in good
faith work together with Lessee in order to obtain any other required approval, and Lessor has full
legal right, power and authority to enter into and perform its obligations hereunder;
b) This Agreement has been duly executed and delivered by Lessor and
constitutes a valid and binding obligation of Lessor, enforceable in accordance with its terms,
except as such enforceability may be limited by bankruptcy, insolvency, reorganization, or similar
laws affecting creditors' rights generally or by general equitable principles;
c) The execution and delivery of this Agreement will not violate or
cause a breach (with or without notice or the passage of time) under any agreement, law, ordinance,
or other obligation to which Lessor is bound;
d) There is no current, pending, or to Lessor's knowledge after due inquiry,
threatened, action or proceeding before any court or administrative agency to which it is a party,
30
questioning the validity of this Agreement, the relationship between Lessor and Lessee, or which
appear likely to materially adversely affect Lessor's performance of its obligations under this
Agreement;
e) Lessor is the owner of the Premises;
f) Upon delivery to Lessee, the Airpark shall comply with all laws,
ordinances, orders, rules, regulations and other governmental requirements relating to the use,
occupancy, and condition of the Airpark for the purposes described herein, including, without
limitation, the Americans with Disabilities Act and the certificate of occupancy; and
g) All improvements in the Airpark will be constructed in a good and
workmanlike manner and said improvements and all other Lessor assets are and will be in good
working order and condition, free from defects in workmanship and materials, and fit for the
purposes for which they are provided.
22.2 Representations and Warranties of Lessee. Lessee represents and warrants to
Lessor the following:
a) All required approvals have been obtained or, if not, Lessee shall in good
faith work together with Lessor in order to obtain any other required approval, and Lessee has full
legal right, power and authority to enter into and perform its obligations hereunder;
b) This Agreement has been duly executed and delivered by Lessee and
constitutes a valid and binding obligation by Lessee, enforceable in accordance with its terms,
except as such enforceability may be limited by bankruptcy, insolvency, reorganization or similar
laws affecting creditors' rights generally or by general equitable principles; and
c) There is no current, pending, or to Lessee's knowledge after due inquiry,
threatened, action or proceeding before any court or administrative agency to which it is a party,
questioning the validity of this Agreement, the relationship between Lessor and Lessee, or which
appear likely to materially adversely affect Lessee's performance of its obligations under this
Agreement.
Article 23
Miscellaneous
23.1 Notice. Unless provided otherwise in this Agreement, all notices, requests,
demands, claims, and other communications hereunder shall be in writing and delivered as
provided herein. Notices and communications may be (i) personally delivered; (ii) sent via
certified or registered mail, postage prepaid; (iii) sent via reputable overnight courier; or (iv) sent
via email or facsimile (with electronic confirmation and a hard copy provided via (i), (ii), or (iii)
to follow). If provided by personal delivery, receipt will be deemed effective upon delivery. If sent
via certified or registered mail, receipt will be deemed effective three (3) calendar days after being
31
deposited in the United States mail. If sent via overnight courier, receipt will be deemed effective
two (2) calendar days after the sending thereof. If sent via facsimile or email, receipt will be
deemed effective two (2) calendar days after the sending thereof or the effective receipt date
established for the required hard copy, whichever occurs earlier. All notices to be given pursuant
to this Agreement must be delivered to the Parties at their respective addresses provided below:
If to Lessor:
600 Cleveland Street, STE 600
Clearwater, FL 33755
Attention: City Manager
Phone: (727) 562-4040
Email: jon.jennings@myclearwater.com
If to Lessee to:
F1yUSA PV, LLC
1000 N. Hercules Ave.
Clearwater, FL 33765
Attn: Barry Shevlin & Mike Connor
Email: barrv@flvusa.com
With copy to (which shall not constitute
notice):
600 Cleveland Street, STE 600
Clearwater, FL 33755
Attention: City Attorney
Phone: (727) 562-4010
Email: david.margolis@myclearwater.com
With copy to (which shall not constitute
notice):
Macfarlane Ferguson & McMullen, P.A.
625 Court Street
Clearwater, Florida 33756
Phone: 727-444-1403
Attention: Brian J. Aungst, Jr. Esq.
Email: bia@macfar.com
23.2 Order of Precedence. In the event of any conflict between this Agreement and any
exhibits or other documents entered into in connection herewith, the provisions of this Agreement
shall prevail.
23.3 Corporate Status. Lessee shall keep its corporate status active and current
throughout the term of this Agreement.
23.4 Annual Report. Lessee shall furnish to Lessor each year no later than one (1) month
after the anniversary of this Agreement an annual report. This report will be in a form satisfactory
to the City Manager or designated representative and Lessor, may at option inspect Lessee's
financial and other records relating to the preparation of this report upon written notice. The annual
report shall contain the following materials and information:
1. A complete financial statement (income and expense report) for Lessee prepared in
accordance with generally accepted accounting principles and this Agreement.
This statement shall be certified by Lessee's Certified Public Accountant and shall
indicate Lessee's sources of income including the amount of gross sales at and/or
from the Premises during the monthly periods reported by the statement in the
amount of year-to-date gross sales for Lessee's fiscal year;
32
2. Sources of all revenue from Lessee and any tenants;
3. A certification of Lessee's current corporate status from the State of Florida;
4. A compilation of all insurance certificates required by this Agreement for Lessee
and service providers as established under Article 15; and
5. A report detailing the effectiveness of Lessee's efforts to reduce flight school
activity during the term year.
23.5 Entire Agreement. This Agreement, the exhibits, and any documents executed
in connection with this Agreement, constitute and express the entire agreement of the Parties hereto
and no agreements, warranties, representations or covenants not herein expressed shall be binding
upon the Parties.
23.6 Captions. Captions appearing before sections and articles in this Agreement
have been inserted solely for the purposes of convenience and ready reference. They do not purport
to, and shall not be deemed to, define, limit or extend the scope or intent of the section or articles
to which they pertain.
23.7 Good Faith. It is agreed that both Parties shall perform their respective duties
under the terms of this Agreement in good faith.
23.8 Relationship of Lessor and Lessee. It is expressly understood that the relationship
between Lessee and Lessor will be that of a landlord -tenant. Lessee and all persons employed by
Lessee, either directly or indirectly, are Lessee's employees, not Lessor's employees. Accordingly,
Lessee and Lessee's employees are not entitled to any benefits provided to Lessor's employees
including, but not limited to, health benefits, enrollment in a retirement system, paid time off or
other rights afforded Lessor employees. Lessee's employees will not be regarded as Lessor's
employees or agents for any purpose, including the payment of unemployment or workers'
compensation. If any of Lessee employees or subcontractors assert a claim for wages or other
employment benefits against Lessor, Lessee will defend, indemnify and hold harmless Lessor from
all such claims. Nothing herein contained is intended or shall be construed in any way to create
or establish the relationship of partners or a joint venture between Lessor and Lessee.
23.9 Invalid or Illegal Provision(s). If any one or more provisions of this Agreement are
for any reason held to be invalid, illegal or unenforceable in any respect, the invalidity, illegality
or unenforceability will not affect any other provision of this Agreement, which will be construed
as if it had not included the invalid, illegal or unenforceable provision. The parties will negotiate
diligently in good faith for such amendment(s) of this Agreement as may be necessary to achieve
the original intent of this Agreement, notwithstanding such invalidity or unenforceability.
23.10 Amendment. No amendment to this Agreement shall be effective unless such is in
writing and signed by each of the Parties. No charge for extra work or material will be allowed
unless approved in writing, in advance, by Lessor and Lessee.
33
IN WITNESS WHEREOF, this Agreement has been executed by the Parties and is
effective as of the 1rday of..±,LOAki 2023.
APPROVED BY CITY OF CLEARWATER
THIS litDAY OFj Q.ikIo ,
2023.
Countersigned:
294,4
Frank V. Hibbard, Mayor
David Margolis, City Attorney
STATE OF FLORIDA
COUNTY OF PINELLAS
LESSOR:
THE CITY OF CLEARWATER, FLORIDA,
a municipal corporation of the State of Florida
Jennifer Poirrier
Interim City Manager
Attest:
Rosemarie Call, City Clerk
LESSEE:
FLYUSA PV, LLC, a Florida limited liability
company
/
By: -1...-_. -V.,_ o' 4
Name: pw L. L• ;,igv'-,
Title: — r s P L' a- v-,1,_
The foregoing instrument wa 1acknowledged before me by means ofEl physical presence or 0
online notarization, this d y of January 2023, by gay (v1 L ..SL/, as i14.n et Jyof
F1yUSA PV, LLC.
34
(51Lee,,ellyt
Notary Public
Print Name: ± "4 !I' -
My Commission Expires: /]/oma-) /) 0,,1 r
Exhibit "A"
LEGAL DESCRIPTION OF PREMISES
Please see attached.
35
�.9
City of Clearwatery-�»
Fleet Maintenance
LINE TABLE
LINE #
BEARING
DISTANCE
L1
N 89' 19' 10" W
50.00'
L2
N 00° 16' 59" E
34.91'
L3
N 89° 29' 00" W
252.19'
L4
N 00° 40.34" E
173.37'
L5
N 89° 19' 26" W
328.99'
L6
N 00° 16' 55" E
300.00'
L7
N 89° 19' 26" W
475.00'
L8
N 89° 19'26" W
401.74'
L9
$ 65' 50' 39" W
294.56'
L10
$ 24° 09' 21" E
633.55'
L11
N 89' 01' 19" W
8.74'
L12
S 00° 16' 59" W
160.49'
L13
S 89° 20' 18" E
564.75'
Po G r
Beginn ng
QQo��mmence
r95+
Ra
This is not a survey
CITY OF CLEARWATER
DEPARTMENT OF PUBLIC WORKS -
ENGINEERING
DRAWN BY
Lee Cheek
CHECKED BY
Tom Mahony
Clearwater Airpark Lease
Legal Description
OM NO.
2022021
sheer
- Lease 1 OF 2
SECT•TWNSP-RNG 12 • 295 - 15E
DATE DRAWN 11/8/2022
Lease of Clearwater Airpark described as follows:
Commence at the center of Section 12, Township 29 South, Range
15 East: thence run N 89° 19' 10" W, along the East-West
centerline of said Section 12, a distance of 50.00', to a point on the
West right-of-way line of Hercules Avenue and the Point of
Beginning; thence N 00° 16' 59" E, along said West right-of-way
line of Hercules Avenue, a distance of 34.91'; thence
N 89° 29' 00" W, a distance of 252.19'; thence N 00° 40' 34" E, a
distance of 173.37'; thence N 89° 19' 26" W, a distance of 328.99';
thence N 00° 16' 55" E, a distance of 300.00' to a point on the
South right-of-way of Grand Avenue; thence N 89° 19' 26" W, along
said South right-of-way of Grand Avenue, a distance of 475.00';
thence N 00° 16' 59" E, a distance of 756.48'; thence
N 89° 19' 26" W, a distance of 401.74'; thence N 25° 13' 17" W, a
distance of 1610.02'; thence S 65° 50' 39" W, a distance of 294.56';
thence S 24° 09' 21" E, a distance of 633.55'; thence
N 89° 01' 19" W, a distance of 8.74'; thence S 25° 13' 17" E, a
distance of 3715.92'; thence S 00° 16' 59" W, a distance of 160.49';
thence S 89° 20' 18" E, a distance of 564.75' to a point on said
West right-of-way line of Hercules Avenue; thence N 00° 16' 59" E,
along said West right-of-way line of Hercules Avenue, a distance
of 1489.39' to the Point of Beginning.
Containing 60.21 Acres, more or Tess.
CITY OF CLEARWATER
DEPARTMENT OF PUBLIC WORKS -
ENGINEERING
DRAWN BY
Lee Cheek
CHECKED BY
Tom Mahony
Clearwater Airpark Lease
Legal Description
DINO. NO.
2022021
SHEET
- Lease 2 OF 2
SECT-TWNSP-RNG 12 - 29S • 15E
DATE DRAWN 11/7/2022
S.1
Exhibit "B"
Terms and Conditions
SUBCONTRACTING. Lessee may subcontract work under this Agreement without the
express written permission of Lessor, provided, however, that Lessee shall ensure that all
subcontractors performing work under the Agreement must comply with its provisions.
Further, all agreements between Lessee and its subcontractors must provide that the terms
and conditions of this Agreement be incorporated therein.
S.2 SUCCESSORS AND ASSIGNS, BINDING EFFECT. This Agreement will be binding
upon and inure to the benefit of the parties and their respective permitted successors and
assigns.
S.3 NO THIRD -PARTY BENEFICIARIES. This Agreement is intended for the exclusive
benefit of the parties. Nothing set forth in this Agreement is intended to create, or will
create, any benefits, rights, or responsibilities in any third parties.
S.4 TIME OF THE ESSENCE. Time is of the essence to the performance of the Parties'
obligations under this Agreement.
S.5 COMPLIANCE WITH APPLICABLE LAWS.
a) General. Lessee must procure all permits and licenses, and pay all charges and
fees necessary and incidental to the lawful conduct of business, unless Lessor's
involvement is required by law. Lessee must stay fully informed of existing and
future federal, state, and local laws, ordinances, and regulations that in any manner
affect the fulfillment of this Agreement and must comply with the same at its own
expense. Lessee bears full responsibility for training, safety, and providing
necessary equipment for all Lessee personnel to achieve throughout the term of
the Agreement. Upon request, Lessee will demonstrate to Lessor's satisfaction any
programs, procedures, and other activities used to ensure compliance.
b) Drug -Free Workplace. Lessee is hereby advised that Lessor has adopted a policy
establishing a drug-free workplace for itself and those doing business with Lessor
to ensure the safety and health of all persons working on Lessor contracts and
projects. Lessee will require a drug-free workplace for all Lessee personnel
working under this Agreement. Specifically, all Lessee personnel who are
working under this Agreement must be notified in writing by Lessee that they are
prohibited from the manufacture, distribution, dispensation, or unlawful
possession or use of a controlled substance in the workplace. Lessee agrees to
ensure that Lessee personnel do not use or possess illegal drugs while in the course
of performing their duties.
c) Federal and State Immigration Laws. Lessee agrees to comply with the
Immigration Reform and Control Act of 1986 (IRCA) in performance under this
Agreement and to permit Lessor and its agents to inspect applicable personnel
36
records to verify such compliance as permitted by law. Lessee will ensure and
keep appropriate records to demonstrate that all Lessee personnel have a legal
right to live and work in the United States.
(i)
As applicable to Lessee, under this provision, Lessee hereby warrants to
Lessor that Lessee will comply with and ensure each of its subcontractors
are contractually obligated to comply with, all federal immigration laws
and regulations that relate to their employees (hereinafter "Lessee
Immigration Warranty").
(ii) A breach of Lessee Immigration Warranty will constitute as a material
breach of this Agreement and will subject Lessee to penalties up to and
including termination of this Agreement at the sole discretion of Lessor.
(iii) Lessor retains the legal right to inspect the papers of all Lessee personnel
who provide services under this Agreement to ensure that Lessee or its
subcontractors are complying with Lessee Immigration Warranty. Lessee
agrees to assist Lessor in regard to any such inspections.
(iv) Lessor may, at its sole discretion, conduct random verification of the
employment records of Lessee and any subcontractor to ensure
compliance with Lessee Immigration Warranty. Lessee agrees to assist
Lessor in regard to any random verification performed.
(v) Neither Lessee nor any subcontractor will be deemed to have materially
breached Lessee Immigration Warranty if Lessee or subcontractor
establishes that it has complied with the employment verification
provisions prescribed by Sections 274A and 274B of the Federal
Immigration and Nationality Act.
d) Nondiscrimination. Lessee represents and warrants that it does not discriminate
against any employee or applicant for employment or person to whom it provides
services because of race, color, religion, sex, national origin, or disability, and
represents and warrants that it complies with all applicable federal, state, and local
laws and executive orders regarding employment. Lessee and Lessee's personnel
will comply with applicable provisions of Title VII of the U.S. Civil Rights Act
of 1964, as amended, Section 504 of the Federal Rehabilitation Act, the Americans
with Disabilities Act (42 U.S.C. § 12101 et seq.), and applicable rules in
performance under this Agreement.
S.6 SALES/USE TAX, OTHER TAXES. Lessee is responsible for the payment of all taxes
including federal, state, and local taxes related to or arising out of Lessee's services under
this Agreement, including by way of illustration but not limitation, federal and state
income tax, Social Security tax, unemployment insurance taxes, and any other taxes or
business license fees as required. If any taxing authority should deem Lessee or any
Lessee employees an employee of Lessor, or should anyone otherwise claim Lessor is
37
liable for the payment of taxes that are Lessee's responsibility under this Agreement,
Lessee will indemnify Lessor for any tax liability, interest, and penalties imposed upon
Lessor. Both Lessor and Lessee are exempt from paying state and local sales/use taxes
and certain federal taxes and will furnish an exemption certificate upon request.
S.7 AMOUNTS DUE TO LESSOR. Lessee must be current and remain current in all
obligations due to Lessor during the performance of services under the Agreement.
Payments to Lessee may be offset by any delinquent amounts due Lessor or fees and
charges owed to Lessor.
S.8 PUBLIC RECORDS. In addition to all other contract requirements as provided by law,
Lessee executing this Agreement agrees to comply with public records law. Lessee's
agreement to comply with public records law applies specifically to:
a) Keep and maintain public records required by Lessor (hereinafter "public
agency") to perform the service being provided by Lessee hereunder.
Upon request from the public agency's custodian of public records, provide the
public agency with a copy of the requested records or allow the records to be
inspected or copied within a reasonable time at a cost that does not exceed the cost
provided for in Chapter 119, Florida Statutes, as may be amended from time to
time, or as otherwise provided by law.
c) Ensure that the public records that are exempt or confidential and exempt from
public records disclosure requirements are not disclosed except as authorized by
law for the duration of the contract term and following completion of the contract
if Lessee does not transfer the records to the public agency.
d) Upon completion of the contract, transfer, at no cost, to the public agency all
public records in possession of Lessee or keep and maintain public records
required by the public agency to perform the service. If Lessee transfers all public
records to the public agency upon completion of the contract, Lessee shall destroy
any duplicate public records that are exempt or confidential and exempt from
public records disclosure requirements. If Lessee keeps and maintains public
records upon completion of the contract, Lessee shall meet all applicable
requirements for retaining public records. All records stored electronically must
be provided to the public agency, upon request from the public agency's custodian
of public records, in a format that is compatible with the information technology
systems of the public agency.
e) A request to inspect or copy public records relating to a public agency's contract
for services must be made directly to the public agency. If the public agency does
not possess the requested records, the public agency shall immediately notify
Lessee of the request and Lessee must provide the records to the public agency or
allow the records to be inspected or copied within a reasonable time.
