Transportation Policy and Funding: Historical and Emerging Trends
Utah Continuous Airport System Plan
2. Utah’s Division of Aeronautics
UDOT’s Division of Aeronautics is responsible for oversee- The Federal Aviation Administration
ing aviation issues in Utah and works closely with airport classifies airports into two types
sponsors and managers to ensure that each airport func- Commercial and General Aviation. To
tions as an integral part of the statewide system of airports. better evaluate airports in the context
of the needs of the State of Utah, the
Utah Continuous Airport System Plan
Mission and Role: (UCASP) developed five airport clas-
sifications based on activities served,
• Administer all state funding for public-use airport capital economic indicators, facilities, accessi-
project construction and maintenance. bility to the public, and demographics.
• Disburse aviation fuel tax revenues back to airports where
fuel was purchased. For those airports classified by the FAA
as Commercial Airports, the UCASP
• Operate a small fleet of aircraft to serve state elected classified them as:
officials and employees who travel around the state and
to neighboring states for official business. International Airport: SLC
• Maintain its own agency aircraft and aircraft operated by International provides essential
other state agencies. national and international com-
mercial airline access.
• Operate and maintain state-owned air navigation aids.
• Promote the growth and development of aviation at all National Airports: Accommodate
levels throughout Utah. a high level of commercial service
and general aviation activity and
serve major population centers or
tourism destinations in the state.
Purpose of the Utah Continuous
Airport System Plan For those airports classified by the
FAA as General Aviation, the UCASP
classified them as:
• Determine which system airports are most essential to
Utah’s transportation needs and economic objectives General Aviation Regional
Airports: Serve primarily general
• Identify projects which have the greatest potential to aviation activity, including jet and
improve the performance of Utah’s airport system multi-engine aircraft and provide
access to major population
• Demonstrate how investment improves the performance centers.
of the Utah airport system relative to established perfor-
mance measures General Aviation Community
Airports: Provide aviation access
to smaller population centers
and are used for emergency air
medical operations, business,
recreational, and personal flying
activities.
General Aviation Local Airports:
Have local importance, primarily
serving recreational and personal
flying activities.
1
3. System Plan Airport Classifications
UCASP Roles
International Airports
Cache National Airports
Logan-Cache GA Regional Airports
Rich
Brigham City Municipal GA Community Airports
Box Elder
GA Local Airports
Weber
Ogden-Hinckley Municipal
Morgan
Morgan County
Davis Manila Dutch
Skypark Summit Daggett John
Wendover Salt Lake City Intl
Salt
Salt Lake City Municipal 2
Lake
Tooele Tooele Valley
Heber City Municipal Vernal
Duchesne
Wasatch
Roosevelt Municipal
Jake Garn Provo Municipal
Spanish Fork-Springville Duchesne Municipal
Utah
Uintah
Juab
Nephi Municipal Carbon
Price-Carbon County
Mount Pleasant
Sanpete
Delta Municipal Huntington Municipal
Manti-Ephraim
Grand
Millard
Fillmore Green River
Salina-Gunnison Emery
Richfield Municipal
Sevier
Moab-Canyonlands Field
Beaver
Milford Municipal Piute Wayne Wonderland Hanksville
Beaver Municipal
Junction Wayne
San Juan
Iron Garfield
Panguitch Municipal Monticello
Parowan
Escalante Municipal
Cedar City Regional Bryce Canyon Blanding Municipal
Bullfrog Basin
Halls Crossing
Washington
Kane
Bluff
Hurricane
St George Municipal Kanab Municipal
2
4. Economic Impact (Benefit) of Airports
Utah’s airports not only support econoMic iMpact of Utah’s aiRpoRts
essential transportation services
but have a very important role General Aviation Airports
in the statewide and local
economies. While Salt Lake City Employment 3,673 jobs
International Airport provides the Payroll $96.67 million
greatest economic benefit, the
Economic Output $274.28 million
National, Regional, Community
and Local airports need to be
Utah’s Commercial Service Airports*
recognized as well. The 2004
Utah Airports Economic Impact Employment 1,425 jobs
Study determined that the state’s
airports (excluding Salt Lake City
Payroll $36.59 million
International) provided 5,098 Economic Output $64.88 million
full-time equivalent jobs with an
annual payroll of over $133 mil- SLC International
lion. The total annual economic
output of these airports (which Employment 101,257 jobs
includes the goods and services Payroll $2.70 billion
related to aviation) is over $339
million. Excluding Salt Lake City
Economic Output $5.34 billion
International, in 2004, 27 of the
*Excludes SLC International
airports had an economic output Source: Economic Impact of Utah’s Airports, Executive Summary, UDOT, 2004
of $1 million or greater.
