Chapter One

Inventory
AIRPORT SETTING
Kayenta Airport is a general aviation airport located in northeastern Arizona. The airport
is located approximately two miles southeast of the Township of Kayenta immediately
north of US Highway 160. The airport encompasses approximately 140 acres of land
and is owned and operated by Kayenta Township. Kayenta was originally founded in
1912 and was established as its own political subdivision, Kayenta Township, in January
1996. The Navajo people refer to Kayenta as Tohdenasshai.

The airport is located in northeastern Arizona at a field elevation of 5,710 feet mean sea
level (MSL). Kayenta Airport is surrounded by high desert landscape. An airport's
location is defined by its airport reference point (ARP), which is the geometric center of
the runway system based upon the length of the existing runways. ARPs are also
calculated based on future and ultimate runway locations and lengths. The existing ARP
is located at 36o 42’ 34.99” North latitude and 110o 14’ 12.47” West longitude. The
location of Kayenta is shown in Figure 1-1.

FIGURE 1-1. LOCATION MAP

Source: Map quest 2004

1-1 Kayenta Airport

 AI BI
P rim a rily S in gle - P rim a rily Ligh t
E ngin e P ro p e lle r Tw in -E n gin e
Airc ra ft, s o m e P ro p e lle r Airc ra ft
ligh t tw in s

E xa m ple Typ e : C es s n a 1 7 2 S k yha w k E xa m ple Typ e : P iper N a va jo

B II B II
(< 1 2 ,5 0 0 lbs ) (> 1 2 ,5 0 0 lbs )
P rim a rily Ligh t M id-s ize d
Tu rbo p ro p s c o rp o ra te je ts
a n d c o m m u te r
a irlin e rs

E xa m ple Typ e: B eec h c ra ft K in g A ir E xa m ple Typ e: C es s n a C ita tion II

A / B III C I, D I
P rim a rily la rge P rim a rily s m a ll
c o m m u te r-ty p e a n d fa s t
a irc ra ft c o rp o ra te je ts

E xa m ple T yp e : D e H a villa n d D a s h 8 E xa m p le T yp e : L ea r J et 3 6

C /D II C / D III
La rge c o rp o ra te C o m m e rc ia l
je ts a nd re gio n a l- a irlin e rs (a p p ro x .
ty p e c o m m u te r 1 0 0 -2 0 0 s e a ts )
je ts

E xa m ple Typ e: G u lfs trea m IV E xa m ple Typ e: B o ein g 7 3 7

C / D IV DV
La rge Jum b o
c o m m e rc ial c o m m e rc ial
a irlin e rs (a p p ro x . a irlin e rs (a p p ro x .
2 0 0 -3 5 0 s e a ts ) 3 5 0 + s e a ts )

E xa m ple Typ e: B oein g 7 6 7 E xa m ple Typ e: B o ein g 7 4 7

FIGURE 1-2 AIRCRAFT REFERENCE CODES

AIRPORT REFERENCE CODE

The airport reference code (ARC) is a system established by the FAA to relate airport
design criteria to the operational and physical characteristics of the aircraft currently
operating and/or forecast to operate at the airport. The ARC has two components
relating to the airport design aircraft. The first component, depicted by a letter, is the
aircraft approach category and correlates to the aircraft approach speed (an operational
characteristic). The second component, depicted by a Roman numeral, is the aircraft
design group and relates to aircraft wingspan (a physical characteristic). Generally,
aircraft approach speed applies to runways and runway facilities and aircraft wingspan
applies to taxiway and taxilane separation criteria. Table 1-1 has been included to

Kayenta Airport 1-2

provide a definition of both aircraft approach categories and aircraft design groups.
Examples of each of these ARCs can be found in Figure 1-2.
TABLE 1-1 AIRPORT REFERENCE CODES
Approach Category Approach Speed
To ensure that facilities at Kayenta Airport are
designed to accommodate expected air traffic and
Category A less than 91 knots
meet FAA design criteria, the specific ARC for the
Category B 91 to 120 knots
airport must be determined. In order to designate
Category C 121 to 140 knots
a specific ARC for an airport, aircraft in that ARC
Category D 141 to 165 knots should perform a minimum of five hundred annual
Category E 166 knots or more itinerant operations. Based upon known users,
the airport has an Airport Reference Code of B-II.
Design Group Wingspan Fixed wing aircraft currently using the airport
Group I less than 49 feet include single and multi-engine private and
Group II 49 to 117 feet recreational aircraft in design groups A/B-I and
Group III 118 to 170 feet A/B-II and corporate and business aircraft in
Group IV 171 to 213 feet design group A/B-II, C/D-II. The primary role of
Group V 214 to 262 feet the airport includes business, recreational transit,
flight tours and air ambulance aviation.
SOURCE: FAA 150/5300-13