38
f) Lessee hereby acknowledges and agrees that if Lessee does not comply with the
public agency's request for records, the public agency shall enforce the contract
provisions in accordance with the contract.
g)
If Lessee fails to provide the public records to the public agency within a
reasonable time, it may be subject to penalties under Section 119.10, Florida
Statutes.
h) If a civil action is filed against Lessee to compel production of public records
relating to a public agency's contract for services, the court shall assess and award
against Lessee the reasonable costs of enforcement, including reasonable attorney
fees, if:
1) The court determines that Lessee unlawfully refused to comply with the
public records request within a reasonable time; and
2) At least eight (8) business days before filing the action, the plaintiff
provided written notice of the public records request, including a statement
that Lessee has not complied with the request, to the public agency and to
Lessee.
i) A notice complies with subparagraph (h)(2). if it is sent to the public agency's
custodian of public records and to Lessee at Lessee's address listed on its contract
with the public agency or to Lessee's registered agent. Such notices must be sent
by common carrier delivery service or by registered, Global Express Guaranteed,
or certified mail, with postage or shipping paid by the sender and with evidence
of delivery, which may be in an electronic format. If Lessee complies with a public
records request within eight (8) business days after the notice is sent, it is not liable
for the reasonable costs of enforcement.
S.9 BACKGROUND CHECK. Lessor may conduct criminal, driver history, and all other
requested background checks of Lessee personnel who would perform services under the
Agreement or who will have access to Lessor's information, data, or facilities in
accordance with Lessor's current background check policies. Any officer, employee, or
agent that fails the background check must be replaced immediately for any reasonable
cause not prohibited by law.
S.10 CONTINUATION DURING DISPUTES. The Parties agree that during any dispute
between the Parties, each will continue to perform its obligations until the dispute is
settled, performance is enjoined or prohibited by judicial action, or the Parties are
otherwise required or obligated to cease performance by other provisions in this
Agreement.
S.11 NON -WAIVER OF RIGHTS. There will be no waiver of any provision of this
Agreement unless approved in writing and signed by the waiving party. Failure or delay
to exercise any rights or remedies provided herein or by law or in equity, or the acceptance
39
of, or payment for, any services hereunder, will not release the other party of any of the
warranties or other obligations of the Agreement and will not be deemed a waiver of any
such rights or remedies.
S.12 WARRANTY. Each party warrants that the services and materials will conform to the
requirements of the Agreement. Additionally, each party warrants that all services will be
performed in a good, workman -like and professional manner. If any materials or services
are of a substandard or unsatisfactory manner as determined by the other party, in good
faith, the providing party, at no additional charge to the other, will provide materials or
redo such services until in accordance with this Agreement and to the other party's
reasonable satisfaction. Unless otherwise agreed, Lessor and Lessee warrant that
materials used will be new, unused, of most current manufacture and not discontinued,
will be free of defects in materials and workmanship, will be provided in accordance with
manufacturer's standard warranty for at least one (1) year unless otherwise specified, and
will perform in accordance with manufacturer's published specifications.
S.13 LESSOR'S RIGHT TO RECOVER AGAINST THIRD PARTIES. Lessee will do
nothing to prejudice Lessor's right to recover against third parties for any loss,
destruction, or damage to the Premises, and will at Lessor's request and expense, furnish
to Lessor reasonable assistance and cooperation, including assistance in the prosecution
or defense of suit and the execution of instruments of assignment in favor of Lessor in
obtaining recovery.
S.14 USE OF NAME. Lessee will not use the name of Lessor in any advertising or publicity
without obtaining the prior written consent of Lessor.
S.15 PROHIBITED ACTS. Pursuant to Florida Constitution Article II Section 8, a current or
former public officer or employee within the last two (2) years shall not represent another
organization before Lessor on any matter for which the officer or employee was directly
concerned and personally participated in during their service or employment or over
which they had a substantial or material administrative discretion.
S.16 RISK OF LOSS. Except as otherwise provided in this Agreement, each party agrees to
bear all risks of loss, injury, or destruction of goods or equipment incidental to providing
any services, to the extent such party provides the services, and such loss, injury, or
destruction will not release the party from any obligation hereunder.
S.17 SAFEGUARDING LESSOR PROPERTY. Except as otherwise provided in this
Agreement, Lessee will be responsible for any damage to Lessor real property or damage
or loss of Lessor personal property when such property is the responsibility of or in the
custody of Lessee or its employees to the extent that such damage is caused by gross
negligence of Lessee or its employees.
S.18 WARRANTY OF RIGHTS. Each party warrants it has title to, or the right to allow the
other to use the materials and services being provided to the other and that the party
40
receiving materials or services may use same without suit, trouble or hindrance from
providing party or third parties.
S.19 PROPRIETARY RIGHTS INDEMNIFICATION. Without limiting the foregoing,
each party (the "Indemnifying Party") will without limitation, at its expense defend the
other party (the "Indemnified Party") against all claims asserted by any person that
anything provided by Indemnifying Party infringes a patent, copyright, trade secret or
other intellectual property right and must, without limitation, pay the costs, damages and
attorneys' fees awarded against the Indemnified Party in any such action, or pay any
settlement of such action or claim. Each party agrees to notify the other promptly of any
matters to which this provision may apply and to cooperate with each other in connection
with such defense or settlement. If a preliminary or final judgment is obtained against the
Indemnified Party's use or operation of the items provided by Indemnifying Party
hereunder or any part thereof by reason of any alleged infringement, Indemnifying Party
will, at its expense and without limitation, either: (a) modify the item so that it becomes
non -infringing; (b) procure for the Indemnified Party the right to continue to use the item;
(c) substitute for the infringing item other item(s) having at least equivalent capability; or
(d) refund to the Indemnified Party an amount equal to the price paid, less reasonable
usage, from the time of installation acceptance through cessation of use, which amount
will be calculated on a useful life not less than five (5) years, plus any additional costs the
Indemnified Party may incur to acquire substitute supplies or services.
S.20 FORCE MAJEURE. Failure by either party to perform its duties and obligations will be
excused by unforeseeable circumstances beyond its reasonable control, including acts of
nature, acts of the public enemy, hostilities (whether declared or not), invasion, riots, civil
unrest, embargos or blockades, national or regional emergency, strikes, labor stoppages
or slowdowns or other industrial disturbances, telecommunication breakdowns, power
outages or shortages, inability or delay in obtaining supplies of adequate or suitable
materials, fire, explosion, other catastrophe or disaster, including epidemics, legislation,
and governmental regulation. The party whose performance is so affected will within five
(5) calendar days of the unforeseeable circumstance notify the other party of all pertinent
facts and identify the force majeure event. The party whose performance is so affected
must also take all reasonable steps, promptly and diligently, to prevent such causes if it is
feasible to do so, or to minimize or eliminate the effect thereof. The delivery or
performance date will be extended for a period equal to the time lost by reason of delay,
plus such additional time as may be reasonably necessary to overcome the effect of the
delay, provided however, under no circumstances will delays caused by a force majeure
extend beyond one hundred and twenty (120) calendar days from the scheduled delivery
or completion date of a task unless agreed upon by the parties.
S.21 GOVERNING LAW, VENUE. This Agreement is governed by the laws of the State of
Florida. The exclusive venue selected for any proceeding or suit in law or equity arising
from or incident to this Agreement will be Pinellas County, Florida.
S.22 INTEGRATION CLAUSE. The Agreement, including all attachments and exhibits
hereto, supersede all prior oral or written agreements, if any, between the parties and
41
constitutes the entire agreement between the parties with respect to the work to be
performed.
S.23 PROVISIONS REQUIRED BY LAW. Any provision required by law to be in this
Agreement is a part of this Agreement as if fully stated in it.
S.24 SURVIVING PROVISIONS. Notwithstanding any completion, termination, or other
expiration of this Agreement, all provisions which, by the terms of reasonable
interpretation thereof, set forth rights and obligations that extend beyond completion,
termination, or other expiration of this Agreement, will survive and remain in full force
and effect. Except as specifically provided in this Agreement, completion, termination, or
other expiration of this Agreement will not release any party from any liability or
obligation arising prior to the date of termination.
42
Exhibit "C"
Master Plan for Clearwater Airpark
Please see attached.
43
Final
Airpark Layout Plan
February 2020
Drawing Set and Narrative Report
for the Clearwater Airpark
Prepared for:
City of Clearwater
Marine and Aviation Department
25 Causeway Blvd.
Clearwater, FL 33676
727.462.6954
Prepared by:
AECOM ❖ 7650 W. Courtney Campbell Causeway ❖ Tampa, FL 33607-1462
1
TABLE OF CONTENTS
Section Page
1.0 AVIATION ACTIVITY FORECASTS 1-1
1.1 Introduction 1-1
1.2 Overview 1-1
1.3 Aircraft Operations Forecast 1-1
1.3.1 Itinerant & Local Operations Forecast 1-3
1.3.1.1 Air Charter / Air Taxi Operations 1-4
1.3.1.2 General Aviation Operations 1-4
1.3.1.3 Military Operations 1-4
1.3.1.4 Instrument Operations 1-4
1.4 Based Aircraft Forecast 1-5
1.4.1 Aircraft Fleet Mix 1-6
1.5 Critical Aircraft 1-8
1.6 Operational Peaks 1-8
1.7 Forecast Comparison to FAA TAF 1-9
2.0 AIRPARK DEMAND / CAPACITY ANALYSIS AND IDENTIFICATION OF
FACILITY DEVELOPMENT NEEDS 2-1
2.1 Introduction 2-1
2.2 Critical Aircraft 2-2
2.3 Airside Facilities 2-3
2.3.1 Runway System 2-3
2.3.2 Number of Runways 2-4
2.3.3 Runway Length Requirements 2-4
2.3.4 Runway Geometry and Safety 2-4
2.4 Taxiway System 2-6
2.4.1 Taxiway Design 2-7
2.4.2 Taxiway Configurations 2-9
2.4.3 Pavement Condition 2-9
2.4.4 Navigational Aids 2-10
2.5 General Aviation Facilities 2-11
2.5.1 Aircraft Parking & Storage 2-11
2.5.1.1 Aircraft Hangars 2-11
2.5.1.2 Aircraft Parking Apron 2-12
2.5.2 Terminal 2-13
2.5.3 Vehicle Parking 2-13
2.6 Support Facilities 2-14
2.6.1 Airport Maintenance 2-14
2.6.2 Fuel Storage 2-14
2.7 Land Use 2-15
2.8 Summary of Recommendations 2-16
3.0 ALTERNATIVES ANALYSIS 3-1
3.1 Introduction 3-1
3.2 Evaluation Criteria 3-2
3.3 Development Constraints 3-2
3.3.1 Infrastructure Constraints 3-3
3.3.2 Environmental Constraints 3-3
3.3.3 Operational Constraints 3-3
City of Clearwater ii
ClearwaterAirpark Layout Plan
3.4 Development Alternatives 3-4
3.4.1 T Hangars 3-6
3.4.1.1 Alternative 1 3-6
3.4.1.2 Alternative 2 3-7
3.4.1.3 T Hangar Alternatives Evaluation 3-8
3.4.2 Conventional Hangars 3-9
3.4.2.1 Alternative 1 3-9
3.4.2.2 Alternative 2 3-9
3.4.2.3 Alternative 3 3-9
3.4.2.4 Conventional Hangar Alternatives Evaluation 3-10
3.4.3 Terminal 3-11
3.4.3.1 Alternative 1 3-12
3.4.3.2 Alternative 2A 3-13
3.4.3.3 Alternative 2B 3-14
3.4.3.5 Terminal Alternatives Evaluation 3-15
3.4.4 Navigational Aids 3-15
3.4.5 Recommended Development Plan 3-17
3.4.6 Land Use 3-18
4.0 FACILITIES IMPLEMENTATION PLAN 4-1
4.1 Introduction 41
4.2 Project List and Descriptions 4-1
4.2.1 Airfield Projects 4-1
4.2.1.1 Relocate Taxiway A6 4-1
4.2.1.2 Construct Blast Pads 4-1
4.2.1.3 Property Acquisition at Runway 34 End 4-1
4.2.1.4 Avigation Easement for Parcels within Runway 34 RPZs 4-2
4.2.1.5 Avigation Easement for Parcels within Runway 16 RPZs 4-2
4.2.2 Terminal Projects 4-2
4.2.2.1 Construct New Terminal 4-2
4.2.2.2 Expand Vehicle Parking Lot 4-2
4.2.3 General Aviation Projects 4-2
4.2.3.1 Replace Shade Hangars with T Hangars 4-2
4.2.3.2 Expand Transient Aircraft Parking Area 4-3
4.2.3.3 Reconstruct Transient Aircraft Parking Area 4-3
4.2.3.4 Construct New Conventional Hangar and Apron 4-3
4.2.3.5 Rehabilitate Existing Tampa Bay Aviation Hangar Apron 4-3
4.2.3.6 Rehabilitate Existing Taxilanes (Row K and Transient access)4-3
4.2.3.7 Construct New T Hangar on Existing Row J Parking 4-3
4.2.3.8 Rehabilitate Row J and Row I Taxilanes 4-3
4.2.3.9 Reconstruct Existing Bender Aviation Apron 4-4
4.2.3.10 Rehabilitate Existing T -Hangar Taxilanes 4-4
4.2.3.11 Reconfigure Aircraft Parking Area 4-4
4.2.3.12 Construct New Conventional Hangar, Access Taxiway, and
Apron 4-4
4.2.3.13 Construct New T Hangar and Taxilanes 4-4
4.2.4 Support Projects 4-4
4.2.4.1 Install Rotating Beacon 4-4
4.2.4.2 Construct Maintenance Shed 4-4
4.2.4.3 Security Upgrades 4-5
4.2.4.4 Airfield Lighting Update 4-5
4.3 Project Cost Estimates 4-5
4.4 Project Phasing 4-6
City of Clearwater iii
ClearwaterAirpark Layout Plan
4.4.1 Short -Term Projects 48
4.4.2 Intermediate -Term Projects 4-9
4.4.3 Long -Term Projects 4-10
5.0 CAPITAL IMPROVEMENT PHASING PLAN 5-1
5.1 Introduction 5-1
5.2 Airport Development Plan 5-1
5.3 Funding Sources 5-3
5.3.1 State Funding Program 5-3
5.3.2 Local Funding 5-4
5.4 Pavement Maintenance Plan 5-6
5.5 Financial Plan Recommendations 5-6
5.5.1 Airport Revenue Opportunities 5-6
5.6 Airport Development Recommendations 5.7
5.7 Continuous Planning Process 5.7
5.8 Conclusion 5-8
List of Figures
Figure 1.1 Aircraft Operations Forecasts 1-3
Figure 1.2 Based Aircraft Forecasts 1-6
Figure 1.3 Based Aircraft Fleet Mix Forecast 1-7
Figure 2.1 FAA Taxiway Design Groups 2-3
Figure 2.2 Existing Aircraft Parking Areas 2-8
Figure 2.3 Non -Standard Taxiway Configurations 2-9
Figure 2.4 FDOT 2015 Pavement Condition Report 2-9
Figure 3.1 Development Constraints 3-3
Figure 3.2 Existing Hardstand Parking Areas 3-4
Figure 3.3 Standard Recommended Improvements 3-5
Figure 3.4 T Hangars - Alternative 1 3-6
Figure 3.5 T Hangars - Alternative 2 3-7
Figure 3.6 Conventional Hangar Alternative Locations 3-9
Figure 3.7 Terminal Area 3-11
Figure 3.8 Terminal Expansion -Alternative 1 3-12
Figure 3.9 Terminal Expansion - Alternative 2A 3-13
Figure 3.10 Terminal Expansion - Alternative 2B 3-14
Figure 3.11 Typical Beacon Towers 3-16
Figure 3.12 Recommended Development Plan 3-17
Figure 3.13 Existing On -Airport Land Uses 3-18
Figure 3.14 Potential Future On -Airport Land Uses 3-19
Figure 4.1 Preliminary Phasing Schedule for CIP Projects 4-7
Figure 4.2 Short -Term Project Locations 4-8
Figure 4.3 Intermediate -Term Project Locations 4-9
Figure 4.4 Long -Term Project Locations 4-10
List of Tables
Table 1.1 Aircraft Operations Forecast for Clearwater Airpark 1-2
Table 1.2 FAA Terminal Area Forecast Aircraft Operations by Category and Type 1-4
Table 1.3 Itinerant vs. Local Aircraft Operations 1-4
City of Clearwater iv
Clearwater Airpark Layout Plan
Table 1.4 Based Aircraft Forecast 1-5
Table 1.5 Aircraft Fleet Mix Forecast 1-7
Table 1.6 Operational Peaks 1-9
Table 1.7 Summary of Aviation Activity Forecasts 1-10
Table 1.8 Comparison of Derived and FAA TAF Forecast 1-11
Table 2.1 Runway Design Code Classifications 2-2
Table 2.2 Wind Coverage 2-4
Table 2.3 Existing Runway Design 2-6
Table 2.4 FAA Taxiway Standards 2-7
Table 2.5 Aircraft Parking and Hangar Storage Requirements 2-11
Table 2.6 GA Terminal Building Size Recommendation 2-13
Table 2.7 GA Terminal Vehicle Parking Space Recommendations 2-13
Table 2.8 Fuel Storage Capacity Recommendations 2-15
Table 3.1 T Hangar Alternatives Evaluation 3-8
Table 3.2 Conventional Hangar Alternatives Evaluation 3-10
Table 3.3 Terminal Alternatives Evaluation 3-15
Table 4.1 Short -Term Projects and Estimated Costs 48
Table 4.2 Intermediate -Term Projects and Estimated Costs 4-9
Table 4.3 Long -Term Projects and Estimated Costs 4-10
Table 5.1 Financial Development Plan Over 20 Years 5-2
Table 5.2 Pavement Maintenance Schedule 5-6
City of Clearwater v
ClearwaterAirpark Layout Plan
Section 1.0
A VIATIONACTIVITY FORECASTS
1.1 Introduction
The City of Clearwater ("City") is updating the Airport Layout Plan (ALP) and Capital Improvement
Program (CIP) for the Clearwater Airpark (CLW or Airpark) based on existing and anticipated
demand. The Airpark has experienced increasing demand for use of their facilities over the past
few years and has identified an immediate need for additional and/or improved facilities, including
aircraft storage and terminal facilities. Accordingly, a new forecast of aviation activity levels was
developed to serve as the basis for identifying the facilities required in the near-term (0-5 years),
intermediate-term (6-10 years), and long-term (11-20 year) planning periods.
1.2 Overview
Accurate historical data regarding the number of operations conducted at CLW is not available.
However, CLW has determined that the forecasts developed by the Florida Department of
Transportation (FDOT) provide a reasonable outlook of aviation activity at the Airpark. The
existing FDOT forecasts were developed in 2015 for the planning period from 2016-2035 as part
of the Continuing Florida Aviation System Planning Process (CFASPP). Since the 20 -year
forecast planning period for this ALP Update is 2018-2038, forecasts for the 3 years between
2036-2038 were projected based on the FDOT's Average Annual Growth Rate (AAGR) of 1.00%
for aircraft operations and 0.51% for based aircraft.