Utah is home to a number of US military facilities, and the Salt Lake City
Municipal 2 Airport houses a National Guard Unit. Many of the state’s airports
also accommodate transient military training aircraft and exercises. The eco-
nomic effects of these activities have been included above. While it was not
included in the 2004 Utah Airports Economic Impact Study, Hill Air Force Base
in Ogden was estimated at that time to employ over 22,000 personnel (military
and civilian) and added $2.1 billion to Utah’s economy.
The Utah system of airports provides facilities and services in support of sev-
eral aeronautical manufacturing companies. The companies include: Adam
Aircraft, Spectrum Aeronautical and Williams International. Adam Aircraft
and Spectrum Aeronautical are both in the process of developing and
producing next generation business aircraft powered by engines
developed by Williams International. These new aircraft are projected
to significantly lower the acquisition and operating costs of business
U.S. Air Force photo/
Alex R. Lloyd
aircraft. These lower costs will enable greater numbers of people to
efficiently travel via general aviation business aircraft.
3
5. Financial Needs to Maintain & Improve Airports
The UCASP identifies in detail system airport projects that are recommended 2007 – 2027 estiMated
over the next 20 years. These capital improvement projects first and foremost
developMent costs by
involve preservation of pavement and other elements of Utah’s airport system.
aiRpoRt classification
Improvements that are suggested include runway extensions or widening at 13
airports, new navigational aids, modern lighting, additional aircraft storage and
improved taxiways. These improvements will help bring the Utah airport system International Airports
into compliance with FAA and state guidelines, support economic development
goals, and meet critical business needs.
$200.63 million
Over the next 20 years, more than $752 million is needed to maintain the
existing system’s infrastructure and implement new essential improvements. National Airports
The approximate annual average cost to raise the level of performance of
airports throughout Utah excluding Salt Lake International would be at least $210.78 million
$26.6 million. Historically, when federal, state, and local funding sources are
all considered, each year an average of approximately $17 million has been
invested in the Utah airport system, excluding Salt Lake International. This
average annual amount is approximately $9.6 million below the average annual Regional Airports
amount identified for airport maintenance and improvements. Based on historic
funding levels, a total estimated funding shortfall over the next 20 years of $193 $245.58 million
million could be expected.
Over the last five years approximately 40% of all federal airport improve- Community Airports
ment funds were allocated to the improvement of the states general aviation
airports. The remaining 60% was primarily allocated for improvements at SLC $65.03 million
International with the St. George and Cedar City airports also receiving a portion
for airport improvements.
The Utah Division of Aeronautics administers state programs for funding airport Local Airports
planning, construction, and maintenance projects. The primary source of fund-
ing utilized by the Division is generated by aviation fuel taxes and registration $30.19 million
fees on aircraft based in Utah. The revenue generated from these taxes and
fees are deposited into a restricted account from which funds are appropriated
annually by the Utah Legislature. The state appropriation for airport improve-
Total System
ments has averaged approximately $2.3 million annually over the last five years.
$752.20 million
6. Evaluation of System Needs
Utah’s system of airports provides With an understanding of the existing aviation infrastructure in Utah, the
excellent coverage and access to the anticipated demand for growth, and the roles airports within Utah serve, an
state’s population and employment analysis of how the system is performing is necessary to evaluate future needs.