AIRPORT HISTORY
The current airport configuration was constructed in 1987-1988 by the Navajo Nation in
order to increase the safety of air medivac aircraft operating into Kayenta. The previous
airfield was a dirt runway located to the south of the existing runway. The major demand
for the airport has been and continues to be air medivac operations for the entire Navajo
Nation. On February 24, 2000 the Kayenta Airport was transferred from the Navajo
Nation to the Kayenta Township. The airport continues to serve general aviation users,
though its value as a waypoint for sightseeing traffic has increased. The Airport Master
Plan was last updated in 1986. The Kayenta Airport is situated within the legal
description in Executive Order of May 17, 1884. The following is the legal description
beginning at a point on the north boundary line of said Kayenta Airport tract, a point from
which the Brass Cap, Navajo Control System No. Kay 29, with Arizona State Plane
coordinates, East Zone, X=2076645.8400, bears S 18 o 00’03”W-2317.61 feet distant;
and a point from which the Brass Cap No. Kay 23 with Arizona State Plane coordinates,
East Zone, X= 478535.64, Y=2079269.93, bears N 39 o 26’23”W-544.76 feet distant;
thence from the beginning point of the herein described tract of land on said North
Boundary Line, N 65 o 52’30”E-8450.96 feet to the Northeast corner.

Armstrong Consultants, Inc. 1-3 Kayenta Airport

DEVELOPMENT HISTORY
TABLE 1-2 GRANT HISTORY
Grant Number and Year Description of Work Amount
001-1985 Airport Master Plan Study $34,372
002-1987 Remove Obstructions $250,000
Construct Runway $311,695
003-1988 Improve Access Road $68,000
Construct Apron $70,000
Install Apron Lighting $44,000
Improve Airport Drainage $63,484
Construct Runway $741,649
Install Runway Lighting $60,000
Install Runway Vertical Guidance $58,000
Construct Taxiway $75,000
004-2004 Airport Master Plan Study $146,300
SOURCE: FAA GRANT HISTORY

SERVICE LEVEL
The Kayenta Airport is included in the National Plan of Integrated Airport Systems
(NPIAS). The NPIAS is a nationwide system of public-use facilities that serves a variety
of traffic. An airport must be included in the NPIAS in order to receive funding under the
Airport Improvement Program (AIP). The NPIAS is prepared by the Federal Aviation
Administration (FAA) every two years and identifies airports considered necessary to
provide a safe, efficient and integrated system of airports that meet civil aviation,
national defense and United States Postal Service (USPS) needs. The NPIAS also
considers the relationship between an airport and the rest of the transportation system in
a particular area, the forecast of technological developments in aeronautics and the
development forecast in other modes of transportation. Airport facilities included in the
NPIAS are classified under two different categories: service level and airport role.

The airport service level reflects the type of public use the airport provides to the
community. The service level also reflects the funding categories established by
Congress to assist in airport development. The following list identifies the different types
of airport service levels:

• Commercial service airports are public airports that enplane

2,500 or more annual passengers and receive aircraft offering
scheduled passenger service.

• Primary airports are commercial service airports that have more

than 10,000 annual enplaned passengers.

• Cargo service airports are served by aircraft providing air

transportation of property only, including mail, with an aggregate
annual aircraft landing weight in excess of one hundred
thousand pounds.

• Reliever airports provide substantial capacity or instrument

training relief to a commercial service airport that serves a
metropolitan statistical area with a population of at least two
hundred fifty thousand persons or has at least two hundred fifty
thousand annual enplaned passengers and operates at sixty

Kayenta Airport 1-4

 percent of its capacity, or would be operated at such a level
before being relieved by one or more reliever airports, or is
subject to restrictions that limit activity that would otherwise
reach sixty percent of capacity.

• General aviation airports that receive U.S. mail service are

listed as a scheduled stop by an air carrier transporting mail
pursuant to a current contract with the USPS. A general
aviation airport can also be listed if it is included in a state
system plan, serves a community more than thirty minutes from
the nearest existing or proposed airport included in the NPIAS,
is forecasted to have ten based aircraft during the short-term
planning period and has an eligible sponsor willing to undertake
ownership and development of the airport.