The FDOT's forecast provided the basis for additional aviation activity forecasts developed for
CLW, including:
• Itinerant versus local operations;
• Instrument operations;
• Fleet mix (aircraft type); and
• Operational Peaks.
All forecasts have a degree of error from the actual activity levels that occur after their publication.
Therefore, the forecasts presented in this section should be reviewed with that fact in mind.
1.3 Aircraft Operations Forecast
The FDOT forecast of aircraft operations, including projections for 2036-2038 developed for this
ALP Update, are summarized in Table 1.1. The Federal Aviation Administration (FAA) January
2018 Terminal Area Forecast (TAF) for CLW is also provided for reference. However, the FAA
TAF does not include any growth in aircraft operations and therefore, was not used for the
purposes of these forecasts.
City of Clearwater 1-1
Clearwater Airpark Layout Plan
Table 1.1 Aircraft Operations Forecast for Clearwater Airpark
2014
istoricaly� r FAA TAF
50,590
50,590
2015
51,096
50,590
2016
51,607
50,590
2017
52,123
50,590
2018
50,590 52,644
2019
50,590
53,171
2020
50,590 53,702
2021
50,590 54,239
2022
50,590
54,782
2023
50,590
55,330.
2024
50,590
55,883
2025
50,590
56,442
2026
50,590
57,006
2027
50,590
57,576
8
50,590
18,152
2029
50,590
58,733
2030
50,590
59,321
2031
50,590
59,914
2032
50,590
60,513
2033
50,590
61,118
2034
50,590
61,729
2035
50,590
62,346
2036
50,590
62,970
2037
50,590
63,599
2038
50,590
64,235
Average Annual Growth Rate
Short-term (2018-2023)
0.00% 1.20%
Intermediate-term (2024-2028)
0.00% 1.00%
Long -Term (2029-2038)
0.00% 1.00%
Change (2018-2038)
0.00% 23.24%
Source: FDOT (2015); FAA TAF (2018)
1 forecasts for years 2036-2038 projected based on FDOT 20 -year AAGR for period 2016-2035
City of Clearwater
Clearwater Airpark Layout Plan
1-2
Aircraft Operations
70,000
65,000
60,000 .
55,000 -_
50,000
45,000
40,000
35,000
30,000
0 I 0 W • _w • _I �►.
4)` O� p°�p `�`h 0 � tipRh 0p•p0, pi,y prle pile le 'V pins-
ti ti ti ti ti ti ti ti ti ti ti ti tiptiptiptiptiptipptiptiptiptip
+Historical
Figure 1.1 Aircraft Operations Forecasts
Source: FDOT (2015); FAA TAF (2018)
-0-FAA TAF -*-FDOT
1.3.1 Itinerant & Local Operations Forecast
Aircraft operations are defined as the number of arrivals and departures from the airport, including
touch and go's. These operations are categorized as either local or itinerant.
• Local operations are those performed by aircraft that are based at the airport and that operate
in the local traffic pattern or within sight of the airport
• Itinerant operations are operations performed by an aircraft that lands at an airport, arriving
from outside the airport area, or departs an airport and leaves the airport area or local
airspace.
Aircraft operations are also further classified by the type of user such as Air Carrier, Air Charter/Air
Taxi, GA, and Military. The FDOT FASP provides an overall forecast of aircraft operations but
does not separate the category of operations or the user. Therefore, for the purposes of this
analysis, the percentages used in the FAA TAF and summarized in Table 1.2 were used.
Table 1.3 summarizes the forecast of local and itinerant aircraft operations in 2018 and at the end
of each planning period.
City of Clearwater 1-3
ClearwaterAirpark Layout Plan
Table 1.2 FAA Terminal Area Forecast Aircraft Operations by Category and Type
0.0%
.06%
9.96%
.05%
10.07%
89.93%
0.0%
89.93%
Source: FAA TAF (2018)
Table 1.3 Itinerant vs. Local Aircraft Operations
2018
0
31
5,245
25
5,301
47,343
0 47,343 52,644
2023
0
33 5,512 25 5,570
49,760
0 49,760 55,330
2028 0 34 5,794 25 5,853 52,299 0 52,299 58,152
2033 0 36 6,089 25 6,151 54,967 0 54,967 61,118
2038 0 38 6,400 25 6,463 57,772 0 57,772 64,235
Source: FDOT (2015); FAA TAF (2018)
1.3.1.1 Air Charter / Air Taxi Operations
Air taxi activity includes operations regulated by the FAA under Federal Aviation Regulations
(FAR) Part 135 such as on -demand passenger service (charter and fractional), small parcel
transport (cargo), and air ambulance activity. Air taxi activity at CLW currently includes occasional
charter and air ambulance flights.
1.3.1.2 General Aviation Operations
General Aviation (GA) is the term used to describe a diverse range of aviation activities including
all segments of the aviation industry, except for commercial air carriers and military. GA includes
common activities such as pilot training, recreational flying, agricultural applications, medical
support, and other business and corporate uses. General aviation aircraft can range from small
glider and single engine aircraft to large turboprop and jet powered aircraft. In fact, some larger
commercial airline aircraft models such as the Boeing 737, known as the Boeing Business Jet
(BBJ), have been converted for general aviation uses. GA is the primary type of activity at CLW,
accounting for approximately 99 percent of all activity, including flight training activities offered by
Tampa Bay Aviation.
1.3.1.3 Military Operations
Military operations at CLW are relatively limited, consisting primarily of Florida National Guard
helicopters and smaller fixed wing aircraft. This activity is typically in support of emergency
response operations.
1.3.1.4 Instrument Operations
Instrument operations to and from CLW are handled through FAA approach/departure control
facilities at Tampa International Airport, which controls the overlying Class B airspace. There are
currently no published instrument approach or departure procedures for CLW. Therefore, at this
time, there is not enough data available to make an inference about the level of instrument activity
at CLW.
City of Clearwater 1-4
Clearwater Airpark Layout Plan
1.4 Based Aircraft Forecast
The FDOT forecast of based aircraft, including projections for 2036-2038 developed for this ALP
Update, are summarized in Table 1.4 and illustrated in Figure 1.2. The FAA January 2018 TAF
for CLW is also provided for reference. Unlike the FAA TAF for aircraft operations, the FAA based
aircraft forecast includes future growth at higherAAGRs than the FDOT forecasts. However, the
number of based aircraft indicated for 2017 is nearly half the amount of existing based aircraft
confirmed by the City.
Table 1.4 Based Aircraft Forecast
2017
2018
2019
139
79
143
80
144
2020
81
144
2021
81
145
2022
82 146
2023
82
2024
83
147
2025
84
148
2026
85
149
2027
86
149
2028
87 ! 150
2029
88
151
2030
89
152
2031
90
152
2032
91
153
33
9
2034
93
155
2035
94
155
2036
95
156
2037
96
157
2038`'
97
1571
ve
as
Short-term (2018-2023)
0.76%
0.99%
Intermediate-term (2024-2028)
1.21%
0.54%
Long -Term (2029-2038)
1.11%
0.48%
Change (2018-2038)
23.08%
13.23%
Source: FDOT (2015); FAA TAF (2018)
forecasts for years 2036-2038 projected based on FDOT 20-yearAAGR for period 2016-2035
City of Clearwater
ClearwaterAirpark Layout Plan
1-5
u -FM TAF -g-FDOT
Figure 1.2 Based Aircraft Forecasts
Sources: FDOT (2015); FAA TAF (2018)
1.4.1 Aircraft Fleet Mix
A key part of the forecasting effort is to identify how the current mix of aircraft types and missions
will evolve over the 20 -year planning period. This information will be used to identify
recommended modifications to the airfield and airport facilities.
Aircraft are typically grouped into one of several classifications including single-engine, multi -
engine, and rotary (helicopter). Other aircraft types such as jets, sport, experimental, ultra -Tight,
etc. are not based at CLW and are not expected to in the future. The number of based aircraft in
each of these classifications impacts the number and size of the recommended aircraft storage
facilities and associated modifications to access taxiways/taxilanes.
The forecast fleet mix presented in Table 1.5 and Figure 1.3 are reflective of the FDOT based
aircraft forecasts as the actual number of based aircraft at CLW in the beginning of 2018 closely
matches the FDOT forecasts for that year. Percentages of each aircraft type are based on the
data obtained from the City of Clearwater for existing (2017) based aircraft at CLW.
City of Clearwater 1-6
ClearwaterAirpark Layout Plan
Table 1.5 Aircraft Fleet Mix Forecast
.e-Ta;slo.4-wf4%.-AvI icrcwa.
1.99a44,4,L91,PtE11019e.:144-','t14,11:191?-19 _ 0, Jet
, r, ,er:a, tt„e,X,,,,,,, # , i-rr-.,a..--.f.Ai.rcr.1a1Nf-,-'qY,.,,'
. ,
2017
119
85.6%
14
10.1%
0
0.0%
0
0%
6
4.3%
139
2018
123
86.1%
14
9.4%
0
0.0%
0
0%
6
4.4%
143
2023
125
85.5%
14
9.6%
0
0.0%
0
0%
7
5.0%
146
2028
127
84.7%
15
9.7%
0
0.0%
0
0%
8
5.6%
150
2033
129
84.0%
15
9.8%
0
0.0%
0
0%
10
6.2%
154
2038
131
83.1%
16
9.9%
0
0.0%
0
0%
11
7.0%
157
Source: AECOM Analysis, 2018
180
160
140
120
;54) 100
12
1.!
! IR 80
Ca 60
40
20
0
ri>
19 19 19 19 19 19 19 19 19 19 19 19 19 ce 19b 195 195 19b 19b 195 19rb
• Single -Engine Piston • Multi -engine Piston • Turboprop • Jet • Helicopter
Figure 1.3 Based Aircraft Fleet Mix Forecast
Source: FOOT (2015); AECOM Analysis (2018)
City of Clearwater
Clearwater Airpark Layout Plan
1-7
1.5 Critical Aircraft
Evaluating existing airfield facilities and planning for improvements requires the identification of a
Critical Aircraft. The Critical Aircraft relates airport design to the operational and physical
characteristics of the most demanding aircraft that utilize the airfield on a regular basis. It sets
dimensional requirements or key elements of an airport, such as the separation distance between
runways, taxiways, and aircraft parking areas as well as other safety related features. According
to FAA Advisory Circular (AC) 150/5000-17, Critical Aircraft and Regular Use Determination, an
aircraft or grouping of aircraft with similar characteristics must conduct a minimum of 500 annual
operations (local and itinerant) per year to be considered the Critical Aircraft.
As previously noted, historical operational data at CLW, including specific aircraft models, is
significantly limited. The 2000 CLW Master Plan cited the Piper Cheyenne as the Critical Aircraft.
Based on information provided by the City, it is recommended the Piper Cheyenne is maintained
as the Critical Aircraft. The Piper Cheyenne represents a grouping of aircraft with similar
characteristics operating at the Airport and most of the existing airfield facilities satisfy the
standards associated with this group of aircraft.
1.6 Operational Peaks
Activity at an airport is inconsistent on a monthly, daily, and hourly basis. Facility requirements
are often identified based on accommodating peak hour operations on the Average Day of the
Peak Month (ADPM). Peak hour operations are used to identify requirements for aircraft parking
positions for non -based aircraft, terminal/administration buildings, vehicular parking, and fuel
storage. The number of peak hour operations in each forecast year was determined based on
the following:
• Peak Month Operations —Standard forecasting practices often assume a 10% increase over
the average monthly operations throughout the course of a year. However, due to seasonal
weather variations, tourism, and the high percentage of recreational activity there are larger
differences between summer activity levels at CLW. As such, the peak month was calculated
at 25% above the monthly average.
• Average Day Peak Month Operations — Determined by the average number of daily
operations during the peak month (30 days).
• Peak Hour Operations —Peak hour operations generally equate to between 12% and 20%
of the ADPM operations. For the purpose of these forecasts, a peak hour of 15% of ADPM
was used.
Peak activity projections are summarized in Table 1.6.
City of Clearwater 1-8
ClearwaterAirpark Layout Plan
Table 1.6
Operational Peaks
2017
52,123
verage Month Average Day Pea Peale ou
Opeta tions GP Month.O,perations Operations
5,429
181
27
2018
52,644
5,484
183
27
2023
55,330
5,764
192
29
2028 58,152 6,058 202
30
2033 61,118 6,366 212 32
2038 64,235 6,691 223 33
Source: AECOM (2018)
1.7 Forecast Comparison to FAA TAF
A comparison of the proposed forecasts to the FAA TAF is required by the FAA, particularly if FAA
funding will be requested for any capital improvement project. The FAA TAF helps determine
whether an airport satisfies funding eligibility requirements and to determine the relative priority
of public funding available for capital improvements. Per FAA guidance, local forecasts that
exceed 100,000 annual operations and/or 100 based aircraft are considered consistent with the
TAF if they differ by Tess than 10% in the 5 -year forecast period and 15% in the 10 -year forecast
period. According to FAA policy, differences must be resolved if the forecast is to be used in FAA
decision-making and may involve revisions to the CLW submitted forecasts, adjustments to the
TAF, or both.
A summary of the CLW forecasts presented in this report and a comparison to the 2018 FAA TAF
are summarized in Table 1.6 and Table 1.7 respectively.
Forecast annual operations do not exceed 100,000 operations and do not require any further FAA
review.
The adopted FDOT forecasts of based aircraft for CLW significantly differ from the FAA's based
aircraft forecast, predominantly the result of the FAA forecast starting at nearly half the amount of
based aircraft reported by the City in 2017. However, the FAA TAF is based on a 20 -year AAGR
that is nearly twice the FDOT forecasts (approximately 1.0% to 0.50% respectively).
City of Clearwater 1-9
ClearwaterAirpark Layout Plan
Table 1.7 Summary of Aviation Activity Forecasts
Base Yr. Forecast Level of Aviation Activity Average Annual Compound Growth
,2017 2018 2023 2028 2033 2038 2018 2023 2028 2033 2038
A. FORECAST LEVELS AND GROWTH RATES
Air Carrier 0 0 0 0 0 0 0.00% 0.00% 0.00% 0i00Y6 0.00%
Commuter 0 0 0 0 0 0 0.00% 0.00% 0.00% 0.00% 0.00%
Total
OPERATION
0
0 0 0 0 0 0.00% 0.00% 0.00% 0.00% 0.00%
Itinerant
Air 0 0 0 0 0 0 0.00Y6 0.0096 0.00Y6 0.00Y6 0.00%
Air Taxi 31 31 33 34 36 38 1.0096 1.0096 1.00% 1.00Y6 1.0096
Total 31 31 33 34 36 38 1.00% 1.00% 1.00% 1.00% 1.00%
General 5,193 5,245 5,512 5,794 6,089 6.400 1.0096 1.0096 1.0096 1.00% 1.00%
Military 25 25 25 25 25 25 0.0096 0.00Y6 0.0096 0.00Y6 0.00%
Local
General 46.874 47,34 49,76 52,29 54,96 57,77 1.00Y6 1.0096 1.00Y6 1.00% 1.00Y6
Military 0 0 0 0 0 0 0.00Y6 0.00Y6 0.00Y6 0.00% 0.00%
Total 52,123 52,64 55,33 58,15 61,11 64,23 1.00% 1.00% 1.00% 1.00% 1.00%
Instrument 0 0 0 0 0 0 0.0096 0.00Y6 0.00Y6 0.00Y6 0.0096
Peak Hour 27 27 29 30 32 33 1.00% 1.00Y6 1.00Y6 1.00Y6 1.00Y6
Cargo/Mail 0 0 0 0 0 0 0.0096 0.0096 0.0096 0.0096 0.0096
BASED AIRCRAFT
Single- 119 121 124 125 128 130 2.0196 0.40Y6 0.24Y6 0.36Y6 0.36%
Multi- 14 14 15 15 16 17 2.43% 0.81% 0.65% 0.76% 0.78%
Turboprop 0 0 0 0 0 0
Rotorcraft 6 6 7 8 9 11 4.5096 2.85% 2.69% 2.80Y6 2.82%
Jets
U 0 0 0 0 0
Others
U 0 0 0 0 0
Total Based
139 142 146 149 153 157
2.16% 0.56% 0.41% 0.53% 0.57%
1.4
AVERAGE AIRCRAFT SIZE (SEATS)
Air Carrier -
Commuter
AVERAGE ENPLANING LOAD FACTOR
Air Carrier
Commuter
GA
375 371 379 390 399 408 -1.13% 0.44% 0.59% 0.47% 0.43%
Source: AECOM (2018)
City of Clearwater
Clearwater Airpark Layout Plan
1'10
Table 1.8 Comparison of Derived and FAA TAF Forecast
CLW Forecast FAA TAF
TOTAL OPERATIONS
Difference (%)
2018 52,644
50,590 4.1%
2023 55,330 50,590 9.4%
2028 58,152
50,590 14.9%
2033 61,118 50,590 20.8%
2038 64,235 50,590 27.0%
BASED AIRCRAFT
2018 142 79 81.0%
2023 146 82 78.0%
2028 149 87 72.4%
2033 153 92 67.4%
2038 157 97 61.9%
Source: AECOM (2018)
Note: FAA TAF data is on a U.S. Government FY basis (October through September)
City of Clearwater 1-11
ClearwaterAirpark Layout Plan
Section 2.0
AIRPARK DEMAND / CAPACITY
ANALYSIS AND IDENTIFICATION OF
FACILITY DE VEL OPMENT NEEDS
2.1 Introduction
The City of Clearwater ("City") is updating the Airport Layout Plan (ALP) and Capital Improvement
Program (CIP) for the Clearwater Airpark (CLW or Airpark) based on existing and anticipated
demand. The Airpark has experienced increasing demand for use of their facilities over the past
few years and has identified an immediate need for additional and/or improved facilities, including
aircraft storage and terminal facilities. The purpose of this report is to identify the facilities
recommended to accommodate the anticipated demand in the near-term (0-5 years),
intermediate-term (6-10 years), and Tong -term (11-20 year) planning periods.
Facility requirements are calculated based on the aviation activity forecasts previously submitted
and visual observations, as well as consultation with Airport staff. The capacities of specific airport
facilities, such as the airfield, terminal facilities, aircraft parking areas, support facilities, and
automobile parking are evaluated to determine if they are capable of accommodating forecast
levels of demand without incurring unacceptable decreases in service levels. Wherever
deficiencies are identified, the number and size of facilities needed to address capacity shortfalls
are determined.