centers. The analysis determines where changes in the system are needed to improve
performance by considering:
• Over 95% of Utah’s population has
adequate access to commercial • The adequacy of the current airport sytem
service airports • Deficiencies of the current airport system
• Nearly all (99.7%) of Utah’s • Surpluses or duplication of service within the airport system
population is within a 30-minute
drive time of a system airport
Airport Classifications
• Approximately 90% of Utah’s (30-Minute Drive Times)
population is within 30 minutes
drive time of an airport capable of International
serving business jets National
• Over 99% of Utah’s employment is GA Regional
within a 30-minute drive time of a
system airport GA Community
• More than 95% of Utah’s popula- GA Local
tion is within a 30-minute drive
time of an airport with an instru-
ment approach procedure
• Nearly 100% of the state’s regis-
tered pilots are within a 30-minute
drive time of a system airport
Employment within 30-Minute Drive
Times of Airport by Classification
International 1,260,340 (53.2%)
National 105,379 (4.4%)
GA Regional 2,278,741 (96.3%)
GA Community 187,526 (7.9%)
GA Local 115,584 (4.9%)
Utah Employment
2,359,060 (99.7%)
Coverage
Land Area within 30-Minute Drive
Times of Airports by Classification
Square Miles
International 1,314 (1.6%)
National 1,643 (2.0%)
Regional 12,322 (15.0%)
Community 8,214 (10.0%)
Local 2,464 (3.0%)
Total 25,957 (31.6%)
5
7. Recommended System & Criteria
Ucasp MiniMUM facility and seRvice obJectives
General Aviation General Aviation General Aviation
National Airports Regional Airports Community Airports Local Airports
Airport Reference
C-III or Design Aircraft C-II or Greater B-II or Greater A-I
Code (ARC)
Accommodate 75% of large Accommodate 75% of large Accommodate 75%
Runway Length: Maintain Existing
aircraft at 90% useful load aircraft at 60% useful load of small airplanes
Runway Width: To Meet ARC To Meet ARC Minimum 75’ Maintain Existing
Single-wheel gear – 60,000 Single-wheel gear – 30,000
Runway Single-wheel gear Single-wheel gear
lbs. or equivalent for dual lbs. or equivalent for dual
Strength: – 12,500 lbs. – 12,500 lbs.
wheel wheel
Turnarounds & Connector and/or
Taxiway: Full Parallel Partial Parallel
Connectors Turnarounds
Navigational Non-Precision Straight-In Non-Precision
Precision Approach NA
Aids: Approach Approach
Visual Aids: MALSR, GVGIs GVGIs, REILs GVGIs, REILs NA
MIRL, Beacon, Reflectors or LIRL,
Lighting: MIRL, Beacon, Windsock MIRL, Beacon, Windsock
Windsock Beacon, Windsock
Weather: Automated Weather Automated Weather Automated Weather NA
• Phone • Phone • Phone • Phone
• Restrooms • Restrooms • Restrooms • Restrooms
• FBO – Full service • FBO – Limited service • FBO – Limited • Perimeter fencing
• Maintenance facilities & • Maintenance facilities service
Services:
hangar 5,000 sq. ft – Limited service • On-site courtesy
• On-site rental car • On-site courtesy car car
• Perimeter fencing, • Perimeter fencing • Perimeter fencing
controlled access
• Modern terminal • Terminal with appropriate • Pilots lounge • Pilots lounge
• Hangars – 75% of based facilities • Hangars – 50% of • Auto Parking
fleet & 25% of overnight • Hangars – 60% of based based fleet & 25% – Equal to number
aircraft fleet & 25% of overnight of overnight aircraft of based aircraft
• Apron – 25% of based aircraft • Apron – 50% of
Facilities:
fleet & 75% for transient • Apron – 40% of based based fleet & 25%
• Auto Parking – Per master fleet & 50% for transient for transient
plan • Auto Parking – Equal to • Auto Parking
33% of based aircraft – Equal to number
of based aircraft
International Airport: UDOA will work with SLC to identify facility and service objectives that are consistent with
FAA, UDOA, and SLC facility needs
6
8. Recommended System & Criteria
An evaluation was made of how well the state’s airports met minimum facility and service objectives for
airports of each classification. The following tables identify the number and percent of airports meeting
minimum facility and service objectives now and in the future with recommended improvements.