• Public use heliports that do not meet other criteria are included
in the plan if they make significant contributions to public
transportation.

Kayenta Airport is listed in the NPIAS as a general aviation airport.

EXISTING ACTIVITY LEVELS

There are various federal, state and local sources available for determining existing
activity levels at an airport. These can include, but are not limited to, Federal Aviation
Administration (FAA) 5010-1 Form, FAA Terminal Area Forecast (TAF), on-site
inventory, airport sponsor’s records and Aircraft Owner and Pilot Association AOPA
records.

The Federal Aviation Administration (FAA) Airport Master Record, Form 5010-1, is the
official record kept by the FAA to document airport physical conditions and other
pertinent information. The information is usually collected from the airport sponsor and
includes an annual estimate of aircraft activity as well as the number of based aircraft.
The accuracy of the information contained in the 5010-1 Form correlates directly with the
airport manager’s record keeping system. The current FAA 5010-1 Form for Kayenta
Airport indicates three based aircraft and 4,700 annual operations.

The FAA TAF is an historical record and

projected forecast for based aircraft and
annual operations. The TAF is
maintained by the FAA and utilized by
them for planning and budgeting
purposes. The TAF reports three based
aircraft at the airport and 4,626 annual
operations. The FAA database of
registered aircraft indicates that there is
one aircraft registered in Kayenta.
Aircraft are registered by the owner’s
primary residence and not by airport
location; therefore, it is possible for
FIGURE 1-3 KING AIR 200
aircraft to be registered in one
municipality and based at an airport located in another municipality. An on-site inventory

Armstrong Consultants, Inc. 1-5 Kayenta Airport

indicated two based aircraft. Eagle Air Med and Aero Care base medivac operations out
of the Kayenta Airport using a King Air C-90 and a King Air B-200 respectively. This is
further discussed in Chapter 4. Eagle Air Med and Aero Care perform the majority of the
operations that occur at the Kayenta airport. On an occasional basis air tour flights
operate into the airport when weather conditions at Monument Valley Airport are poor.

TABLE 1-3 EXISTING ACTIVITY LEVELS (2004) DESIGN STANDARDS

Based Aircraft Based Aircraft Aircraft Operations
- Air Tour 136 The FAA has established
- GA Local 20 recommended design standards for
2 GA Iterant 4,368
Enplanements 416
ensuring safety and efficiency at the
nation’s airports. FAA AC 150/5300-
13, Airport Design, establishes these guidelines for runway and taxiway designs, surface
gradients, site requirements for navigational aids and air traffic control facilities, wind
analysis, threshold sitting requirements, airport reference points, airplane parking,
aircraft tie downs and various other factors affecting airport design.

A design standards inventory was conducted in September 2004. The airport was found
to be compliant with all standards for an ARC of B-II with the exception of taxilane
clearances on the apron. However, the condition of numerous airfield facilities was
found to be poor to fair. This is further discussed within the sections of this chapter. The
design standards inventory inspection sheets can be found in Appendix A.

As previously discussed, the ARC system is used to relate airport design criteria to the
operational and physical characteristics of the critical aircraft intended to operate at the
airport. FAA AC 150/5300-13 Airport Design establishes design standards for an airport
based on its airport reference code.

SAFETY AREAS
Runway and taxiway safety areas (RSAs and TSAs) are defined surfaces surrounding the
runway or taxiway prepared specifically to reduce the risk of damage to aircraft in the event
of an under-shoot, over-shoot or excursion from the runway or taxiway.

The safety areas must be:

• Cleared and graded and have no potentially hazardous surface variations.
• Drained so as to prevent water accumulation.
• Capable, under dry conditions, of supporting snow removal equipment, ARFF
equipment and the occasional passage of aircraft without causing structural
damage to the aircraft.
• Free of objects, except for objects that need to be located in the runway or
taxiway safety area because of their function.

OBSTACLE FREE ZONE (OFZ) AND OBJECT FREE AREA (OFA)

The OFZ is a three dimensional volume of airspace which supports the transition of ground
to airborne aircraft operations. The clearing standard precludes taxiing and parked
airplanes and object penetrations, except for frangible visual NAVAIDs that need to be
located in the OFZ because of their function. The runway OFZ is similar to the FAR Part 77
Primary Surface in that it represents the volume of space longitudinally centered on the
runway. It extends 200 feet beyond the end of each runway.