Based on the analyses summarized in subsequent sections, the following facility improvements
are recommended:
• Obtain control of unowned parcels with the Approach Runway Protection Zone (APRZ) and
Departure Runway Protection Zone (DPRZ) to the extent practical
• Mitigate non-standard taxiway geometries
• Rehabilitate pavement per the Florida Department of Transportation (FDOT) pavement
management report
• Maximize operational safety of aircraft parking areas through aircraft wingspan restrictions on
taxilanes or relocation/reconfiguration of parking positions
• 5 additional transient parking positions immediately and another 3 by the end of the planning
horizon for a total of 15 in 2038
• 15 additional T Hangar units
• 2 additional conventional hangars
• Expand the terminal building to roughly 12,500 Square Feet (SF)
• Increase the number of vehicle parking spaces from 25 to 104
• Provide a new secured maintenance shed for storage of the recently purchased tractor
• Reserve the 75 -acre site currently occupied by The Landings Golf Club for aeronautical / non -
aeronautical purposes
City of Clearwater 2-1
Clearwater Airpark Layout Plan
2.2 Critical Aircraft
Evaluating existing airfield facilities and planning for improvements requires the identification of a
Critical Aircraft. The Critical Aircraft relates airport design to the operational and physical
characteristics of the most demanding aircraft that utilize the airfield on a regular basis. It sets
dimensional requirements or key elements of an airport, such as the separation distance between
runways, taxiways, and aircraft parking areas as well as other safety related features. According
to FAA Advisory Circular (AC) 150/5000-17, Critical Aircraft and Regular Use Determination, an
aircraft or grouping of aircraft with similar characteristics must conduct a minimum of 500 annual
operations (local and itinerant) per year to be considered the Critical Aircraft.
The determination of a future Critical Aircraft is based on an FAA approval of the forecasts. The
forecast, as submitted to the FAA, must include a projection of the number of annual operations
by the future Critical Aircraft for the planning horizon.
The FAA defines two primary parameters for planning airfield facilities: Runway Design Code
(RDC) and Taxiway Design Group (TDG). The RDC identifies standards for the design of runway
pavement and safety areas while the TDG defines specifications for design of taxiway pavement.
The RDC is composed of the Aircraft Approach Category (AAC), Aircraft Design Group (ADG),
and runway visibility minimums (defined by runway visual range values). The AAC (defined by a
letter) relates to aircraft approach speed while ADG (defined by a numeral) relates to aircraft
wingspan and tail height. Table 2.1 depicts the criteria used to determine the RDC.
Table 2.1 Runway Design Code Classifications
-It Category Approach Speed (knots) Typical Aircraft Size
A*
<91
Small single-engine
Example Aircraft
Pilatus PC -12
B*
C
D
E
91-120
121-140
Small multi -engine
Short medium -range
Beech 200 Super King Air
A318
141-165
>_ 166
Long Range
Military
B737-800; B747-8
Military
Group4'1~ Wingspan(feet) a Tail Height (feet) Typical Aircraft Size Example Aircraft
< 20 Single & multi -engine King Air 100
II 49 < 79 20 < 30 Commuter Aircraft Beech 200 Super King Air;
Pilatus PC -12
< 49
III
IV
V
VI
79 < 118
30<45
Narrowbody
B737
118<171
171 < 214
45<60
60 < 66
Widebody
Widebody
B757 / B767
B777
214<262
66 < 80
Jumbo Commercial
A380
Runway Visual Rage (feet)
Visibility Minimums
Flight Visibility Category((Statute Mile)
VIS
Visual Only
5000
4000
2400
1600
1200
Not lower than 1 mile
Lower than 1 mile but not lower than'/. mile
Lower than '/A mile but not lower than %2 mile
Lower than 1/2 mile but not lower than 1/4 mile
Lower than '/4 mile
Source: FAA AC 150/5300-13A (Change 1), Airport Design
* Aircraft with a maximum certificated takeoff weight of 12,500 pounds or less are classified as "small" aircraft
City of Clearwater
ClearwaterAirpark Layout Plan
2-2
Conversely, the TDG is a function of an aircraft's main landing gear width and as well as its
location relative to the cockpit. Figure 2.1 depicts the various TDGs per FAA guidelines.
TDG s
.
TDG-7
.:. . �.�
20
0
TOG -2
}-- TDG-1B _
0
10 20 30
MAIN GEAR WIDTH (FEET)
Figure 2.1 FAA Taxiway Design Groups
Source: FAA Advisory Circular 150/5300-13A, Airport Design (Change 1)
40
50
On occasion, the Critical Aircraft for runways and safety areas may be different than the Critical
Aircraft for taxiways due to differences in aircraft wingspans, tail heights, and location of the main -
gear. For example, the Cessna Citation Mustang jet is an ADG I and TDG 2 aircraft while the
Cessna Citation X is an ADG II and TDG 1B aircraft. In this instance, the Citation X would be the
Critical Aircraft for runways and safety areas (including taxiways) but the Citation Mustang would
be the Critical Aircraft for taxiway design (taxiway width, shoulder width, and fillet design).
As previously noted, historical operational data at CLW, including specific aircraft models, is
significantly limited. The 2000 CLW MPU cited the Piper Cheyenne (B -I-2) as the existing Critical
Aircraft and the Cessna Citation Jet CJ2 (B -II -2) as the future Critical Aircraft. For the purposes
of this ALP Update. it is recommended the Piper Cheyenne be utilized as the Critical Aircraft.
2.3 Airside Facilities
The primary airside facilities (runways, taxiways, and navigational aids) each have a crucial role
in the operational capacity, safety, and efficiency of the Airport.
2.3.1 Runway System
The runways are the fundamental component supporting air transportation at any airport. The
runway system is a combination of the structural pavement used for takeoffs and landings,
shoulders, blast pads, safety areas, protection zones, and obstruction identification surfaces. The
following evaluates the existing runway system and future requirements for each component.
City of Clearwater 2-3
Clearwater Airpark Layout Plan
2.3.2 Number of Runways
The required number of runways at an airport is based on the annual and hourly demand of the
airfield as well as the prevailing wind conditions.
The 2000 Master Plan calculated the annual capacity of the airfield, based on FAA guidance, at
roughly 157,000 operations and the hourly capacity during visual meteorological conditions (VMC)
at 71 operations. Therefore, the existing airfield provides sufficient capacity for the forecast
number of operations.
The FAA also recommends the orientation of runways provides at least 95% wind coverage for
the aircraft forecast to use the Airport on a regular basis. Wind data was obtained from the
National Centers for Environmental Information (NCEI) for the 10 -year period 2008-2017 at
station 722110 (Tampa International Airport). Wind data from stations closer to CLW was either
unavailable or incomplete for use in this analysis.
The percentage of wind coverage is based on the maximum allowable crosswind component for
the aircraft that utilize the Airport on a regular basis. The maximum allowable crosswind
component is 10.5 knots for A -I and B -I aircraft and 13 knots for A -II and B-11 aircraft. Table 2.2
summarizes the wind coverage at CLW under all-weather conditions (119,749 observations),
VMC (94,845 observations), and Instrument Meteorological Conditions (6,845 observations).
Runway 16-34 provides at least 95% wind coverage in all conditions and crosswind components
except in IMC and a 10.5 knot crosswind. Since IMC operations at CLW are minimal, a crosswind
runway is not recommended at CLW to accommodate operations by A -I and B -I aircraft in these
conditions.
Table 2.2 Wind Coverage
0—,14
of
All -Weather
95.90%
97.98%
VMC
96.03%
98.10%
IMC
92.91%
95.73%
Source: NCEI; AECOM Analysis
2.3.3 Runway Length Requirements
The operating length of a runway is its most important functional element. The length of the
primary runway should support the most demanding aircraft operating at a takeoff weight required
to reach its destination, otherwise known as the stage length. The required runway length is
determined based on the guidelines provided in FAA AC 150/5325-4B, Runway Length
Requirements forAirport Design.
Since most, if not all, of the aircraft regularly operating at CLW have a MTOW less than 12,500
pounds, the runway length requirement for CLW is approximately 3,200 feet, per Paragraph 205
and Figure 2-1 in FAA AC 150/5325-4B, Runway Length Requirements forAirport Design. At a
length of 4,108 -feet, existing Runway 16-34 is sufficient to accommodate the aircraft operating at
CLW.
2.3.4 Runway Geometry and Safety
The geometry of an airfield is subject to the FAA airport design standards which provide for safe
operations and consistency among the nation's airports. Runway 16-34 only provides a visual
City of Clearwater 2-4
Clearwater Airpark Layout Plan
approach to each end. Accordingly, Table 2.3 compares the FAA standards for B -I runway with a
visual approach (B -I -VIS) against existing conditions.
Although the existing runway does not have paved shoulders or blast pads, they are not required.
However, the FAA recommends turf, aggregate -turf, soil cement, lime or bituminous stabilized soil
adjacent to paved surfaces accommodating ADG-I and II aircraft such as Runway 16-34.
Runway end blast pads are also not required for jet blast erosion control but are recommended
to be included on the ALP in the event the City selects to provide them.
The Runway Protection Zone (RPZ) is a trapezoidal area at each runway end and/or threshold.
The main purpose of the RPZ is to protect people and property on the ground. The FAA
recommends airports gain control of the RPZs. While it is desirable to keep the entire RPZ clear
of all above -ground objects, RPZs should be maintained clear of all incompatible activities at a
minimum. Per the FAA, permissible land uses within RPZs include:
• Farming
• Irrigation channels
• Airport service roads
• Underground facilities
• Unstaffed NAVAIDS and facilities (only if fixed by function)
The FAA also recommends airports coordinate with the Airports District Office (ADO) to remove
or mitigate the risk of any existing incompatible land uses in the RPZ as practical, including public
roads.
The RPZ includes both an ARPZ and a DRPZ. The ARPZ is located 200 feet from the runway
threshold. The DRPZ begins 200 feet beyond the runway end, or the far end of the runway end.
The size of the ARPZ and DRPZ are the same for both runway ends. It is recommended the
Airport obtain control of parcels within the APRZs and DRPZs to the extent practical.
City of Clearwater 2-5
ClearwaterAirpark Layout Plan
Table 2.3 Existing Runway Design
Visibility Minimums
Visual
Visual
Runway Geometry
Runway Design Code (RDC)
B -I -VIS
B -I -VIS
Runway Length
3,200
4,108
Runway Width
60
75
Shoulder Width
10
Blast Pad Width
80
Blast Pad Length 60
Runway Separation
Holding Position 125
125
Parallel taxiway/taxilane centerline
150 150
Aircraft parking area 125
>_ 200
Runway Safety Area (RSA)1
Length beyond runway end 240
240
Length prior to threshold 240
240
Width
250
250
Runway Object Free Area (ROFA)1
Length beyond runway end
240
240
Length prior to threshold
240
240
Width
250
250
Runway Obstacle Free Zone (ROFZ)
Length beyond runway end
200
200
Width
250
250
Approach and Departure Runway Protection Zone (ARPZ and DRPZ)2
Length
1,000
1,000
Inner Width
250
250
Outer Width 450
450
Source: FAA AC 150/5300-13A (Change 1), Airport Design, Table 3-5
Notes:
The Runway 16 RSA and ROFA is partially outside the existing airport property on undeveloped land
2 The APRZ and DRPZ are not entirely within airport owned or controlled property
2.4 Taxiway System
The taxiway system of an airport provides for the safe and efficient movement of aircraft between
the runways, terminal area, and general aviation facilities. The following evaluates the taxiways
according to design standard and operational efficiency from a runway exit perspective.
City of Clearwater
ClearwaterAirpark Layout Plan
2-6
2.4.1 Taxiway Design
Taxiway design standards are based on the ADG and TDG of the aircraft using the taxiways. ADG
affects the protection areas, separation standards, and wingtip clearances. TDG determines the
width, taxiway edge safety margin (TESM), and shoulder width. A comprehensive review of the
existing TESM (main -gear horizontal clearance) available was not completed as part of this
analysis. However, proposed taxiway improvements, if any, will adhere to the FAA design
standards. The design requirements that apply to taxiways at CLW are summarized in Table 2.4.
The FAA standards can be adjusted for aircraft specific operational areas. For example, if an
aircraft parking area is restricted to aircraft with wingspans of 37 -feet or less (a large majority of
single-engine aircraft), the taxilane to fixed/movable object separation is 32.2 -feet which is equal
to 0.6 times the wingspan plus 10 -feet.
Table 2.4 FAA Taxiway Standards
Protection
Taxiway Safety Area
49'
Taxiway Object Free Area
89'
Taxilane Object Free Area
79'
Taxiway Separation
Parallel taxiway/taxilane centerline
70'
Fixed and/or Movable Object
44.5'
Taxilane Separation
Parallel taxilane centerline 64'
Fixed and/or Movable Object 39.5'
Wingtip Clearance
Taxiway 20'
Taxilane 15'
Item TDG 2
Pavement Design
Taxiway Width 35'
Taxiway Shoulder Width 15'
Taxiway Edge Safety Margin (TESM) 7.5'
Source: FAA AC 150/5300-13A (Change 1), Airport Design
Figure 2.2 illustrates the existing aircraft parking areas at CLW, including the ADG 1 taxilane
separation standards.
City of Clearwater 2-7
Clearwater Airpark Layout Plan
Bender
Aviation
Services
S
GVF Rg
Unused
Hardstand
(TYPical)
Figure 2.2 Existing Aircraft Parking Areas
'TBA: Tampa Bay Aviation
The following summarize the existing issues and recommended improvements:
• Two hardstand pads are within the ADG I Taxilane Object Free Area (TOFA) for the taxilane
accessing Bender Aviation Services; it is recommended these hardstands are not used for
aircraft parking
• The taxilane accessing hardstands on rows M and L does not provide a standard ADG I TOFA;
it is recommended these rows are modified to provide a TOFA that provides sufficient
clearance for the aircraft that typically use these hardstands (i.e., aircraft with wingspans less
than 37 -feet)
• Similarly, the turf taxilane accessing the Tampa Bay Aviation (TBA) rows does not provide
sufficient clearance for aircraft that typically utilize these positions; therefore, it is
recommended the hardstands are modified to provide a TOFA specific to the aircraft utilized
by TBA
• The taxilane accessing the transient aircraft parking positions provides a standard ADG I
TOFA; however, pavement markings are recommended to identify the aircraft parking
restriction line (APRL)
• Similarly, APRL markings are recommended for hardstands along row K and the 3 south end
parking positions
• The separation between Transient positions 3 and 4 (centerlines) is limited to approximately
38 -feet; therefore, it is recommended that either the aircraft parking at these positions are
restricted or Position 4 is widened to improve the separation
• The existing taxilanes accessing covered parking (T -Hangars and Shade hangars) have
varying TOFAs but none satisfy ADG I standards; accordingly, it is recommended access to
City of Clearwater 2-8
ClearwaterAirpark Layout Plan
these hangars is restricted to aircraft with wingspans proportionate to the TOFA available,
providing a minimum recommended wingtip clearance of 10 -feet
2.4.2 Taxiway Configurations
FAA design standards emphasize safe and efficient taxiway configurations while minimizing
excess pavement, including improvements to existing taxiway geometry and removal of
pavement, when necessary, to minimize the risk of runway incursions. Several taxiway
configurations are identified in the FAA standards as increasing the potential risk of a runway
incursion. As illustrated in Figure 2.3, there are four locations at CLW which the FAA considers
non-standard as they allow direct access from an apron area to a runway. Solutions to mitigate
these non-standard conditions will be evaluated as part of the alternatives analysis.
Tampa Bay
Aviation
Bender
Aviation ,
Services
tili#a1 /8
f tw
JI /, l,/ /♦ !t
1#t!/�/
A
Runway 16-34
Figure 2.3 Non -Standard Taxiway Configurations
2.4.3 Pavement Condition
FDOT sponsors an airfield pavement management program for numerous public airports to
"prioritize pavement maintenance and rehabilitation, determine maintenance scheduling,
performing material evaluations and supporting design considerations." Figure 2.4 depicts the
currently available conditions as reported by FDOT in June 2015.
LEGEND
PCI 86-100 GOOC
,1 71-85 SATISFACTORY
.7 56-70 FAR
+7 41-55 PCOR
'a 26-40 VER1 POOR
Pa 11-25 SERIOUS
PO 0-10 RAILED
1. V,04,
q,Handstands
eine T -Hangars
a� 4m 4 Shade
mac. ' % r7 z-',./ Hangars
Bender Aviation (�' �� /"/j% % i7l
Services Transient Aircraft///1//, i i ,7 7 Han ars
9
Tampa Bay Parking f'/ H ii /IT 77
Aviation .ii
,Terminal, \ �/, �;�/ j�/ /�G/ rL /? 1\
// 'le
Handstands // , �.
A
Runway 16-34
Figure 2.4 FDOT 2015 Pavement Condition Report
Source: FDOT Statewide Airfield Pavement Management Program (June 2015)
City of Clearwater
ClearwaterAirpark Layout Plan
2-9
Runway 16-34 and Taxiway A (as well as all connector taxiways) are in good condition. The FDOT
report identified approximately $2.6 million in near-term (2015) major rehabilitation needs for the
Tampa Bay Aviation hangar apron (poor), the Bender Aviation Services hangar apron (very poor),
the taxilanes accessing the hardstand rows K, L, M, and N (poor) and J (fair) as well as those
accessing covered parking areas C (north), D, E, F, G, H, and I (fair). The FDOT report also
identified a $406,000 major rehabilitation of the taxilanes accessing T -Hangars A, B, and C (south)
in 2018 (satisfactory). Preventive maintenance during the FDOT report's 10 -year planning
horizon included another $615,000 in preventative maintenance for an estimated program total of
$3.62 million. Since no major pavement rehabilitation has been completed since the 2015 FDOT
report, it is recommended the maior rehabilitations and preventative maintenance projects are
included in CLW's Capital Improvement Program (CIP).
2.4.4 Navigational Aids
Both runway ends 16 and 34 are equipped with a 4 -Box Visual Approach Slope Indicator (VASI).
These systems are owned and maintained by the FAA. These visual aids adequately satisfy the
needs of these runways.
Runway 16-34 is equipped with medium intensity runway edge lighting (MIRL). This lighting
satisfies the FAA standard for the approach visibility minimums of each runway and is sufficient
to accommodate existing and future aircraft operations. All the existing taxiways at CLW have
Medium Intensity Taxiway Lights (MITL). This lighting is sufficient to satisfy existing and future
operational requirements.
The primary wind cone is located at the approximate midpoint of the runway, on the west side. A
second supplementary wind cone can be found mounted on the western end of a series of T
hangars located east of the Runway 34 threshold. A segmented circle to indicate the non-
standard airport traffic pattern is marked on the Runway near the 34 end.
A study was completed in 2015 to access the impacts associated with implementing a non -
precision instrument approach procedure at CLW. The impacts the study identified include:
• Increased CFR Part 77 Civil Airport Imaginary Surfaces
• Primary Surface to width of 500 feet
• Transitional Surfaces will be penetrated by trees and buildings
• Approach Surface trapezoid will be larger (albeit at Slope of 20:1)
• Runway Protection Zone will be larger and will have incompatible land uses per Interim RPZ
guidance
• 150/5300-18B survey Will NOT pickup objects appropriate to CFR Part 77 or TERPS
Departure Surfaces for NP LNAV GPS Approach
• NGS Survey conducted in 2011 for LPV approach to Runway 16
• LPV approach will introduce TERPS OCS Surfaces, Larger Approach Surface and Larger
RPZ
City of Clearwater 2-10
Clearwater Airpark Layout Plan
2.5 General Aviation Facilities
Facility requirements for General Aviation (GA) facilities are determined from a variety of available
guidance, but primarily includes:
• FAA Advisory Circular 150/5300-13A (Change 1), Airport Design
• Transportation Research Board (TRB) Airport Cooperative Research Program (ACRP) Report
113: Guidebook on General Aviation Facility Planning
2.5.1 Aircraft Parking & Storage
Aircraft parking facilities typically requires a Targe area because they require adequate aircraft
storage hangars, tie -down positions, clearance from other fixed and/or movable objects, and
access to/from the airfield. The following sections summarize the requirements for the aircraft
parking facilities.