National Airports National Airports to Meet
Meeting Objective Objective with Recommended
Airport Criteria National Airports Objective in 2006 Improvements
ARC C-III or Design Aircraft (1 of 2) 50% (2 of 2) 100%
UCASP MINIMUM FACILITy AND SERVICE OBjECTIVES
Accommodate 75% of large aircraft at 90%
Runway Length (1 of 2) 50% (2 of 2) 100%
NatioNal airports
useful load
Runway Width To Meet ARC (1 of 2) 50% (2 of 2) 100%
Single-wheel gear – 60,000 lbs. or equivalent
Runway Strength (1 of 2) 50% (2 of 2) 100%
for dual wheel
Taxiway Full Parallel (1 of 2) 50% (2 of 2) 100%
Navigational Aid Precision Approach (0 of 2) 0% (2 of 2) 100%
Visual Aids MALSR, GVGIs (0 of 2) 0% (2 of 2) 100%
Lighting MIRL, Beacon, Windsock (2 of 2) 100% (2 of 2) 100%
Weather Automated Weather Reporting (2 of 2) 100% (2 of 2) 100%
Phone Phone (2 of 2) 100% (2 of 2) 100%
Restrooms Restrooms (2 of 2) 100% (2 of 2) 100%
FBO Fuel Full Service (2 of 2) 100% (2 of 2) 100%
Maintenance Facilities/
5,000 sq. foot hangar (2 of 2) 100% (2 of 2) 100%
Hangar
Ground Transportation On-site Rental Car (1 of 2) 50% (2 of 2) 100%
Fencing Perimeter Fencing, Controlled Access (2 of 2) 100% (2 of 2) 100%
Terminal Modern Terminal (1 of 2) 50% (2 of 2) 100%
Hangars 75% of Based Fleet & 25% of overnight aircraft (2 of 2) 100% (2 of 2) 100%
Apron 25% of based fleet & 75% for transient (1 of 2) 50% (2 of 2) 100%
Auto Parking As per Master Plan (2 of 2) 100% (2 of 2) 100%
Regional Airports Regional Airports to Meet
Meeting Objective Objective with Recommended
Airport Criteria Regional Airports Objective in 2006 Improvements
ARC C-II or Greater (6 of 18) 33% (15 of 18) 83%
Accommodate 75% of large aircraft at 60%
UCASP MINIMUM FACILITy AND SERVICE OBjECTIVES
Runway Length (7 of 18) 39% (15 of 18) 83%
useful load
Runway Width To Meet ARC (16 of 18) 89% (17 of 18) 94%
regioNal airports
Single-wheel gear – 30,000 lbs. or equivalent
Runway Strength (9 of 18) 50% (15 of 18) 83%
for dual wheel
Taxiway Partial Parallel (14 of 18) 78% (17 of 18) 94%
Navigational Aid Non-Precision Straight-In Approach (12 of 18) 67% (14 of 18) 78%
Visual Aids GVGIs, REILs (12 of 18) 67% (16 of 18) 89%
Lighting MIRL, Beacon, Windsock (15 of 18) 83% (16 of 18) 89%
Weather Automated Weather (13 of 18) 72% (16 of 18) 89%
Phone Phone (17 of 18) 94% (18 of 18) 100%
Restrooms Restrooms (17 of 18) 94% (18 of 18) 100%
Fixed Base Operator Limited Service (17 of 18) 94% (18 of 18) 100%
Maintenance Facilities/
Limited Service (15 of 18) 83% (18 of 18) 100%
Hangar
Ground Transportation On-site Courtesy Car (14 of 18) 78% (18 of 18) 100%
Fencing Perimeter Fencing (7 of 18) 39% (18 of 18) 100%
Terminal Terminal with Appropriate Facilities (17 of 18) 94% (18 of 18) 100%
Hangars 60% of Based Fleet & 25% of overnight aircraft (14 of 18) 78% (18 of 18) 100%
Apron 40% of based fleet & 50% for transient (11 of 18) 61% (18 of 18) 100%
Auto Parking Equal to 33% of based aircraft (12 of 18) 67% (18 of 18) 100%
7
9. Community Airports to Meet
Community Airports Meeting Objective with Recommended
Airport Criteria Community Airports Objective Objective in 2006 Improvements
ARC B-II or Greater (13 of 14) 93% (14 of 14) 100%
UCASP MINIMUM FACILITy AND SERVICE OBjECTIVES
CommuNity airports
Accommodate 75% of small
Runway Length (11 of 14) 79% (14 of 14) 100%
airplanes
Runway Width Minimum 75’ (12 of 14) 86% (14 of 14) 100%
Runway Strength Single-wheel gear – 12,500 lbs. (12 of 14) 86% (14 of 14) 100%
Taxiway Turnarounds & Connectors (9 of 14) 64% (14 of 14) 100%
Navigational Aid Non-Precision Approach (4 of 14) 29% (14 of 14) 100%
Visual Aids GVGIs, REILs (9 of 14) 64% (14 of 14) 100%
Lighting MIRL, Beacon, Windsock (13 of 14) 92% (14 of 14) 100%
Phone Phone (12 of 14) 86% (14 of 14) 100%
Restrooms Restrooms (12 of 14) 86% (14 of 14) 100%
Fixed Base Operator Limited Service (8 of 14) 57% (14 of 14) 100%
Ground
On-site Courtesy Car (4 of 14) 29% (14 of 14) 100%
Transportation
Fencing Perimeter Fencing (4 of 14) 29% (14 of 14) 100%
Terminal Pilots’ Lounge (11 of 14) 79% (14 of 14) 100%
50% of Based Fleet & 25% of
Hangars (11 of 14) 79% (14 of 14) 100%
overnight aircraft
50% of based fleet & 25% for
Apron (13 of 14) 92% (14 of 14) 100%