Kayenta Airport 1-6

The runway OFA is a two-dimensional ground area surrounding the runway. The runway
OFA clearing standard requires clearing the OFA of above ground objects protruding above
the runway safety area edge elevation.

RUNWAY PROTECTION ZONES (RPZ)

The RPZ is trapezoidal in shape and centered about the extended runway centerline. It
begins 200 feet beyond the end of the area usable for takeoff or landing. The RPZ
dimensions are functions of the design aircraft, type of operation and visibility minimums.

While it is desirable to clear all objects from the RPZ, uses such as agricultural operations
(provided they do not attract birds) and golf courses are normally acceptable. Land uses
that are prohibited within the RPZ include residences and places of public assembly, such
as churches, schools, hospitals, office buildings and shopping centers. The RPZ’s are
currently owned in fee simple and controlled by the Kayenta Township. The portions of the
future RPZ’s located off Township property should be controlled with an avigation
easement, therefore preventing noncompatible land uses from being developed in the RPZ.

TABLE 1-4 DESIGN STANDARDS

Description B-II
Rwy centerline to parallel Txy centerline 240’
Rwy centerline to aircraft parking apron 250’(350’ actual)
Rwy width 75’
Rwy Safety Area width 150’
Rwy Safety area length beyond Rwy end 300’
Rwy Object Free Area width 500’
Rwy Object Free Area length beyond Rwy end 300’
Rwy Obstacle Free Zone width 400’
Rwy Obstacle Free Zone length beyond Rwy end 200’
Rwy Protection Zone 500’ x 700’ x 1000’
Txy width 35’
Txy Safety Area width 79’
Txy Object Free Area width 131’
Rwy centerline to aircraft hold lines 200’
FAA ADVISORY CIRCULAR 5300-13 CHANGE 8

FEDERAL AVIATION REGULATION (FAR) PART 77 AIRSPACE SURFACES

FAR Part 77 establishes several imaginary surfaces that are used as a guide to provide
a safe, unobstructed operating environment for aviation. These surfaces, which are
typical for civilian airports, are shown in Figure 1-4. The primary, approach, transitional,
horizontal and conical surfaces identified in FAR Part 77 are applied to each runway at
both existing and new airports on the basis of the type of approach procedure available
or planned for that runway and the specific FAR Part 77 runway category criteria. For
the purpose of this section, a visual/utility runway is a runway that is constructed for and
intended for use by propeller driven aircraft of 12,500 pounds maximum gross weight
and less. A visual runway is a runway intended for the operation of aircraft weighing
more than 12,500 pounds and using only visual approach procedures, with no straight-in
instrument approach procedure and no instrument designation indicated on an FAA
approved airport layout plan, a military service approved military airport layout plan or by
any planning document submitted to the FAA by competent authority. A non-precision
instrument runway is a runway with an approved or planned straight-in instrument

Armstrong Consultants, Inc. 1-7 Kayenta Airport

approach procedure that has no existing or planned precision instrument approach
procedure.

FIGURE 1-4 PART-77 AIRSPACE

SOURCE: FAR PART 77

PRIMARY SURFACE
The primary surface is an imaginary surface of specific width longitudinally centered on a
runway. The primary surfaces extend 200 feet beyond each end of the paved surface of
runways, but do not extend past the end of non-paved runways. The elevation of any point
on the primary surface is the same as the elevation of the nearest point on the runway
centerline. The width is either 250, 500 or 1,000 feet depending on the size of the aircraft
and type of approach.

APPROACH SURFACE
The approach surface is a surface longitudinally centered on the extended runway
centerline and extending outward and upward from each end of the primary surface. An
approach surface is applied to each end of the runway based upon the type of approach
available or planned for that runway, with gradients of 20:1, 34:1 or 50:1. The inner edge of
the surface is the same width as the primary surface. It expands uniformly to a width
corresponding to the FAR Part 77 runway classification criteria.

Kayenta Airport 1-8

TRANSITIONAL SURFACE
The transitional surfaces extend outward and upward at right angles to the runway
centerlines from the sides of the primary and approach surfaces at a slope of 7:1 and
end at the horizontal surface.

HORIZONTAL SURFACE
The horizontal surface is considered necessary for the safe and efficient operation of
aircraft in the vicinity of an airport. As specified in FAR Part 77, the horizontal surface is a
horizontal plane 150 feet above the established airport elevation. The airport elevation is
defined as the highest point of an airport’s useable runways, measured in feet above mean
sea level. The perimeter is constructed by arcs of specified radius from the center of each
end of the primary surface of each runway. The radius of each arc is 5,000 feet for
runways designated as utility or visual and 10,000 feet for all other runways.