Table 2.5 Aircraft Parking and Hangar Storage Requirements
Single -Engine Based Aircraft
119
123
125
127
129
131
Multi -Engine
14 14 14 15 15 16
Helicopters
6 6
7
8
10
11
Total Based GA Aircraft
139
143
146
150
154
T -Hangar Units'
87 96 97 99 101 102
T -Hangar Unit Surplus/(Deficiency)
Conventional Storage Hangars
3
(9) (10) (12) (14) (15)
4 4 5 5 5
Conventional Storage Hangars Surplus/(Deficiency) (1) (1)
Total Based Aircraft in Storage Hangars 97 108 109 113
(2)
(2)
(2)
116
Based Aircraft Parked at Hardstands2
42 35 37
37
38
38
Based Aircraft Hardstands Surplus/(Deficiency)
6 13 11 11 10 10
Transient Aircraft at Hardstands
12 12 13 13 14 15
Transient Aircraft Hardstands Surplus/ (Deficiency)
(5)
(5)
(6)
Total Recommended Hardstands 54 ! 47
50
(6) (7) (8)
50
Surplus/(Deficiency) with Hangar Development
(6)
1 (2) (2) (4) (5)
Surplus/(Deficiency) without Hangar Development (6) (10) (14) (18) (23) (27)
Notes:
' The existing T -Hangars units are 100% occupied
2 Existing number of hardstand positions only include those paved for aircraft parking
2.5.1.1 Aircraft Hangars
Hangar storage at CLW is provided via T -Hangars and conventional hangars. T -Hangars are
multi -unit hangar buildings typically utilized for small ADG I aircraft with wingspans less than 49
feet. The size of a T -Hangar building is dependent upon the type and number of units it
accommodates. For example, the type of T -Hangar buildings at CLW are in a nested configuration
which allows access from both sides of the building, creating a shorter but wider structure.
Conventional hangars can accommodate aircraft larger than an ADG I. The size of a conventional
City of Clearwater
ClearwaterAirpark Layout Plan
2-11
hangar is dependent upon the type and number of aircraft to be stored. Conventional hangar
buildings are primarily provided as single -unit structures but can also include multi -unit structures.
The following planning parameters were used for determining hangar requirements:
• The existing 87 T Hangar and Shade Hangar units are 100 percent occupied
• Storage of based single-engine aircraft is based on the following:
- 69 percent will be stored in T Hangars or Shade Hangars
- 30 percent will be stored at tie -down positions
- 1 percent will be stored in a conventional hangar
• Storage of based multi -engine aircraft is based on the following:
- 75 percent will be stored in T -Hangars or Shade Hangars
- 25 percent will be stored in conventional hangar
• Storage of based helicopters is based on the following:
- 15 percent will be stored in T Hangars or Shade Hangars
- 85 percent will be stored in conventional hangar
• A single conventional hangar can accommodate more than one aircraft in the hangar,
including either:
- 2.5 single-engine or multi -engine aircraft; or
- 4 helicopters
It is recommended that space is reserved for 15 additional T Hangar units (number of structures
to be determined) and two additional conventional storage hangars based on anticipated demand.
2.5.1.2 Aircraft Parking Apron
Appendix C of the ACRP Guidebook for General Aviation Facility Planning provides a method for
determining the number of aircraft tie -down positions utilizing annual transient operations. For the
purposes of this analysis, itinerant general aviation operations are considered transient. The
ACRP formula for calculating number of parking spaces is:
(X/2*T) / 365 * P = Number of Transient Parking Positions
Where,
X = number of forecast operations (general aviation)
T = percent of operations which are transient (40 percent for CLW)
P = percent of transient aircraft that are parked on the apron at the same time (80 percent for
CLW).
Based on existing and forecast operations, the number of parking spaces required is currently 12
and will increase to 15 in 2038. Since CLW only has 7 existing aircraft parking positions available
for transient operations, there is an immediate need for 5 additional transient aircraft parking
positions and a total of 15 throughout the planning horizon.
City of Clearwater 2-12
ClearwaterAirpark Layout Plan
2.5.2 Terminal
The ACRP Report 113 provides a method for sizing the GA Terminal building based on peak -hour
operations and occupancy. The method's planning factors consist of 2.5 people per peak hour
operation, and 100 SF to 150 SF of space per person. For planning purposes, 150 SF per person
was used to account for the additional spaces required for flight training activities by Tampa Bay
Aviation. However, the actual size will be determined during planning and design of the facility
based on the needs of the City and its tenants. Table 2.6 summarizes the recommended terminal
building size based on the aviation activity forecasts.
Table 2.6 GA Terminal Building Size Recommendation
2017
27
arsons, pE
2.5
150
10,125
2018
27
2.5
150
10,125
2023
29
2.5
150
10,875
2028 30 2.5 150 11,250
2033 32 2.5 150 12,000
2038 33 2.5 150 12,375
Source: ACRP Report 113; AECOM Analysis
2.5.3 Vehicle Parking
The existing terminal building includes 25 vehicle parking spaces. The City indicated the parking
spaces are 100 percent occupied during peak periods. ACRP Report 113 (Exhibit 5-48)
recommends providing a minimum of 2.5 parking spaces per peak hour operation and 1 space
for every 200 SF of office or operations area within the building. For the purposes of this analysis,
it was assumed vehicle parking for hangars would occur at the tenant's hangar and are not
included in the facility requirements.
As summarized in Table 2.7 and based on the estimated peak hour operations, there is an
immediate need for an additional 49 vehicle parking spaces and 79 additional vehicle parking
spaces in 2038 for a total of 104 vehicle parking spaces.
Table 2.7 GA Terminal Vehicle Parking Space Recommendations
2.5 spaces per peak -hour operation
67 68 71 75 79
1 space per 200 SF of Office/Operations Area
7
21
22
24
25
Total Recommended Vehicle Parking Spaces
25
74
90
99 104
Vehicle Parking Spaces Surplus/ (Deficiency)
Source: ACRP Report 113; AECOM Analysis
(49) (65) (69) (74)
(79)
City of Clearwater
ClearwaterAirpark Layout Plan
2-13
2.6 Support Facilities
Support facilities analyzed in this section include the airport maintenance and fuel storage
facilities.
2.6.1 Airport Maintenance
Historically, the Airport shared landscape maintenance duties with an external contractor. The
Airport has recently purchased a large tractor for mowing of grass and other airport maintenance
purposes in order to eliminate the need for an external contractor. The two 300 SF maintenance
sheds adjacent to the existing terminal are not large enough to store the new tractor. Therefore,
a new maintenance storage shed is recommended to provide secure shelter for the new tractor.
2.6.2 Fuel Storage
An adequate supply of fuel is necessary to minimize the frequency of fuel deliveries and the
potential impacts to aircraft operations. Based on the operational characteristics of CLW and for
the purposes of this analysis, it is recommended that the City maintain a fuel storage capacity of
14 days.
Two types of fuel are available at CLW: AvGas (100 low lead) and Jet -A. AvGas is primarily used
by GA piston aircraft operators and Jet -A is used by the Air Taxi, Military, and GA turboprop
operators. The existing storage capacity at CLW is 12,000 gallons of AvGas and 12,000 gallons
of Jet -A.
Fuel sales data for 2016 was obtained from the City for the purposes of this analysis. GA
operations typically include several short-term flights such as touch-and-go's or local sightseeing
which do not utilize a large amount of fuel and/or flights to nearby airports where fuel may be
purchased prior to returning to CLW. Consequently, the average amount of AvGas demand per
operation in 2016 is relatively low at approximately 3 gallons per operation.
Jet -A fuel storage requirements were determined utilizing a demand of 43 gallons per Jet -A
operation. For the purposes of this analysis, a Jet -A operation includes all Air Taxi and Military
operations as well as 1 percent of all GA operations.
As summarized in Table 2.8, the existing fuel storage supply for AvGas and Jet -A is sufficient to
provide a 14 day supply throughout the planning horizon.
City of Clearwater 2-14
Clearwater Airpark Layout Plan
Table 2.8 Fuel Storage Capacity Recommendations
Average Day Peak Month (ADPM) Operations'
181
183
192
202
212
223
ADPM Jet -A Operations
2
2 2 2 2 2
ADPM Jet -A Demand per Operation (gallons/ops)2 43 43 43 43 43 43
ADPM Jet -A Demand (gallons)
86 87 91 96 100 105
Existing Jet -A Storage Capacity (gallons) 12,000 12,000 12,000 12,000 12,000 12,000
Existing Jet -A Storage Capacity (days)3 139 138 132 126 120 114
Jet -A Storage Capacity Required (gallons) 1,205 1,217 1,276 1,339 1,404 1,473
Existing Jet -A Storage Capacity Surplus / (Deficit) 10,795 10,783 10,724 10,661 10,596 10,527
ADPM AvGas Operations
179 181 190 200 210 221
ADPM AvGas Demand per Operation (gallons/ops)2 3 3 3 3 3 3
ADPM AvGas Demand (gallons)
537 542 570 599 630 662
Existing AvGas Storage Capacity (gallons) 12,000 12,000 12,000 12,000 12,000 12,000
Existing Gas Storage Capacity (days)3
22 22 21 20 19 18
AvGas Storage Capacity Required (gallons) 7,517 7,592 7,980 8,387 8,815 9,265
Existing AvGas Storage Surplus / (Deficit) 4,483 4,408 4,020 3,613 3,185 2,735
' Includes all operations tunes
2 Based on 2016 Fuel Sales data
3 A storage capacity of 14 days is recommended
2.7 Land Use
The property boundary of CLW includes a 75 -acre site currently occupied by The Landings Golf
Club and zoned as Open Space / Recreational by the City of Clearwater. The lease for this site
will expire within the planning horizon of this ALP Update and may not be renewed by the City of
Clearwater and/or The Landings Golf Club.
Airports are recognizing the opportunity to utilize surplus land for revenue generating purposes
such as corporate hangars and/or industrial parks. It is recommended this site is reserved for
aeronautical and/or non -aeronautical purposes in the event the lease is not renewed. A public
referendum will be required to change the zoning of this parcel from Open Space / Recreational
to Commercial / Industrial.
City of Clearwater 2-15
Clearwater Airpark Layout Plan
2.8 Summary of Recommendations
Based on the analyses summarized in previous sections, the following facility improvements are
recommended:
• Obtain control of unowned parcels with the APRZ and DPRZ to the extent practical
• Maximize operational safety and efficiency of aircraft parking areas through aircraft wingspan
restrictions on taxilanes or relocation/reconfiguration of parking positions
• Mitigate non-standard taxiway geometries
• Rehabilitate pavement per FDOT pavement management report
• 5 additional transient parking positions in the near-term and a total of 15 throughout the
planning horizon
• 15 additional T Hangar units
• 2 additional conventional hangars
• Expand the terminal building to roughly 12,500 SF
• Increase the number of vehicle parking spaces from 25 to 104
• Provide a new secured maintenance shed for storage of the recently purchased tractor
• Reserve the 75 -acre site currently occupied by The Landings Golf Club for aeronautical / non -
aeronautical purposes
City of Clearwater 2-16
ClearwaterAirpark Layout Plan
Section 3.0
ALTERNATIVES ANALYSIS
3.1 Introduction
The City of Clearwater ("City") is updating the Airport Layout Plan (ALP) and Capital Improvement
Program (CIP) for the Clearwater Airpark (CLW or Airpark) based on existing and anticipated
demand. The Airpark has experienced increasing demand for use of their facilities over the past
few years and has identified an immediate need for additional and/or improved facilities, including
aircraft storage and terminal facilities. The purpose of this report is to identify and evaluate
development alternatives recommended to accommodate the facility requirements provided in
Working Paper #2, which included:
• Obtain control of unowned parcels with the Approach Runway Protection Zone (APRZ) and
Departure Runway Protection Zone (DPRZ) to the extent practical
• Mitigate non-standard taxiway configurations
• Rehabilitate pavement per the Florida Department of Transportation (FDOT) pavement
management report
• Provide blast pads for both runway ends
• Maximize operational safety of aircraft parking areas through aircraft wingspan restrictions on
taxilanes or relocation/reconfiguration of parking positions
• Provide 8 additional transient parking positions and 56 total aircraft parking positions
• 15 additional T -Hangar units
• 2 additional conventional hangars
• Expand the terminal building to roughly 12,500 Square Feet (SF)
• Increase the number of vehicle parking spaces from 25 to 104
• Provide a new secured maintenance shed for storage of the recently purchased tractor
• Provide a new Airport Rotating Beacon
• Reserve the 75 -acre site currently occupied by The Landings Golf Club for aeronautical / non -
aeronautical purposes
City of Clearwater 3-1
Clearwater Airpark Layout Plan
3.2 Evaluation Criteria
The FAA recommends a standard set of criteria to evaluate development alternatives according
to an airport's unique situation. The evaluation process should feature "generally accepted
planning principles, be replicable, consistently applied, and well documented."' Similarly, the
Florida Department of Transportation (FDOT) 2016 Guidebook for Airport Master Planning states
"a set list of selection criteria or influencing factors should be identified to help evaluate and select
the recommended plan." Accordingly, a set of evaluation criteria were established for use in the
alternatives analysis. The criteria are strategic, qualitative, and quantitative to ensure that the
evaluation process remained at a master planning level of detail.
The selected criteria include the following:
1. Achievement of the Objective: This is primarily based on achieving the specific need
identified in the Facility Requirements. Alternatives are assessed and ranked based on the
degree to which it satisfies the objective.
2. Airport Design Standards: The proposed development should satisfy all applicable airport
design standards and maintain or improve the safety and efficiency of the Airpark.
3. Flexibility: The alternative should support a reasonable level of flexibility to accommodate
changes in demand, including the ability to be expanded in the future.
4. Collateral Impacts: This evaluates the extent to which an alternative requires changes or
improvements to existing Airpark facilities which otherwise would not require changes or
improvements. For example, mitigation of existing stormwater drainage features due to a
proposed structure.
3.3 Development Constraints
Certain features or operational factors of the Airpark represent constraints to development due to
the costs associated with impacts, political and/or socioeconomic factors, and/or operational
safety. Within the existing property boundary of CLW, these constraints include existing
infrastructure and environmental features as depicted in Figure 3.1.
1 FAA Advisory Circular 150/5070-6B, Airport Master Plans, paragraph 904
City of Clearwater 3.2
Clearwater Airpark Layout Plan
Natural Gas
Filling Station
+'Marymount
Park
Figure 3.1 Development Constraints
Source: RDM Intemational, Inc. (2018)
Legend
— Existing Structure
— CLW Tree
— Drainage Feature
— Runway Protection Zone
oa Leased Site
3.3.1 Infrastructure Constraints
Existing infrastructure constraints at CLW include:
• Clearwater Gas System Natural Gas Filling Station located at the entrance of the Airpark on
North Hercules Avenue
• Existing Automated Weather Observation System (AWOS) located within the aircraft
hardstand parking area adjacent to the T -Hangars
• Existing Visual Approach Slope Indicator (VASI) system components at the Runway 34 end
• The City of Clearwater Water System Maintenance complex at the north end of the Airpark
• The Landings Golf Club west of the airfield (while this land may be available for development
at some time in the future, no development was proposed on this site for this planning period)
3.3.2 Environmental Constraints
The primary environmental constraints at CLW include existing drainage features. While these
drainage features can be mitigated to accommodate new development, there are typically high
costs associated with mitigation requirements.
Additionally, an existing 100 plus year-old tree located just outside the existing terminal was also
considered a development constraint as it is a widely recognized and valued feature of the Airpark.
3.3.3 Operational Constraints
Operational constraints, other than those associated with aircraft movement safety areas such as
the taxiway object free area, include the Runway Protection Zones (RPZs). Based on current
FAA design guidelines, no development is proposed inside the RPZs.
City of Clearwater 3-3
Clearwater Airpark Layout Plan
3.4 Development Alternatives
This section evaluates several alternatives to address the capacity, efficiency, and safety
requirements previously summarized. However, some improvements were not subject to an
alternatives analysis if they were recommended to satisfy FAA design standards or restricted by
the development constraints summarized in the previous section, including:
• Blast pads at both runway ends
• Mitigation of direct access from the aircraft hardstand parking area to the runway
• Aircraft hardstand parking reconfiguration
Key elements of the existing hardstand parking area are illustrated in Figure 3.2.
Bender
Aviation
Services Unusable
Hardstands
(Typical)
Legend
Restricted Taxilane OFA Standard Taxiway/Taxilane OFA
Figure 3.2 Existing Hardstand Parking Areas
Source: RDM International, Inc. (2018)
The existing taxilane from the transient hardstand positions allows for direct access to the runway
via Taxiway A6. To mitigate this condition, relocation of the taxiway connector between Taxiway
A and Runway 16-34 is recommended. The existing VASI system restricts relocation of this
connector to the south. Therefore, it is proposed that the existing connector is removed, and a
new connector is constructed south of the existing connector as illustrated in Figure 3.3.
Reconfiguration of the hardstand parking Rows K and N (16 positions), as well as transient
parking positions 1-5, is restricted by the existing AWOS and drainage ditch parallel to Taxiway A.
Therefore, it is recommended the existing condition is maintained due to cost associated with
mitigating these restrictions.
City of Clearwater
ClearwaterAirpark Layout Plan
3-4
Similarly, the reconfiguration of existing hardstand parking Rows M and L as well as the Tampa
Bay Aviation positions are restricted by the existing tree outside the terminal and a drainage ditch
parallel to Taxiway A. However, reconfiguration of this area is recommended to maximize the
number of aircraft hardstand positions and operational safety. As illustrated in Figure 3.3,
reconfiguration of this area includes realignment and expansion of the hardstand parking rows,
relocation of helicopter pads, and new transient parking hardstand pads. The taxilane accessing
transient parking positions will provide ADG II aircraft access which requires an expansion of the
transient hardstand pads 2-5 to maintain adequate wingtip clearance. A total of 56 aircraft
hardstand parking positions is provided.
Three new hardstand parking positions east of the existing fuel farm are also proposed for use by
Bender Aviation. These will replace the two existing unusable positions that are currently within
the taxilane object free area. These positions are used exclusively by Bender Aviation and are
not included in the total number of aircraft parking positions available for based or transient
aircraft.