transient
Equal to number of based
Auto Parking (9 of 14) 64% (14 of 14) 100%
aircraft
Percent of Local Airports Percent of Local Airports to
UCASP MINIMUM FACILITy AND SERVICE OBjECTIVES
Airport Criteria Local Airports Objective Meeting Objective in 2007 Meet Objective in Future
ARC A-I (12 of 12) 100% (12 of 12) 100%
loCal airports
Runway Length Maintain Existing n/a n/a n/a n/a
Runway Width Maintain Existing n/a n/a n/a n/a
Runway Strength Single-wheel gear – 12,500 lbs. (11 of 12) 92% (12 of 12) 100%
Taxiway Connector and/or Turnarounds (12 of 12) 100% (12 of 12) 100%
Lighting Reflectors or LIRL, Beacon, Windsock (8 of 12) 67% (12 of 12) 100%
Phone Phone (5 of 12) 42% (12 of 12) 100%
Restrooms Restrooms (6 of 12) 50% (12 of 12) 100%
Fencing Perimeter Fencing (4 of 12) 33% (12 of 12) 100%
Terminal Pilots’ Lounge (3 of 12) 25% (12 of 12) 100%
Auto Parking Auto Parking (12 of 12) 100% (12 of 12) 100%
8
11. System Goals and Target Objectives
The state’s long-range aviation planning efforts are guided by
UDOT’s mission and four strategic goals, which are:
Take Care of What
We Have:
• Pavement Preservation
Make the System
Work Better:
• Improvements to Accommodate
jet Traffic
• Improvements to Accommodate
Very Light jets (VLj)
• Improvements to Accommodate
Emergency Medical Aircraft
Improve Safety:
• Improvements to Runway/
Taxiway Dimensions
• Improved Lighting, Weather
Reporting, Visual Aids
• Develop New and Improved
Instrument Approach Procedures
Increase Capacity:
• Promote Compatible Land Use
Planning
• Increase Hangar and Apron
Space in Areas of High Demand
10
12. Aviation Demand, Activity and Forecasts
One of the first steps in analyzing an airport system’s needs is to evaluate the existing conditions, as well as
projected demand for aviation. Utah’s 47 airports were home to over 2,300 based aircraft in 2006. These
aircraft, as well as others that travel to Utah for both commercial and general aviation purposes, conducted
over 1.4 million operations. The state’s commercial service airports served more than 10.9 million people
who boarded airlines in Utah in 2006.
national tRends inflUencing aviation deMand in Utah:
• The ability of the legacy carriers to • Changes in regulation and funding • The degree to which higher aircraft
effectively compete with the low of the Federal Essential Air Service operating costs and potential user
cost carriers through further reduc- (EAS) program that could directly fees and taxes reduce general
tions in non-fuel operating costs, impact scheduled commercial air aviation recreational and business
achievement of a fuel efficient fleet, service at the Vernal, Moab and flying.
and a route system that empha- Cedar City airports.
sizes the highest yield in profitable
• The extent to which corporate
markets.
aviation embraces micro jets or very
• A shift in the U.S. away from larger light jets (VLjs) and utilizes point-to-
jets to regional jets (Rj) and greater point air service using these aircraft.
use of Rjs with 70 or more seats.
11
13. Regional factoRs and tRends inflUencing aviation deMand in Utah:
• Transportation Improvements: have experienced increased activ- greatest population increase in
Planned surface transportation ity from oil and gas exploration. Utah, adding over 328,000 addi-
improvements will impact the tional residents by 2025.
• Retirements/Second Homes:
state’s overall transportation
As increasing numbers of “baby
infrastructure and could result in
boomers” retire, development of
changes in demand for aviation
retirement and second homes
facilities and services. In addition,
is increasing nationwide. Utah’s
these improvements may increase
mountainous areas east of Salt
the accessibility of certain airports,
Lake and the St. George area
making them more attractive to
have experienced increased home
airport users, particularly in the
development in part from retire-
Wasatch Front and St. George
ment and second homes. This
areas.
activity has increased demand
• Tourism: Tourism plays a sig- for aviation services at the Salt
nificant role in Utah’s economic Lake City International, Heber, St.
health. While much of the tourism George and Hurricane airports.