CONICAL SURFACE
The conical surface extends outward and upward from the periphery of the horizontal
surface at a slope of 20:1 for a horizontal distance of 4,000 feet.

OBSTRUCTIONS LIST

• Terrain penetrates the approach surface southwest of the airport by

approximately 9’.
• Terrain penetrates the horizontal surface south of the airport by approximately
53’ as well as north of the airport by approximately 35’.
• Terrain penetrates the conical surface northwest of the airport by approximately
93’ and southwest of the airport by approximately 53’.

SUMMARY OF DIMENSIONAL CRITERIA

Table 1-5 summarizes the defining dimensional standards described above for the
airport facilities described in this section.

Table 1-5 Part 77 Surfaces

Primary Surface width 250’ (visual utility)
Primary Surface beyond Rwy end 200’
Approach Surface dimensions 250’ x 1,250’ x 5,000’
Approach Surface slope 20:1
Transitional Surface slope 7:1
Source: FAR Part 77

EXISTING AIRSIDE FACILITIES

The airside facilities of an airport are described as the runway configuration, the
associated taxiway system, the ramp and aircraft parking area and any visual or
electronic approach navigational aids. Table 1-6 describes the existing facilities for
Kayenta.

Armstrong Consultants, Inc. 1-9 Kayenta Airport

RUNWAY
The runway configuration is the end number and orientation of runways. The number of
runways provided at an airport depends largely on the volume of traffic. The orientation
of the runways depends almost entirely on the direction of the prevailing wind patterns in
the area, the size and shape of the area available for development and land-use or
airspace restrictions in the vicinity of the airport. In general, the runway and connecting
taxiways should be arranged to provide adequate separation between aircraft in the
traffic pattern, cause the least interference and delay in taxiing, landing and takeoff
operations and provide the shortest taxi distance from the terminal area to the runway
ends.

TABLE 1-6 EXISTING AIRPORT FACILITIES

Airport Data Description
Identifier 0V7
FAA Site Number 00712.8A
FAA NPIAS Number 04-0067
Airport Reference Code B-II
Owner Kayenta Township
Airport Elevation 5710’ MSL
Airport Facility Description
Runways RW 5/23: 7,140'x75' asphalt (poor/failed)
Taxiways One connector Taxiway (poor)
Aprons Approximately 4,100 SY(fair)
Tie Downs 10
Runway Markings Visual
Pavement Strength 12,500 lbs SWG
Pavement Condition Poor
Hangar Facilities None
Fuel Storage None Public Use (Eagle Air Med 8,000 Gallons Jet A; 6,000 Gallons 100LL)
Lighting MIRL/MITL
Visual Aids Wind Indicator, Beacon, Segmented Circle
SOURCE: ACI INVENTORY (SEPTEMBER, 2004)

The runway configuration at Kayenta Airport consists of one asphalt runway, true
bearing of 68o 00’ 10” and is designated Runway 5/23. The runway is 7,140 feet long by
75 feet wide and has a reported pavement strength of 12,500 pounds for single wheel
gear (SWG). The runway is marked with visual runway markings, including runway
designators and a dashed white centerline. The airport has no current PCI Index
information available on the pavements although the runway surface is in poor-failed
condition with collapsing pavement sections and major ruts. The most severe problems
are primarily on the east end of the runway, however the entire runway is in poor
condition. Runway threshold lights are in poor condition and nearly half are broken or
missing. The signage for the runway is also in poor condition. The current effective
gradient is 1.00%.
The Runway safety and object free areas generally meet the overall B-II dimensional
standards; however some vegetation growth and rutting/erosion has occurred within the
safety area and should be corrected.

Kayenta Airport 1-10

 FIGURE 1-5 RUNWAY PAVEMENT CONDITION

Armstrong Consultants, Inc. 1-11 Kayenta Airport

 FIGURE 1-6 AERIAL PHOTO
SOURCE: TERRA SERVER 2004

Kayenta Airport 1-12

 FIGURE 1-7 AIRFIELD DIAGRAM

TAXIWAY SYSTEM
The primary function of a taxiway system is to provide access between runways and the
terminal area. The taxiways should be located so that aircraft exiting the runway will
have minimal interference with aircraft entering the runway or remaining in the traffic
pattern. Taxiways expedite aircraft departures from the runway and increase operational
safety and efficiency.