',DG 1 TAXILANE
Proposed Hardstand
Area Reconfiguration Taxiway A6
Demolish existing Proposed Taxiway A6
Relocation
Figure 3.3 Standard Recommended Improvements
Source: RDM International, Inc. (2018)
Proposed Btast-Pad
zz-
City of Clearwater
Clearwater Airpark Layout Plan
3-5
3.4.1 T -Hangars
The anticipated demand within the planning horizon indicates an additional 15 T -Hangar units can
be supported at the Airpark. Each T -Hangar structure can accommodate multiple units. For the
purposes of this analysis, two T -Hangar structures are proposed to accommodate the
recommended 15 additional units.
3.4.1.1 Alternative 1
The first alternative (Figure 3.4) includes the construction of a new structure on existing Row J,
currently an uncovered aircraft parking area accommodating 9 positions. Utilizing existing Row J
eliminates the need to construct new pavement for access to each unit. However, it is
recommended this includes the realignment of the airport security fence to maximize aircraft
wingtip clearance on the north side of the structure.
A new 10 -unit structure is also proposed south of existing T -Hangar A and parallel to North
Hercules Boulevard. This option eliminates 2 existing hardstand positions and requires mitigation
of impacts to an existing retention pond, drainage canal, and potentially a berm inside airport
property along Gilbert Street.
Figure 3.4 T -Hangars - Alternative 1
Source: RDM International, Inc. (2018)
City of Clearwater
Clearwater Airpark Layout Plan
3-6
3.4.1.2 Alternative 2
The second alternative (Figure 3.5) also includes the construction of a new T -Hangar on existing
Row J as in Alternative 1 and a new T -Hangar south of existing T Hangar A. However, the new
T Hangar south of existing T -Hangar A is aligned to eliminate the need to mitigate the existing
retention pond and minimize impacts to the existing drainage canal while also avoiding impacts
to the Runway 34 Protection Zones and airspace.
Figure 3.5 T -Hangars - Alternative 2
Source: RDM International, Inc. (2018)
City of Clearwater
ClearwaterAirpark Layout Plan
3-7
3.4.1.3 T -Hangar Alternatives Evaluation
Table 3.1 summarizes and compares the alternatives according to the evaluation criteria
previously identified in this chapter. Based on the evaluation, Alternative 1 is the recommended
alternative.
Table 3.1 T -Hangar Alternatives Evaluation
Achievement of the Objective
Yes
Yes
Airport Design Standards
Partial
Partial
Flexibility
Yes
No
Collateral Impacts
Poor
Fair
Source: RDM International, Inc.
Achievement of the Objective
The primary objective is to provide 15 additional T -Hangar units. Both alternatives can provide
approximately 19 units.
Airport Design Standards
The construction of a new covered structure on Row J utilizes the existing pavement which does
not in each alternative adheres to FAA design standards.
Flexibility
The new structure proposed south of existing T -Hangar A in Alternative) can accommodate an
expansion of the structure as well as additional hardstand pads without resulting in additional
impacts. However, the structure proposed in Alternative 2 cannot accommodate an expansion
while maintaining adequate clearance from existing infrastructure.
Collateral Impacts
Each alternative requires mitigation of existing stormwater drainage features. However,
Alternative 2 minimizes the impacts and the associated costs.
City of Clearwater 3-8
Clearwater Airpark Layout Plan
3.4.2 Conventional Hangars
The anticipated demand within the planning horizon indicates an additional 2 Conventional
Hangar units can be supported at the Airpark. The existing Tampa Bay Aviation conventional
hangars are approximately 10,000 SF. A 10,000 SF hangar can accommodate approximately
98% of aircraft categorized as ADG 1 or 112. Therefore, a 10,000 SF hangar is recommended to
maximize flexibility for the number and type of aircraft that can be stored in the hangar. Three
potential locations were identified for development of additional hangars, as illustrated in
Figure 3.6.
Clearwater Pubic Works Yard
. VASI VASI .
The Landings Golf Club
Figure 3.6 Conventional Hangar Alternative Locations
Source: RDM International, Inc. (2018)
3.4.2.1 Alternative 1
The first potential location for a new conventional hangar is south of the existing Bender Aviation
Services hangar and north of the existing fuel tanks. This location can accommodate a
conventional hangar outside of the taxilane object free area, but the aircraft parking area must be
located south of the proposed hangar structure. Additionally, the size of the hangar structure is
limited to approximately 6,000 Square Feet (SF) hangar and the aircraft parking apron is restricted
to approximately 1,200 Square Yards (SY) due to existing infrastructure. Three existing hardstand
pads utilized by Bender Aviation Services are eliminated in this alternative.
3.4.2.2 Alternative 2
The second potential location utilizes a vacant site adjacent to the existing Tampa Bay Aviation
hangars. The site can accommodate a 10,000 SF hangar (same as the existing hangars) and an
1,800 SY expansion of the existing aircraft parking apron (the existing apron is approximately
2,300 SY).
3.4.2.3 Alternative 3
The third potential location is along Keene Road on the west side of Runway 16, north of the
existing fence line of The Landings Golf Club. Similar to Alternative 2, this site can also
accommodate a 10,000 SF hangar and 1,800 SY aircraft parking apron. The site provides easy
2 Airport Cooperative Research Program (ACRP) Report 113, Guidebook on General Aviation Facility Planning
City of Clearwater 3-9
Clearwater Airpark Layout Plan
access from Keene Road and flexibility to construct additional hangars and aircraft parking apron
in the future if needed. However, this site requires a new taxiway for access to Runway 16-34
and Taxiway A as well as mitigation of an existing retention pond.
3.4.2.4 Conventional Hangar Alternatives Evaluation
Table 3.2 summarizes and compares the alternatives according to the evaluation criteria
previously identified in this chapter. Based on the evaluation, Alternative 2 and Alternative 3 are
the recommended alternatives for the recommended 2 future hangars.
Table 3.2 Conventional Hangar Alternatives Evaluation
Achievement of the
Objective
Partial
Yes
Yes
Airport Design Standards
Yes
Yes
Yes
Flexibility
No
No
Yes
Collateral Impacts
Fair
Good Very Poor
Source: RDM International, Inc.
Achievement of the Objective
Alternative 2 and Alternative 3 each
hangar in Alternative 1 is restricted,
Airport Design Standards
Each of the proposed locations can
impacting safety areas.
Flexibility
can accommodate a 10,000 SF hangar. Since the size of the
it is considered to only partially achieve the objective.
accommodate a new hangar and aircraft parking area without
Alternative 3 is the only location that can accommodate future expansion. Alternative 1 is
restricted by the existing taxilane, Bender Aviation Services facility, the fuel farm, and Grand
Avenue. Alternative 2 is restricted by Taxiway A, an existing drainage ditch, and other existing
off -airport infrastructure.
Collateral Impacts
Alternative 1 and Alternative 2 can be constructed without significant mitigation of existing
drainage features. However, Alternative 3 is located within an existing retention pond constructed
for runoff from Keene Road when it was widened in the mid -2000s and will require extensive
mitigation. Furthermore, the Alternative 3 site is within a parcel zoned as Open Space /
Recreational and would require a significant rezoning effort before it can be implemented.
City of Clearwater 3-10
Clearwater Airpark Layout Plan
3.4.3 Terminal
A larger terminal building, maintenance shed, and vehicle parking area is recommended. Due to
existing constraints and recommended developments summarized in the preceding sections, it is
recommended the existing terminal site is utilized for a future terminal building and automobile
parking area. Two alternatives were identified and evaluated for the future terminal.
Figure 3.7 illustrates the existing terminal and proposed aircraft parking area for reference. There
are 5 existing trailers (each approximately 1,000 SF) used by the Civil Air Patrol (CAP), a vehicle
parking lot with 25 spaces, and a 3,800 SF terminal structure.
/ /
/ i i �`h
/ iv`/
\ ///
/
\ / Civil Air Patrol
\\ / / /
Trailer
r / / / (TYpical)
//
/ `v /jet /1
i
/ / 7----...._ 6k94,
/ %y;/%,\\\'•.
Le/coy
'/ 4r_ \
allf
cV/
f
Figure 3.7 Terminal Area
Source: RDM International, Inc. (2018)
City of Clearwater
ClearwaterAirpark Layout Plan
3-11
3.4.3.1 Alternative 1
The first alternative (Figure 3.8) expands the terminal in its existing location and maintains 3 of
the existing 5 CAP trailers. To accommodate an expansion of the vehicle parking lot, one of the
remaining CAP trailers will be relocated and the other removed. The proposed 12,500 SF single -
story terminal structure is sized based on anticipated demand in 2038. A second -story may be
necessary to accommodate other features such as a restaurant and/or conference room.
Additionally, a temporary building will be required during construction of the proposed terminal.
The proposed expansion of the existing vehicle parking lot is restricted by the CAP trailers and
an existing drainage ditch. Therefore, the expansion can only accommodate 94 parking spaces,
11 short of the 105 spaces recommended based on anticipated demand.
A new maintenance shed is proposed adjacent to the EAA facility.
/ //
/ ,q//401/
/
/
/ /
fiN
Future
maintenance
shed
/'-'
% POO/
' e
�!1 :'%
\
Relocated
CAP trailer
/Ex anded
v hicle
/ par ng lot
(94 aces)
Figure 3.8 Terminal Expansion - Alternative 1
Source: RDM International, Inc. (2018)
City of Clearwater
ClearwaterAirpark Layout Plan
3-12
3.4.3i Alternative 2A
Alternative 2A proposes a 14,500 SF single -story terminal structure and removes all the existing
CAP trailers to maximize the number of vehicle parking spaces (105 in this alternative). It is
anticipated that CAP activities will be accommodated in the future terminal. It is also intended
that the terminal will be constructed in phases to eliminate impacts to airport operations.
A new maintenance shed is proposed adjacent to the future terminal.
. Shed
Figure 3.9 Terminal Expansion - Alternative 2A
Source: RDM International, Inc. (2018)
City of Clearwater
ClearwaterAirpark Layout Plan
3-13
3.4.3.3 Alternative 2B
Alternative 2B is similar to Alternative 2A in that the existing CAP trailers are removed to maximize
the number of vehicle parking spaces (also 105 in this alternative). However, this alternative
proposes a two-story structure to minimize the footprint of the terminal. As the proposed terminal
is 10,500 SF, only a partial second floor is required to accommodate anticipated demand. Similar
to Alternative 2A, it is also intended that the terminal will be constructed in phases to eliminate
impacts to airport operations.
A new maintenance shed is proposed adjacent to the future terminal.
/ /
/
/. /
/T/
///
t. / Expanded
m
/ / vehicle
/ parking lot
(10 ar
/Fu
F �v
e
utur
Maintenance
,`,N„ Shed
/
Figure 3.10 Terminal Expansion - Alternative 2B
Source: RDM Intemational, Inc. (2018)
City of Clearwater
ClearwaterAirpark Layout Plan
3-14
3.4.3.5 Terminal Alternatives Evaluation
Table 3.3 summarizes and compares the alternatives according to the evaluation criteria
previously identified in this chapter. Based on the evaluation, Alternative 2A is the recommended
alternative for the future terminal structure.
Table 3.3 Terminal Alternatives Evaluation
Achievement of the Objective
Partial
Yes
Yes
Airport Design Standards
Yes
Yes
Yes
Flexibility
Partial
Partial
Partial
Collateral Impacts Good
Fair
Fair
Source: RDM International, Inc.
Achievement of the Objective
Alternative 1 only partially achieves the objective since it does not provide the recommended
number of vehicle parking spaces. Alternatives 2 and 3 can accommodate all recommended
improvements.
Airport Design Standards
None of the alternatives include non-standard conditions.
Flexibility
Each of the alternatives provides partial flexibility as the terminal building can be expanded by
adding and/or expanding a second level; however, the proposed vehicle parking areas cannot
accommodate an expansion.
Collateral Impacts
Alternative 1 maintains most of the existing CAP trailers while the other two alternatives remove
all of them. It is intended CAP functions can be accommodated in the new terminal building but
this
3.4.4 Navigational Aids
The Clearwater Airpark provide Medium Intensity Runway Lights (MIRL). Per FAA Advisory
Circular 150/5300-13A (Change 1), Airport Design, airport rotating beacons are required for any
airport with runway edge lights. Accordingly, a rotating beacon is recommended for the Airpark.
The main purpose of the beacon is to indicate the location of a lighted airport. Siting and
installation of a rotating beacon is based on the following guidelines:
• Located within 5,000 feet of a runway
• Mount all airport rotating beacons higher than any surrounding obstructions so that the bottom
edge of the beacon's light beam, when adjusted correctly, will clear all obstructions
— Mounted high enough above the surface so that the beam sweep, aimed 2 degrees or
more above the horizon, is not blocked by any natural or manmade object
City of Clearwater 3-15
Clearwater Airpark Layout Plan
• May be mounted on the roof of hangars or other buildings or on wooden power pole towers
and metal towers
Three different beacon tower structures are available. These include the Structural Steel Towers,
Tubular Steel Towers, and Tip -Down Pole Towers.
Structural Steel Towers are available in heights of 51, 62, 75, 91, 108, 129, and 152 feet. Tubular
Steel Towers consist of different lengths of low alloy, high strength tubular steel sections welded
together to obtain a basic tower height of 51 feet. Tip -Down Pole Towers consist of a two -section
octagonal tapered structure with a counterweight and hinge that allow the top section to be easily
raised and lowered by one person using an internal hand -operated winch for maintenance. These
towers are typically available at lengths up to 55 feet. Figure 3.11 illustrates these three tower
types.
O
Vl
10
I•,
EPA
i
Ll
Ft
I I,I
GROUND ROD
1
GROUND LINE
STRUCTURAL
L4102A AIRPORT ROTATING
OPTIONAL P LONG
UGUTNING ROOS (3)
62 11 N
MOUNTMlG66 HEgHT
CLIMBER SAFETY
DEVICE (TOP)
51.1LIBING RUNGS
s'5 M1
NOp15
CLINGER SAFETY
DEVICE(BOTTOM,
24 10 66
,r(esM
?121 EBG
BEACON BASKET
L -801A FJRPORT ROTATING BEACON
551 16.]
NOM 6
MOU 11640 NE565
6 SN6F40 "1401,11
C I04 W ABOVE
BASEPLATE O AT LIS EVEL(T.661
68011E 665E PLATE L
TUBULAR
POLE FOIAYIATCN
TIP -DOWN
Figure 3.11 Typical Beacon Towers
Source: FAA Advisory Circular 150/5340-30J, Design and Installation Details for Airport Visual Aids (2/12/2018)
OPTIONAL 6' 12.4 MI LONG
LIGHTNING 6006 (3)
HANDHOLE
HANOHOLE
BEACON POLE
HINGE LOCATION
HAND POWERED WINCH
WRN REMOVABLE HMO
CRAM( (N 0011N)
BEACON POLE FOUNDATIOI
Three potential locations for the new beacon are identified for future evaluation. These sites are
illustrated in Figure 3.12 as part of the following section and are adjacent to the proposed
terminal, the fuel farm, and the proposed conventional hangar at the existing Tampa Bay Aviation
hangars site.
City of Clearwater
ClearwaterAirpark Layout Plan
3-16
3.4.5 Recommended Development Plan
Figure 3.12 illustrates the recommended development plan based on the analyses summarized
in this chapter.
/
/
/ i Clearwa r Water Y '`
/ System Hlaintenanoe
/ r Clearwater Public
Works Yard
/ t'
/:z
The Landings Goll Club
Legend
n Existing Building
MAI Existing Taxiway/Taxilane Pavement
Existing Runway
r Clearwater Tree
MN Proposed Pavement
M Proposed Bolding
* Potential Airport Rotating Beacon Site
Figure 3.12 Recommended Development Plan
Source: RDM Intemational, Inc. (2018)
City of Clearwater 3-17
ClearwaterAirpark Layout Plan
3.4.6 Land Use
On -airport and off -airport land uses are a key consideration for airports. Protecting the airspace
on parcels outside of airport property maximizes the operational safety of aircraft as well as people
and property on the ground. Establishing land uses on airport property allows the airport to
allocate limited resources for specific functions and maximize the long-term benefit and financial
sustainability of the airport, whether aviation related functions or non -aviation development.
The existing on -airport land uses as defined by the City of Clearwater are illustrated in
Figure 3.13.
Legend
IMMall Recreational / Open Space
VAX Industrial Limited
MIN Transportation / UtMty
Residential - High
Figure 3.13 Existing On -Airport Land Uses
Source: City of Clearwater (2018)
The majority of Airpark property is designated as Transportation / Utility while The Landings Golf
Club (over 300 acres) is designated as Recreational / Open Space. The parcel occupied by the
City of Clearwater Water System Maintenance is classified as Industrial Limited as is the parcel
north of the Runway 16 end.
For the purposes of this analysis, and in the event The Landings Golf Club ceases operations,
potential land uses are identified, for discussion purposes only, in Figure 3.14.
City of Clearwater
Clearwater Airpark Layout Plan
3-18
Legend
Recreational / Open Space
Industrial Limited
MIN Transportation / Utility
MB Residential - High
General Aviation
MR Non -Aviation Development / Support
Figure 3.14 Potential Future On -Airport Land Uses
Source: RDM International, Inc. (2018)
Areas supporting general aviation activities such as hangar storage and terminal areas are
classified as General Aviation. The runway and taxiways, including safety areas and protection
zones, maintain the Transportation / Utility classification. However, an area on the west side of
the runway is preserved for a potential future parallel taxiway.
The existing Landings Golf Club site is split into 3 parcels. West of the runway is a large parcel
allocated for future General Aviation purposes, including hangar storage and other general
aviation related functions.
Another parcel east of the existing residential area at the intersection of Keene Road and Airport
Drive is maintained as Recreational / Open Space.
A parcel immediately adjacent to Keene Road is classified as non -aviation development. While
this could include commercial development to maximize airport revenues, one of the goals and
objectives of the City of Clearwater's Land Use policy is to maintain the residential character of
the Keene Road corridor by limiting commercial development. Therefore, this parcel may be best
utilized for residential development.
These potential land use reclassifications are for discussion purposes only. A change to existing
zoning classifications requires a review and approval process that includes public hearings. Any
changes to the existing land use and zoning classifications on airport property should adhere to
the processes defined by the City of Clearwater.
City of Clearwater 3-19
Clearwater Airpark Layout Plan
Section 4.0
FACILITIES IMPLEMENTATION PLAN
4.1 Introduction
The purpose of the Facilities Implementation Plan is to prepare a Capital Improvement Plan (CIP)
that converts the preferred development plan identified in the Alternatives Analysis (Working
Paper #3) into a series of potential projects. Projects recommended for the CIP were identified
based on numerous factors including safety, adherence to Federal Aviation Administration (FAA)
design standards, capacity requirements, and the priorities of the Airport. The scheduled
implementation of the projects as projected is based and dependent on many factors including
the availability of required funding and environmental or other required approvals.
4.2 Project List and Descriptions
A draft project list was developed from the proposed development plan. The draft project list was
then reviewed with the City of Clearwater staff and refined to a final project list. The project list is
organized by major airport components (i.e., Airfield, Terminal, General Aviation, and Support).