takes place in six of Utah’s urban Future development of retirement
counties, many rural communities and second homes is expected
in Utah are extremely dependent to increase demand at several
on tourism dollars. Tourism domi- additional airports including
nates the economies of counties Ogden-Hinckley, Kanab, Cedar
in the northeast and southeast City, and Beaver. • Employment Growth: Utah’s
regions of the state, comprising a employment growth is forecast
• Population Growth: Population
significant portion of the counties’ to mirror population growth with
growth in Utah is projected to
employment and economic activity. the largest growth occurring in
occur primarily in established cities
the northern and southwestern
• Oil/Gas: Increasing energy and towns along the I-15 corridor.
portions of the state. Salt Lake
costs have boosted oil and gas The highest growth rates are
County is projected to experience
exploration and interest in oil shale, projected to occur in the Wasatch
the greatest overall increase in
particularly in eastern Utah. Should Front region and southwest area of
employment, adding over 320,000
they become feasible energy the state. Airports located in these
new jobs by 2025.
sources, oil shale deposits could regions are more likely to experi-
significantly increase demand for ence higher levels of demand for
aviation services in the region. The aviation services. Salt Lake County
Vernal, Price and Richfield airports is projected to experience the
12
14. Aviation Demand, Activity and Forecasts
top 10 aiRpoRts Ranked by 2006 total opeRations
Percent of
Total General Total General
Total Aviation Aviation
Airport Operations Operations Operations
1 Salt Lake City International 419,488 66,324 6.9%
2 Provo Municipal 159,793 156,868 16.2%
3 Ogden-Hinckley Municipal 116,116 115,076 11.9%
4 Logan-Cache 80,450 79,600 8.2%
5 Skypark 75,912 75,762 7.8%
6 Salt Lake City # 2 71,253 65,823 6.8%
7 Spanish Fork-Springville 55,221 54,891 5.7%
8 St. George Municipal 45,307 35,497 3.7%
9 Tooele Valley Airport 44,998 44,888 4.6%
10 Heber City Municipal 40,306 38,746 4.0%
Utah’s top 10 airports for general aviation operations accommodate 76 percent of
all general aviation operations statewide.
13
15. Activity, Capacity and Airspace
activity
aviation deMand foRecasts
2006 2026 AARC*
Total Commercial Operations 374,820 447,152 0.89%
Total General Aviation Operations 967,405 1,389,790 1.83%
Total Operations 1,358,999 1,884,274 1.65%
Total Passenger Enplanements 10,877,538 13,900,763 1.23%
Total Pounds of EnplanedDeplaned
1,836,828 2,429,745 1.41%
Air Cargo
Based Aircraft 2,326 3,282 1.74%
*Average Annual Rate of Change
The table above reflects projected changes over time of aviation activity in Utah.
capacity
The increased demand for aviation facilities and services will have an impact
on certain airports throughout Utah. Generally, it is not desirable for an airport’s
operations to exceed 60 percent of its annual airfield capacity without planning
for capacity enhancements or implementing demand management strategies.
When airport activity reaches 80 percent of annual capacity, new airfield facili-
ties should be constructed or demand management strategies implemented to
control or reduce delay. The UCASP has identified three airports with potential
capacity constraints and one airport that currently exceeds its capacity:
• Logan: 64% of capacity in 2026
• Ogden: 69% of capacity in 2026
• Provo 60% of capacity now; 109% of capacity in 2026
• Salt Lake City International 102% of capacity now; 129% of capacity in 2026
aiRspace
Airspace along the Wasatch Front is impacted by limited radar coverage due to
mountainous terrain and growing air traffic. The area stretching from Brigham
City in the north to Spanish Fork in the south is densely populated and includes
the busiest airports in the state: Salt Lake City International, Hill AFB, Provo
Municipal, Ogden-Hinckley and Salt Lake City #2. The airspace in this region is
used by a wide variety of aircraft ranging from gliders and helicopters to large
commercial aircraft and high-speed military jet fighters. Coordination between
air traffic control facilities using the airspace will be increasingly important as air
traffic continues to grow.
It is important that the State of Utah and airport sponsors within the Salt Lake
City terminal airspace area work closely with the FAA to implement available
technology and procedures to improve the safety, capacity and utilization of the
airspace in the region, especially over the Utah Valley area.
14
16. For more information, contact:
Utah Department of Transportation
Division of Aeronautics
135 North 2400 West
Salt Lake City, UT 84116
Phone: 801-715-2260
Fax: 801-715-2276