Armstrong Consultants, Inc. 1-13 Kayenta Airport

The taxiway system at Kayenta Airport currently consists of one connector taxiway
located off of Runway 5, which connects the runway with the aircraft parking and tie
down area. There are also turnaround stubs at each runway end to allow aircraft to
make 180-degree turns. The taxiway is 35 feet wide and meets the design standard
criteria. The taxiway is also equipped with medium intensity taxiway lights (MITL). The
pavement on the taxiway is in poor-failed
condition.

APRON
The aircraft apron provides an area for aircraft
to park. The apron is typically connected to the
runway via taxiways or taxilanes. The aircraft-
parking apron at Kayenta Airport has
approximately 4,100 square yards (SY) of area
and contains 10 aircraft tiedowns. The
tiedowns and taxilanes are configured for
Group I aircraft although there are two based FIGURE 1-8 RAMP AREA
Group II aircraft that utilize the apron on a daily
basis creating a congestion problem on the apron. The area around the apron and
runway are not graded for proper drainage, water runs down the ramp toward the
runway causing deep puddles to accumulate near the taxiway-runway intersection. The
water then runs across the taxiway and into the drainage area on the south side of the
runway. The apron has an estimated pavement strength of 12,500 lbs. the same as the
runway.

AIRFIELD LIGHTING AND VISUAL AIDS

Guidance on airport lighting standards is provided in Federal Aviation Administration
(FAA) Advisory Circular (AC) 150/5340-30, Design and Installation Details for Airport
Visual Aids. Airport lighting enhances safety during periods of inclement weather and
nighttime operations by providing visual guidance to pilots in the air and on the ground.
Several common airfield lighting features of general aviation airports include:

Precision approach path indicator (PAPI) located on the left side of

the runway and consists of two or four lights installed in a single
row. A PAPI provides visual approach path guidance by emitting a
series of white and red lights. These lights can be seen for up to
five miles during the day and up to twenty miles at night.

Retroreflectors, used in lieu of taxiway lighting, consists of a single

row bordering each side of the taxiway of reflective tape mounted
on a pole.

Rotating beacon is used to guide pilots to lighted airports with a

sequence of yellow, green, and/or white lights. Most general
aviation airports are considered to be civilian land airports,
consisting of alternating white and green lights or a water airport,
consisting of alternating white and yellow lights. A beacon is
normally operated from dusk until dawn. If the beacon is on during
other hours it typically indicates that the airport is operating under
instrument flight rules.

Kayenta Airport 1-14

 Runway edge lights consist of a single row of white lights bordering
each side of the runway and can be classified according to three
intensity levels. High intensity runway lights (HIRL) are the
brightest runway lights available. Medium intensity runway lights
(MIRL) and low intensity runway lights (LIRL) are, as their names
indicate, lower in intensity. At most non-towered airports, runway
lights can be activated from the aircraft cockpit by transmitting a
series of “clicks” on the radio transmitter. In the caution zone
runway edge lights incorporate yellow lights on the last half of the
runway (or last two thousand feet, whichever distance is less) to
inform the pilot of the amount of runway remaining.

Runway end identifier lights (REIL) are high intensity white strobe
lights placed on each side of the runway to enable rapid
identification of the runway threshold.

Runway markings vary depending on whether the runway is used

exclusively for visual flight rule operations (VFR) or instrument flight
rule (IFR) operations. A visual runway is typically marked with the
runway designator numbers and a dashed white centerline.
Threshold and aiming point markings are added to a visual runway
to complete non-precision instrument markings. A precision
instrument runway further includes touchdown zone markings.

A segmented circle is located around the wind direction indicator.

The segmented circle has two purposes, including identifying the
location of the wind direction indicator and identifying non-standard
traffic patterns.

Taxiway edge lights consist of a single row of blue lights bordering

each side of the taxiway. These lights mark the edge of the
taxiways and guide aircraft from the runway to the ramp or apron
area.

Threshold lights consist of a single row of green lights used to

indicate the beginning of the usable landing surface. These lights
are two-directional and appear red from the opposite end of the
runway to mark the end of the usable runway.

A wind direction indicator consists

of either a windcone, wind tee or
tetrahedron. A windcone aligns
itself into the wind as the wind
blows into the large end and out of
the small end. The tail of a wind
tee aligns itself similar to a
weather vane into the wind. A
tetrahedron may either swing
around to align the small end
pointing into the wind or it may be
manually positioned to show
landing direction.
FIGURE 1-9 RUNWAY HOLD LINE

Armstrong Consultants, Inc. 1-15 Kayenta Airport

 Lighted signs indicate connector taxiways and runway ends.