This ordering was used to organize project descriptions, which are presented in the following
paragraphs, and the cost estimates which are described later in this Working Paper.
4.2.1 Airfield Projects
Airfield projects are those that are within the aircraft movement area (runways, taxiways, and
approach/departure operational areas. The proposed development plan includes five (5) future
airfield projects intended to enhance the safety of airport operations.
4.2.1.1 Relocate Taxiway A6
This project consists of constructing a new Taxiway A6 and demolishing the existing taxiway
pavement. The purpose of this project is to improve the operational safety of the airfield by
eliminating direct access from the aircraft parking area to the runway. The proposed taxiway is to
be constructed based on FAA design standards for the Critical Aircraft identified in Working Paper
#1, Aviation Activity Forecasts. The new taxiway is located south of the existing Taxiway A6 due
to the navigational aids located to the north of the existing taxiway.
4.2.1.2 Construct Blast Pads
This project consists of new blast pads for each runway end. The purpose of this project is to
provide blast erosion protection beyond runway ends during jet aircraft operations that
occasionally occur at CLW.
4.2.1.3 Property Acquisition at Runway 34 End
This project consists of acquiring approximately 1.3 acres not currently within the airport property
boundary. The property to be acquired is currently within the boundaries of Marymount Park
which is owned by the City of Clearwater. The market value of the parcel is used for cost
estimating purposes.
City of Clearwater 4-1
ClearwaterAirpark Layout Plan
4.2.1.4 Avigation Easement for Parcels within Runway 34 RPZs
This project consists of obtaining an avigation easement for properties outside the existing airport
property boundary but within the Runway 34 RPZs. The FM's airport design guidelines
recommend that airports own the property underneath approach and departure areas to the limits
of the RPZ, where practicable. The guidelines further recommend that the RPZ be cleared of all
above ground objects where practicable. The purpose of this project is to obtain control of these
properties and prevent the potential introduction of obstructions to safe air navigation and comply
with the FAA guidelines to the extent practical. The parcels within the RPZ primarily consist of
residential housing.
4.2.1.5 Avigation Easement for Parcels within Runway 16 RPZs
This project consists of obtaining an avigation easement for properties outside the existing airport
property boundary but within the Runway 16 RPZs. Similar to project #4, the purpose of this
project is to obtain control of these properties and prevent the potential introduction of obstructions
to safe air navigation and comply with the FAA guidelines to the extent practical. The parcels
within the RPZ primarily consist of residential housing.
4.2.2 Terminal Projects
Terminal projects include the terminal building and associated parking areas. The proposed
development plan includes two (2) future terminal projects intended to accommodate existing and
anticipated demand.
4.2.2.1 Construct New Terminal
This project consists on constructing a new, permanent terminal building. The existing terminal
is a temporary structure which was intended to be replaced with a more permanent structure.
Construction of the proposed terminal shall be phased to allow uninterrupted operations by the
airport and its tenants. Elements included in this project includes new and/or relocated security
fencing, utilities, etc.
4.2.2.2 Expand Vehicle Parking Lot
Vehicle parking at the existing terminal is severely limited and does not provide enough parking
spaces for peak periods. This project consists of expanding the existing vehicle parking area and
quadrupling the number of parking spaces available. The project requires the removal of the
existing five (5) trailers currently under a Land Lease Agreement by the Civil Air Patrol (CAP)
through 2022.
4.2.3 General Aviation Projects
General Aviation projects consist of the aircraft storage facilities and the pavement used to access
them. Most projects proposed in the development plan are General Aviation facilities. The 13
projects identified are summarized below.
4.2.3.1 Replace Shade Hangars with T -Hangars
This project involves removal of the existing three (3) shade hangars (E, F, and G) and replacing
them with standard T -Hangars. The purpose of this project is to provide more secure aircraft
storage and accommodate customer demand while increasing revenues for the airport. This
project does not include any changes to the existing taxilanes accessing these facilities.
City of Clearwater 4-2
ClearwaterAirpark Layout Plan
4.2.3.2 Expand Transient Aircraft Parking Area
This project involves expanding the existing transient aircraft parking area to provide additional
parking positions and Aircraft Design Group (ADG) II clearance for the transient aircraft that utilize
CLW. The existing five (5) parking positions to the south of the existing taxilane are expanded
and new parking restriction lines marked to identify the location of the ADG II taxilane object free
area. The existing circular pavement north of the existing taxilane is also expanded to
accommodate additional aircraft parking positions.
4.2.3.3 Reconstruct Transient Aircraft Parking Area
This project consists of reconstructing the north section of the existing transient aircraft parking
area pavement. This project was identified in the Florida Department of Transportation (FDOT)
Statewide Airfield Pavement Management Program (June 2015). The apron had an average
Pavement Condition Index (PCI) of 36 and a rating of "very poor" in the 2015 FDOT pavement
study. This project can be completed in conjunction with the expansion of the parking area
(Project #9) as determined by the needs of the Airpark and/or funding availability.
4.2.3.4 Construct New Conventional Hangar and Apron
This project consists of constructing a new 10,000 Square Foot (SF) hangar adjacent to the
existing Tampa Bay Aviation hangars. The project includes an expansion of the existing aircraft
parking apron for access to the new hangar and additional aircraft parking. The purpose of this
project is to accommodate existing demand.
4.2.3.5 Rehabilitate Existing Tampa Bay Aviation Hangar Apron
This project is to rehabilitate (mill and overlay) the deteriorating apron pavement at the existing
Tampa Bay Aviation hangars. This project was also identified in the FDOT Statewide Airfield
Pavement Management Program (June 2015). A large portion of the apron had an average PCI
of 54 and a rating of "poor" in the 2015 FDOT pavement study. Implementation of this project will
occur when needed based on future pavement study results; however, this project can be
completed in conjunction with Project #11 for construction/cost efficiencies.
4.2.3.6 Rehabilitate Existing Taxilanes (Row K and Transient access)
This project is to rehabilitate (mill and overlay) the deteriorating taxilane pavement along the
transient aircraft parking area and parallel to the Row K aircraft parking area. These taxilanes
provide access to all aircraft parking areas and have a PCI of 52 and a rating of "poor" in the 2015
FDOT pavement study.
4.2.3.7 Construct New T -Hangar on Existing Row J Parking
This project consists of installing a new T -Hangar on the existing Row J aircraft parking area which
is currently a paved area used for tie -down aircraft parking. The purpose of this project is to
accommodate existing demand for covered parking. This project includes the realignment of the
perimeter fence to increase aircraft wingtip clearance and maximize operational safety.
4.2.3.8 Rehabilitate Row J and Row 1 Taxilanes
This project consists of rehabilitating (mill and overlay) the deteriorating taxilane pavement
accessing the Row J and Row I taxilanes. These taxilanes provide access to the Row J and Row
I T -Hangars and had a PCI of 52 and a rating of "fair" in the 2015 FDOT pavement study. The
FDOT study included the Row J hardstand parking area but this area will be rehabilitated under
Project #14.
City of Clearwater 4-3
Clearwater Airpark Layout Plan
4.2.3.9 Reconstruct Existing Bender Aviation Apron
This project includes a complete reconstruction of the existing Bender Aviation Services hangar
apron and access road. This project was identified in the 2015 FDOT study and indicated the
apron had a PCI of 39 and a rating of "poor".
4.2.3.10 Rehabilitate Existing T -Hangar Taxilanes
This project consists of rehabilitating (mill and overlay) of the existing T -Hangars not included in
Project #15. These taxilanes provide access to the T -Hangars and had a PCI between 65 and 71
and a rating of "fair" or "satisfactory" in the 2015 FDOT pavement study.
4.2.3.11 Reconfigure Aircraft Parking Area
This project consists of constructing new pavement for the tie -down aircraft parking area between
the terminal and Taxiway A. While part of the proposed pavement limits overlaps the existing
pavement, the existing pavement was rated as "poor" in the 2015 FDOT study and will be removed
as part of this project. New pavement will be added to what is currently a grass area containing
eight (8) concrete pads (only 5 are usable). Additionally, the existing taxilane accessing these
hardstands and the Bender Aviation Services apron will be rehabilitated as part of this project.
4.2.3.12 Construct New Conventional Hangar, Access Taxiway, and Apron
This project consists of constructing a new 10,000 SF conventional hangar on the west side of
the Airpark, along Keene Road, in what is currently undeveloped land. A new taxiway accessing
the runway and Taxiway A is included in this project as is an aircraft parking apron adjacent to the
hangar facility. The purpose of this project is to accommodate anticipated demand and therefore,
the schedule for this project is dependent upon the actual demand for it.
The proposed site for this project is currently a large retention pond that was constructed by FDOT
for drainage purposes during the widening of Keene Road. This project will require environmental
mitigation of the retention pond.
4.2.3.13 Construct New T -Hangar and Taxilanes
This project consists of constructing a new 10 -unit T Hangar south of the existing T Hangar
structures along North Hercules Avenue. This project requires construction of new taxilanes to
provide access to the individual hangars. The purpose of this project is to accommodate
anticipated demand. A retention pond is currently within the site limits of the proposed T -Hangar
and will require environmental mitigation.
4.2.4 Support Projects
Support projects consist of Navigational Aids (NAVAIDS) and other facilities necessary to properly
maintain the airport. The proposed development plan includes two (2) support facilities.
4.2.4.1 Install Rotating Beacon
This project is to install a Rotating Beacon. The location of the beacon will be determined during
the planning and design phase of this project. The purpose of this project is to adhere to FAA
airport design standards and provide pilots visual reference of the Airpark's location during night-
time operations.
4.2.4.2 Construct Maintenance Shed
This project is to install a new maintenance shed in the vicinity of the proposed terminal. The
purpose of this project is to provide a covered space large enough to accommodate the Airpark's
new tractor and extra space for other maintenance equipment.
City of Clearwater 4-4
Clearwater Airpark Layout Plan
4.2.4.3 Security Upgrades
This project is to install access control gates near the terminal and replaces perimeter security
fencing where age and condition is questionable. Wildlife fencing will be installed adjacent to the
golf course.
4.2.4.4 Airfield Lighting Update
The project includes replacement of all airfield lighting, cable and guidance signs.
4.3 Project Cost Estimates
Conceptual cost estimates were prepared for all CIP projects in 2018 dollars. No escalation
factors were applied to project costs. This methodology allows project costs to be escalated based
on actual escalation factors from 2018 at the time they are initiated. The cost estimates are
summarized for each development phase in the following section.
The cost estimates include construction and program costs. Construction costs include all
physical items, labor and a contingency. Program costs include fees associated with engineering
design fees and construction phase engineering. The methodology utilized to develop the cost
estimates include:
• Total property acquisition costs are based on assessed market value per the Pinellas County
Property Appraiser, legal proceedings, and other potential costs that include:
— Contingency for 2018 Assessed Market Value: 15.0%
— Survey: 5.0% of Total Acquisition Cost
— Close-out and Other Costs: 7.0% of Total Acquisition Cost
• Total Avigation Easement costs are based on the following:
— Acquisition fee: $5,000 per parcel
— Legal Proceedings: $3,000
— Contingency: 15%
— Survey: 20.0% of Total Acquisition Cost
— Close-out and Other Costs: 25.0% of Total Acquisition Cost
• Total construction costs are based on direct material costs and additional fees associated with
the following:
— Electrical and Communications (as required): 10.0%
— Sewer and Water (as required): 20.0%
— Maintenance of Traffic (MOT): 10.0%
— Mobilization: 15.0%
— Environmental Controls: 25.0%
— Contingencies: 15.0%
• Program mark ups are as follows:
— Engineering, Survey, and Geotech: 10.0%
— Construction Phase Engineering, RPR, Testing: 7.0%
City of Clearwater 4-5
ClearwaterAirpark Layout Plan
4.4 Project Phasing
In addition to project descriptions and cost estimates, the CIP also presents proposed project
phasing. The scheduling of projects in the CIP was developed through consultation with the City
of Clearwater Marine and Aviation Department.
Phasing for CIP projects was categorized as: Short -Term (2020 through 2024), Intermediate -Term
(2025 to 2029) and Long -Term (2030 to 2039). The ultimate timing of projects will be determined
based on actual demand, funding availability, environmental approvals, and the priorities of
tenants or the City of Clearwater.
Figure 4.1 provides a Gantt chart that depicts the sequencing of projects.
City of Clearwater 4-6
ClearwaterAirpark Layout Plan
1 2032 203
ong-Term
2034 2035 2036 2037 2038 2039
21 Install Rotating Beacon
9 Expand Transient Aircraft Parking Area
10 Reconstruct Transient Parking Area
6 Construct New Terminal
7 Expand Existing Vehicle Parking Lot
15 Rehabilitate Rows I & J Taxilanes
16 Reconstruct Bender Aviation Apron
23 Security Upgrades
22 Install New Maintenance Shed
1
12 Rehabilitate Existing TBA Hangar Apron
11 Construct New Hangar and Apron
13 Rehabilitate Row K & Transient Taxilanes
14 Construct New T -Hangar on Row J
18 Reconfigure Aircraft Parking Area
8 Replace Shade Hangars with T -Hangars
17 Rehabilitate Existing T -Hangar Taxilanes
24 Airfield Lighting Update
20 Construct New T -Hangar
----------
—.
19 Construct New Conventional Hangar
2 Construct Blast Pads
3 Property Acquisition (Runway 34)
4 Avigation Easements (Runway 34)
5 Avigation Easements (Runway 16)
1 Relocate Taxiway A6
TBA = Tampa Bay Aviation
Source: RDM International, Inc. (2019); AECOM (2019)
Figure 4.1 Preliminary Phasing Schedule for CR Projects
-�
_t
_t.
-----------
-
City of Clearwater
ClearwaterAirpark Layout Plan
4-7
4.4.1 Short -Term Projects
Project priorities in the short-term (2020 to 2024) include the following:
• Constructing new facilities recommended to accommodate existing demand and/or mitigating
existing operational inefficiencies
• A focus on the rehabilitation and/or reconstruction of key airfield pavements identified in the
2015 FDOT pavement study
Short-term projects are listed in Table 4.1 along with their project number and total estimated
cost. Figure 4.2 shows the location of these projects on the Airport.
Table 4.1 Short -Term Projects and Estimated Costs
21
Install Rotating Beacon
Support
$88,492
9 Expand Transient Aircraft Parking Area2
GA
$126,447
10 Reconstruct Transient Parking Area2
GA
$250,993
6 Construct New Terminal
Terminal $2,408,403
7 Expand Existing Vehicle Parking Lot Terminal $869,180
15 Rehabilitate Rows I & J Taxilanes2 GA $480,392
16 Reconstruct Bender Aviation Apron2 GA $329,961
23 Security Upgrades Support $159,798
Total Short -Term Estimated Costs
$4,713,666
Source: AECOM (2018)
in 2018 dollars
2 cost provided in 2015 FDOT Statewide Airfield Pavement Management Program
Figure 4.2 Short -Term Project Locations
Source: RDM International, Inc. (2019)
City of Clearwater
ClearwaterAirpark Layout Plan
4-8
4.4.2 Intermediate -Term Projects
Project priorities in the intermediate-term (2025 to 2029) include the following:
• A focus on the rehabilitation of existing taxilane
• Reconstruction of the hardstand parking area
• The construction of an additional hangar
Intermediate-term projects are listed in Table 4.2 along with their project number and total
estimated cost. Figure 4.3 shows the location of these projects on the Airport.
Table 4.2 Intermediate -Term Projects and Estimated Costs
22 Install New Maintenance Shed
Support
$163,155
12 Rehabilitate Existing TBA Hangar Apron2
GA
$290,940
11
Construct New Hangar and Apron
GA
$2,097,958
13 Rehabilitate Row K & Transient Taxilanes2
GA
$431,159
14 Construct New T -Hangar on Row J GA $1,428,797
18 Reconfigure Aircraft Parking Area GA $770,174
Total Intermediate -Term Estimated Costs
$5,182,183
Source: AECOM (2018)
in 2018 dollars
2 cost provided in 2015 FDOT Statewide Airfield Pavement Management Program
Figure 4.3 Intermediate -Term Project Locations
Source: RDM International, Inc. (2019)
City of Clearwater
ClearwaterAirpark Layout Plan
4-9
4.4.3 Long -Term Projects
Project priorities in the Tong -term (2030 to 2039) include the following:
• Gaining control of properties within RPZs through property acquisitions/easements
• Constructing blast pads at each runway end
• Mitigating non-standard taxiway configurations
• The construction of an additional T -Hangar and conventional hangar to accommodate
demand
• Replacement of existing Shade Hangars
• Airfield lighting upgrades
Long-term projects are listed in Table 4.3 along with their project number and total estimated cost.
Figure 4.4 shows the location of these projects on the Airport.
Table 4.3 Long -Term Projects and Estimated Costs
8
Replace Shade Hangars with T -Hangars
17 Rehabilitate Existing T -Hangar Taxilanes
GA
GA
$4,684,557
$965,468
24 Airfield Lighting Update
20 Construct New T -Hangar
19 Construct New Conventional Hangar
2 Construct Blast Pads
3 Property Acquisition (Runway 34)
4 Avigation Easements (Runway 34)
5 Avigation Easements (Runway 16)
1 Relocate Taxiway A6
Support
GA
GA
Airfield
Airfield
Airfield
Airfield
Airfield
$371,196
$2,200,662
$2,325,858
$409,462
$106,904
$205,103
$105,053
$382,299
Total Long -Term Estimated Costs
$11,756,562
Source: AECOM (2018)
' in 2018 dollars
. , Clearwater Water
�.;' SystemMaintenance
Clearwater Publie
wefts
w 1��'
The Landings Golf Club
Figure 4.4 Long -Term Project Locations
Source: RDM International, Inc. (2019)
City of Clearwater
Clearwater Airpark Layout Plan
4-10
Section 5.0
CAPITAL IMPROVEMENT
PHASING PLAN
5.1 Introduction
The final chapter of a master plan is intended to provide guidance on what will be required to
demonstrate the airport sponsor's ability to fund the projects in the master plan. A more general
discussion of the funding of medium and long-term projects is more reasonable because of the
uncertainty of future Local and State funding and possible shifts in the overall importance of those
projects in reaction to aviation demand at the airport and changes in the economic climate in a
community. The City's ability to fund the recommended projects is a major consideration in
preparing the Capital Improvement Plan (CIP). The recommended development plan for the
Airport is based on the identification of facility requirements as presented in Working Paper #4.
This section of the Airport Master Plan will address the financial implications of implementing the
improvements proposed to construct the preferred development alternative. In addition, the
potential funding sources; cost of constructing the improvements based upon the Capital
Improvement Plan (C.I.P.) required to construct the improvements.
The proposed funding plan contained in this section assumes the City will continue not using the
FAA's Airport Improvement Program (AIP), moderate annual funding received from the FDOT, and
the growth of the airport's aviation activity, as depicted in the approved forecasts. The intrinsic
value that a well-maintained airport brings to a community or region goes far beyond the day-to-
day operational costs. In other words, the money spent and benefits received in the community
or region by individuals and businesses that use the airport equals or exceeds the expenses,
which are a result of operations at the airport.
While some of the costs required to implement and construct the improvements in the CIP can be
estimated closely based upon recent construction projects undertaken in the recent past, and
revenue projection will be based upon likely funding sources and amounts, it must be understood
that these are estimates. Therefore, there is inherent uncertainty in the development of this
financial plan due to the basis of the assumptions on estimates. Even with this uncertainty, it is
prudent to develop this comprehensive plan to provide an understanding of the variables, and
provide a basis upon which adjustments can be made.
Throughout the construction and development of the airport, a continual assessment of the
financial position of the project must be completed and adjustments made as warranted.
5.2 Airport Development Plan
Future airport development at Airport, as included in this Airport Master Plan Update, covers a 20 -
year planning period. Development items are grouped into three phases:
• Short-term (1-5 years)
• Intermediate-term (6-10 years)
• Long-term (11-20 years)
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The refined development costs contained in this section are based on the proposed improvements
as shown on the Airport Layout Plan, and are included for each item in the financial development
plan. The phasing of projects assists the airport sponsor in budgetary planning for future
construction projects. Table 5.1 outlines the 20 -year financial development plan. The sequence
in which the projects are completed is important, as the ultimate configuration of the Airport will
require numerous projects.
Table 5.1 Financial Development Plan Over 20 Years
21
9
10
6
7
15
23
Install Rotating Beacon
Expand Transient Aircraft Parking Area
Reconstruct Transient Parking Area
Construct New Terminal
Expand Existing Vehicle Parking Lot
Rehabilitate Rows I & J Taxilanes
Security Upgrades
Total Short -Term Development Cost
16
22
12
11
13
14
18
$88,492
$126,447
$250,993
$2,408,403
$869,180
$480,392
$159,798
$4,383,705
$0
$0
$0
$0
$0
$0
$0
$0
$70,794
$101,158
$200,795
$1,204,202
$434,590
$384,314
$127,838
$2,523,691
$17,698
$25,289
$50,199
$1,204,202
$434,590
$96,078
$31,960
$1,860,016
Reconstruct Bender Aviation Apron
Install New Maintenance Shed
Rehabilitate Existing TBA Hangar Apron
Construct New Hangar and Apron
Rehabilitate Row K & Transient Taxilanes
Construct New T -Hangar on Row J
Reconfigure Aircraft Parking Area
Total Intermediate-term Development Cost
$329,961
$163,155
$290,940
$2,097,958
$431,159
$1,428,797
$770,174
$5,512,144
$0
$0
$0
$0
$0
$0
$0
$o
$263,969
$130,524
$232,752
$1,678,366
$344,927
$1,143,038
$616,139
$4,409,715
$65,992
$32,631
$58,188
$419,592
$86,232
$285,759
$154,035
$1,102,429
8
17
24
20
19
2
3
4
5
1
Replace Shade Hangars with T Hangars
Rehabilitate Existing T Hangar Taxilanes
Airfield Lighting Update
Construct New T Hangar
Construct New Conventional Hangar
Construct Blast Pads
Property Acquisition (Runway 34)
Avigation Easements (Runway 34)
Avigation Easements (Runway 16)
Relocate Taxiway A6
Total Long -Term Development Cost
TOTAL DEVELOPMENT COST
$4,684,557
$965,468
$371,196
$2,200,662
$2,325,858
$409,462
$106,904
$205,103
$105,053
$382,299
$11,756,562
$21,652,411
$0
$0
$0
$0
$0
$0
$0
$0
$0
$0
so
$0
$3,747,646
$772,374
$296,957
$1,760,530
1,860,686
$327,570
$85,523
$164,082
$84,042
$305,839
$9,405,249
$16,338,655
$936,911
$193,094
$74,239
$440,132
$465,172
$81,892
$21,381
$41,021
$21,011
$76,460
$2,351,313
$5,313,758
NOTE: All costs are calculated in 2018 dollars. Assumes 80 percent funding by FDOT on all projects excluding terminal area
which is 50 percent FDOT funding.
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5.3 Funding Sources
Probable costs (engineer's opinion costs) for the development plan identified in Working Paper
#4, Facilities Implementation Plan, provides the basis for cost of individual projects. Funding
comes from the State (FDOT) contributions. This section will identify and quantify the expected
sources of capital funds. As previously indicated, FDOT funds represent the majority of expected
capital; however, a number of sources are identified and indicated below.
5.3.1 State Funding Program
The FDOT provides most of the funding for capital improvement projects at the Airport. Airport
Revenue Diversion Pursuant to the Airport Revenue Protection Act of 1996, by accepting federal
or state financial grants or property transfers, the airport agrees to abide by certain binding
contractual obligations (i.e., signing a contract with a federal or state government where the
government provides the funding and the recipient agrees to follow certain rules). One of those
rules specifies that all airport -generated revenues should be spent at the airport.
According FDOT Airport Project Funding for:
• General Aviation: "Pursuant to Section 332.003 — 332.007, FS, FDOT may provide up to 80
percent of the local share of general aviation airport project costs,"
• Economic Development: Pursuant to Section 332.003 — 332.007, FS, FDOT may provide
up to 50 percent of the costs to build on -airport revenue-producing capital improvements. One
example of an economic development project is industrial park facilities at a general aviation
airport.
• Strategic Airport Investment: Projects Pursuant to Section 332.007, FS, FDOT may provide
up to 100 percent funding for commercial and general aviation airport projects that meet the
following criteria:
- Provide important access and on -airport capacity improvements,
- Provide capital improvements to strategically position the state to maximize opportunities
in international trade, logistics, and the aviation industry,
- Achieve state goals of an integrated intermodal transportation system, and
- Demonstrate the feasibility and availability of matching funds through federal, local, or
private partners.
• Statewide Project Funding: Pursuant to Section 332.007(1), FS, FDOT is authorized to
receive federal grants for these statewide projects when no local sponsor is available.
Pursuant to Section 332,007(6) (d), FS, FDOT may provide up to 100 percent of project cost
if that project is statewide in scope or involves more than one county where no other
governmental entity or appropriate jurisdiction exists.
• Other Airport Project Funding Resources: In addition to the FDOT Aviation Grant Program,
airports in the state have other project funding resources. These may or may not be applicable
to Clearwater Airpark.
- Rural Economic Development Initiative: Pursuant to Section 288.0656 (2), FS, a county
or community seeking funding through the Rural Economic Development Initiative must
meet two qualifications. First, the county or community must meet the statutory definition
of "rural" noted in Section 288.0656 (2) (e), FS, to be eligible for a waiver or reduction of
City of Clearwater 5-3
Clearwater Airpark Layout Plan
match requirements. Second, the eligible county or community must also have three or
more of the "economic distress" conditions identified in Section 288.0656 (2) (c), FS.
- State Infrastructure Bank: Pursuant to Section 339.55, FS, the State Infrastructure Bank
(SIB) is a revolving loan and credit enhancement program consisting of two separate
accounts and is used to leverage funds to improve project feasibility. The SIB can provide
loans and other assistance to public or private entities carrying out or proposing to carry
out projects eligible for assistance under federal and state law. The SIB cannot provide
assistance in the form of a grant.
- Strategic Intermodal System: Pursuant to Section 339.61, FS, the Strategic Intermodal
System (SIS) marks a fundamental shift in the way Florida views the development of and
investment in its transportation system. The SIS is composed of transportation facilities
and services of statewide and interregional significance. It represents an effort to link
Florida's transportation policies and investments to the state's economic development
strategy, in keeping with the Governor's strategic imperative of diversifying Florida's
economy.
- Transportation Regional Incentive Program: Pursuant to Section 339.2819, FS, the
Transportation Regional Incentive Program (TRIP) was created to provide an incentive for
regional planning, to leverage investments in regionally significant transportation facilities
(roads and public transportation) created pursuant to Section 339.155, FS, and Zink
investments to growth management objectives. TRIP was created with the intent of
funding projects that will generate additional capacity through growth in the transportation
program. All proposed projects will be evaluated in light of this policy.
Each year, the FDOT ACIP program allocates millions of dollars to match federal grants. As
airport sponsors receive a federal grant, they apply to the state for the matching funds.
Additionally, some direct or "state only" grants (when the FAA is not participating in the funding)
may be available to a sponsor for eligible projects. Historically, FDOT has funded approximately
90 percent of eligible projects, leaving the remaining 10 percent to be funded by the sponsor.
Eligible Applicants - The state, city, town, county, district, authority or other political subdivisions
of the state, which owns and operates an airport(s), open to the public on a non-discriminatory
basis, is eligible for assistance under the Loan Program. Eligible airports must be identified in the
FDOT State Airports System Plan dated February 2012 (or most current version).
Eligible Projects - Typical eligible projects included airport related construction projects for
runways, taxiways, aircraft parking ramps, aircraft storage facilities (hangars), fueling facilities,
general aviation terminal buildings or pilot lounges, utility services (power, water, sewer, etc.) to
the airport runway or taxiway lighting, approach aids (electronic or visual), ramp lighting, airport
fencing, airport drainage, land acquisition, planning studies, and under certain conditions, the
preparation of plans and specifications for airport construction projects. In addition, projects not
eligible for funding under other programs and those designed to improve the airport self-
sufficiency, may also be considered.
5.3.2 Local Funding
Airport Rates and Charges - FAA Order 5190.6B, FAA Airport Compliance Manual, provides
comprehensive guidance on the legal requirement that airport fees be fair, reasonable, and not
unjustly discriminatory. The objective of the policy is to provide guidance to airports in establishing
rates and charges that will help the airport work towards financial sustainability.
Several revenue generating activities that the City is already doing at the Airport will continue to
enhance revenues at the airport, these include:
City of Clearwater 5-4
ClearwaterAirpark Layout Plan
• Aircraft hangar/T hangar/shade rentals
• Aircraft tie -down rental
• Fuel sale mark-up
The City should continue to monitor the current rates and charges to ensure they are remaining
competitive with other airports in the region and state. Other more conventional methods of
securing funding and financing alternatives the City could consider include:
Bank Financing - Some airport sponsors use bank financing as a means of funding airport
development. Generally, two conditions are required; first, the sponsor must show the ability to
repay the loan plus interest, and second, capital improvements must be less than the value of the
present facility or some other collateral used to secure the loan. These are standard conditions
which are applied to almost all bank loan transactions.
General Obligation Bonds - General Obligation bonds (GO) are a common form of municipal
bonds whose payment is secured by the full faith credit and taxing authority of the issuing agency.
GO bonds are instruments of credit and because of the community guarantee, reduce the
available debt level of the sponsoring community. This type of bond uses tax revenues to retire
debt and the key element becomes the approval of the voters to a tax levy to support airport
development. If approved, GO bonds are typically issued at a lower interest rate than other types
of bonds.
Force Accounts, In-kind Service, and Donations - Depending on the capabilities of the
Sponsor, the use of force accounts, in-kind service, or donations may be approved by the FAA for
the Sponsor to provide their share of the eligible project costs. An example of force accounts
would be the use of heavy machinery and operators for earthmoving and site preparation of
runways or taxiways, the installation of fencing, or the construction of improvements to access
roads. In-kind service may include surveying, engineering, or other services. Donations may
include land or materials such as gravel or water needed for the project. The values of these
items must be verified and approved by the FAA prior to initiation of the project.
Third -Party Support - Several types of funding fall into this category. For example, individuals
or interested organizations may contribute portions of the required development funds (pilot
associations, economic development associations, Chambers of Commerce, etc.). Although not
a common means of airport financing, the role of private financial contributions not only increases
the financial support of the project, but also stimulates moral support to airport development from
local communities. For example, private developers may be persuaded to invest in hangar
development. A suggestion would be for the City to authorize long-term leases to individuals
interested in constructing a hangar on airport property. This arrangement generates revenue from
the airport, stimulates airport activity, and minimizes the sponsor's capital investment
requirements. Another method of third -party support involves permitting the fixed base operator
(FBO) to construct and monitor facilities on property leased from the airport. Terms of the lease
generally include a fixed amount plus a percentage of revenues and a fuel flowage fee. The
advantage to this arrangement is that it lowers the sponsor's development costs, a large portion
of which is building construction and maintenance.
The airport funds some or all of the cost of capital projects by generating revenue from tenants,
users and other sources. These airport funds can come from annual surplus, reserves, or
borrowing. While capital projects are usually funded from variety of sources, in the end, airport
contributed funds have a role in almost all projects, particularly as seed money to initiate projects
and to provide the match of FAA funds.
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ClearwaterAirpark Layout Plan
5.4 Pavement Maintenance Plan
Periodic maintenance is necessary to prolong the useful life of the airport pavements. The effects
of weather, oxidation, and usage cause the pavement to deteriorate. The accumulation of
moisture in the pavement causes heaving and cracking, and is one of the greatest causes of
pavement distress. The sun's ultraviolet rays oxidize and break down the asphalt binder in the
pavement mix, which in turn accelerates raveling and erosion and can reduce asphalt thickness.
The appropriate pavement maintenance will minimize the effects of weather damage and
oxidation. Crack sealing is performed to keep moisture from accumulating inside and underneath
the pavement and should be done at least every five years prior to fog sealing or overlaying the
pavements. Fog seals, slurry seals, and coal tar emulsion (fuel resistant) seals are spread over
the entire paved area to replenish the binder lost through aggregate to increase the friction
coefficient of the pavement. Asphalt overlays are performed near the end of the useful life of the
pavement. A layer of new asphalt is placed over the existing pavement to renew the life of the
pavement and to recover lost strength due to deterioration. Unless specially designed, the overlay
is not intended to increase the weight bearing capacity of the pavement. Overlays may be
supplemented with a porous friction course of grooving to increase friction and minimize
hydroplaning. Remarking of the pavement is required following a fog seal or overlay.
The recommended pavement maintenance cycle time frames are listed below in Table 5.2. It
should be noted that the time frames are recommendations only. Actual pavement deterioration
will be affected by use of the Airport and weather exposure. Maintenance actions should be
scheduled as necessary through close monitoring and inspection of the pavements.
Table 5.2 Pavement Maintenance Schedule
Frames Crack Seal Pavement
Crack Seal, Seal Coat, and Remark Pavements
3 - 8 years
Overlay Pavements
15 - 18 years
Seal Concrete Joints
6 - 8 years
Source: FDOT, 2015
5.5 Financial Plan Recommendations
The ultimate goal of any airport should be the capability to support its own operation and
development through airport generated revenues. Unfortunately, few airports similar in size to
the Clearwater Airpark are able to do this. For example, it is difficult to financially break even
when the fees received from hangar rentals and fuel sales will not adequately amortize the cost
of construction projects. The City of Clearwater should consider implementing additional airport
sources of revenue.
5.5.1 Airport Revenue Opportunities
Airport revenues are generally produced from the use of land leases, user fees, and property
taxes generated from on -airport improvements. Examples of airport revenue generators include:
Land Leases - Property on the airport that is not devoted to airfield use, vehicle parking, or
contained within areas required to be cleared of structures may be leased to individual airport
users or aviation related businesses. Typically, the individual is provided a Tong -term lease on
which to construct a hangar, business, or other facility. At the termination of the lease, the lessee
has the option to renew the lease, sell or lease the buildings, or to remove the buildings.
City of Clearwater 5-6
Clearwater Airpark Layout Plan
Hangar Leases - Hangars on the airport owned by the airport sponsor can be leased to private
aircraft operators or businesses. Typically, as with land leases, the individual or business is
provided a long-term lease of the hangar. At the termination of the lease, the lessee has the
option to renew the lease or cease use of the hangar.
Tie -Down Fees - A fee is typically established for the use of fixed ramp tie -downs on paved apron
areas. The fees are usually established on a monthly or annual basis for based aircraft and on
an overnight basis for transient aircraft.
Airport Usage Fee - This fee is typically imposed on charter aircraft and can be waived if the
operator purchases a minimum amount of fuel.
Commercial Activity Fee - This fee is typically imposed on commercial activities operating "for
profit" at the airport. Typical commercial activities may include fixed base operators, testing and
training, maintenance services, and retail or other goods and services which may be provided at
the airport.
Non -Aeronautical Revenue Generating - This fee is imposed on leases of land/buildings that
are allocated as airport property but do not have access and/or use for aeronautical activities (i.e.
non- aeronautical use). The fee for these areas must be setup at fair market value and all revenue
generated from these leases must remain within the airport fund.
In accordance with Florida State Grant Assurances, all revenues generated by the airport must
be expended by the airport for the capital or operating costs of the airport.
5.6 Airport Development Recommendations
Based on the findings of the planning process, the following recommendations are provided for
the City to consider for development the airport to meet the needs of the community:
• The City has the unique challenge of many airports of not having considerable excess land
that can be used for aviation related purposes. Over the long-term, the City should continue
looking for non -aeronautical development opportunities on the land that has been designated
for such activities on the ALP.
• Locations for additional corporate hangars and T hangars have been identified in ALP drawing
set. The investment in additional hangars will make the airport more competitive with other
airports in the region and will provide the airport will additional revenue.
• Continued monitoring of the airport's financial status is necessary in order to adapt and adjust
to changing conditions.
5.7 Continuous Planning Process
Airport planning is a continuous process that does not end with the completion of a major capital
project. The fundamental issues upon which these airport master plans are based are expected
to remain valid for several years; however, several variables such as annual aircraft operations
and socioeconomic conditions, are likely to change over time. The continuous planning process
necessitates that the Airport consistently monitor the progress of the airport in terms of growth in
based aircraft and annual operations, as this growth is critical to the exact timing and need for
new airport facilities as recommended within the Airport Master Plan. The information obtained
from this monitoring process will provide the data necessary to determine if the development
schedule should be accelerated, decelerated, or maintained as scheduled.
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Periodic updates of the Airport Layout Plan, Capital Improvement Plan, and Airport Master Pian
are recommended to document physical changes to the Airport, review changes in aviation activity
and to update improvement plans for the Airport. The primary goal of the airport master planning
effort is to develop a safe and efficient airport that will meet the demands of its aviation users and
stimulate economic development for airport. The continuous airport planning process is a
valuable tool in achieving the strategic plans and goals for the Airport.
5.8 Conclusion
This Section has laid out the recommended capital improvement projects and their financial
implications for improving the Airport over the 20 -year planning period. A total of 24 CIP projects
have been identified (Table 5.1), which are all programmed within the 20 -year planning period.
This Airport Master Plan has documented the existing and anticipated aviation demand based on
existing conditions, as well as provided a practical and implementable development plan based
on input and guidance from the City of Clearwater and FDOT.
This financial analysis is based on the continuation of FDOT funding at the current levels, which
average at $600,000/year. However, there is competition for FDOT funds, so the Airport will need
to aggressively communicate its CIP needs to the FDOT and other relevant agencies as
opportunities arise.
Based on the assumptions and the financial analysis presented herein, the development plan
presented on the ALP along with the Capital Improvement Plan (CIP) is considered feasible, and
the airport should be able to construct the necessary aviation facilities, as recommended herein.
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