The airfield lighting and visual aids at Kayenta Airport are MIRL from dusk to dawn for
Runway 5/23 and PVASI which are reported to have been out of service indefinitely,
lighted wind indicator, segmented circle and rotating beacon, retroreflective hold bar sign
(faded and semi-buried) and threshold lights (several broken/missing).

NAVIGATIONAL AIDS
Navigational aids commonly referred to as NAVAIDs, assist the pilot with enroute
navigation and approaches into and out of airports. There are several types of NAVAIDs
commonly used at general aviation airports and by general aviation aircraft:

Global positioning system (GPS) is a space-based radio

positioning, navigation and time-transfer station developed
and maintained by the Department of Defense (DOD). A
GPS utilizes three or more of the strategically placed twenty-
four satellites to calculate the aircraft’s position and from
there determine the distance, bearing and estimated time
enroute to the next waypoint.

Nondirectional radio beacons (NDBs) transmit low to

medium frequency signals in the range of one hundred
ninety kilohertz (kHz) to five hundred thirty-five kHz.

The use of automatic direction finder (ADF) equipment on

an aircraft to receive the transmitted NDB signals allows the
pilot to navigate without line of sight limitations.

Very high frequency omnidirectional range (VOR)

navigational aids operate between the frequencies of one
hundred eight megahertz (MHz) and one hundred 17.95
MHz. VOR stations transmit radio beams or radials,
outward in every direction to provide line of sight guidance
for aircraft. Common variations of a VOR include
VOR/DME, which provides additional distance guidance and
VORTAC, which is a military operated TACAN located in
conjunction with a VOR and allows civilians access to the
distance guidance information.

The closest VOR/DME to Kayenta Airport is the Page VOR located approximately 60
nautical miles from Kayenta. There are no published instrument procedures for Kayenta
however a nonprecision instrument approach procedure will be investigated further
during this plan.

EXISTING LANDSIDE FACILITIES

The landside facilities of an airport consist of those facilities not categorized as airside.
Examples of landside facilities include any structure adjoining the airfield, terminal
buildings, hangars, the access routes to and from the airport, automobile parking areas,
airport fencing, utilities, fuel provisions and aircraft rescue and fire fighting (ARFF)
equipment.

Kayenta Airport 1-16

HANGARS
Hangars provide storage for aircraft during adverse weather conditions. They also
provide security for the airplanes at the airport while unattended. The Kayenta airport
has no existing hangars.

AIRPORT ACCESS/SIGNAGE
Airport access systems consist of parking facilities, signs to the airport and connecting
roadways that enable originating and terminating airport users to enter and exit the
airport landside facilities.

The airport is located adjacent to Arizona State Highway 160, the two-lane asphalt
surface, intersects Arizona State Highway 163 just west of the airport. Westbound State
Highway 160 merges with State Highway 89 approximately 82 miles west of the Town of
Kayenta. The airport is accessed via an airport access road, which intersects State
Highway 160. The access road allows direct entry onto the ramp area and runway.
The only airport sign is located along Highway 160. It is a double plated sign located on
the south side of the highway. The sign is considered to be inadequate. An airport
entrance sign is recommended, along with additional way finding signs including signs at
the intersection of Highways 160 and 163.

GROUND TRANSPORTATION
Kayenta has no scheduled bus or rail service. The nearest rail and bus service is located
approximately 150 miles away in Flagstaff Arizona. The airport offers convenient
highway access for ground vehicles. There is currently no shuttle to local hotels or
courtesy car to provide airport users transportation to and from the airport.

AUTOMOBILE PARKING
Automobile parking facilities are necessary to provide access to the airport facilities for
originating and terminating airport users. It is important that vehicular parking is
adequate to serve the needs of all airport users. There are currently no designated
vehicle or automobile parking areas; however vehicles routinely park in the dirt areas
adjacent to the fuel tanks, adjacent to the apron and on the apron.

UTILITIES
Electrical power is installed at the airport and is provided by Navajo Tribal Utility
Authority. The current power lines are 14,400 KV 120/240 single phase. No other
utilities are installed. Gas services could be provided by Navajo Tribal Utility Authority
and telephone services could be provided by Navajo Communications Co., Inc. Water
and sewer services could be provided by the Navajo Utility Authority. The closest water
line to the Kayenta airport is located on the south side of Highway 160 paralleling the
highway and the nearest sewer line is located southwest of the airport near the
intersection of Highways 160 and 163. Service for electricity, gas, telephone will need to
be implemented at the airport. A future six-inch water line should be adequate for the
airport. The uses of potable water at general aviation airports typically include restroom
facilities and drinking fountains therefore a six-inch line is typical for this type of use and
demand.

SECURITY AND FENCING

The primary purpose of airport fencing is to prevent unwanted intrusions by persons or
animals onto airport property. Airport fencing provides increased safety and security for

Armstrong Consultants, Inc. 1-17 Kayenta Airport

the airport. It is normally installed along the perimeter of the airport property and outside
of any safety areas defined by FAA AC 150/5300-13 and FAR Part 77.

The airport has a four-strand barbed wire fencing around the property line along with a
cattle guard at the entrance on the access road, however the road to the apron is
unrestricted and cars are able to drive onto the ramp and runway. Wind carried
sediments often accumulate around the fence area allowing animals to easily cross the
fence. Eagle Air Med also has installed a closed circuit television system allowing them
to monitor activity on the apron area.

EMERGENCY SERVICE AVAILABILITY

The nearest hospital to Kayenta is located in Chinle, which is located approximately 59
miles from Kayenta. Kayenta does have a U.S. Public Health Service Clinic with 11
doctors, four dentists and one nurse. Kayenta Volunteer Fire Department is located in
the Town of Kayenta on U.S. Highway 163 approximately 1.5 miles from the airport.
Kayenta also has a local police department. The Township is also in the process of
having a new hospital constructed across from the airport.

TABLE 1-7 KAYENTA EMERGENCY MEDICAL SERVICES

Distance from Airport: 2 miles Response Time: 5 minutes
Personnel Paramedic EMT
Full Time:12 1 11
Volunteer: 17 Fire Fighters None 1
Equipment Storage (Gal.)
2 Ambulance units -
4 Fire trucks with water tanks 1,750 Gallons of foam combined
1 Fire tanker truck 1,000 Gallons of water (foam capable)
Source: Kayenta Fire Department November, 2004

ARFF MAINTENANCE AND ATCT FACILITIES

The airport is currently maintained by the Township Maintenance Department, including
snow removal, light replacement, mowing and pavement maintenance. The airport does
not have an air traffic control tower (ACTC) located on the airport. There is currently no
ARFF equipment stored at the airport. The airport does not have any security
personnel based at the airport. The Township police patrol the area on a regular basis.

FUEL STORAGE
Currently there is no fuel provided to the public; however Eagle Air Med operates two
fuel tanks. The first tank is an 8,000 gallon Jet A tank, the second tank is a 6,000 gallon
100LL. Aircraft are fueled directly using the fuel tanks. Both tanks are in good condition
however no secondary containment has been installed for either tank. The
implementation of a Spill Prevention Control and Countermeasure Plan (SPCC) is
recommended.

AIRPORT SERVICE AREA

An airport service area is defined by the communities and surrounding areas served by
the airport facility. Generally, the airport service area includes the area within a thirty-
minute ground driving time or twenty-mile radius, of the airport. However, the actual
service area is dependent upon several factors including the airport’s surrounding
topographic features, proximity to its users, quality of ground access and the proximity of
the facility to other airports that offer the same or similar services. To define the service
area for Kayenta Airport, the airports in the vicinity and their facilities were reviewed.

Kayenta Airport 1-18

TABLE 1-8 AREA AIRPORTS
Airport Name Distance Runway Pavement Instrument Fuel Town/City
And Identifier From Length Type Approaches Available
Kayenta
Cal Black 54 miles 5,700’x60’ Asphalt VFR 100LL, Jet A Halls
Memorial, (U96) Northwest Crossing,
Utah
Bluff, (66V) 57 miles 3,000’x45’ Asphalt VFR None Bluff, Utah
Northwest
Chinle 48 miles 6,149’x60’ Asphalt VFR None Chinle, AZ
Municipal, (E91) Southwest
Tuba City, (T03) 66 miles 6,230’x75’ Asphalt VFR None Tuba City,
Southwest AZ
Blanding 63 miles 6,000’x75’ Asphalt RNAV 100LL, Jet A Blanding,
Municipal, Northeast (GPS) RWY Utah
(BGD) 35
Oljato 20 miles 3,950’x50’ Asphalt VFR None Oljato, Utah
Northwest
Monument 20 miles 4,000’x75’ Dirt VFR None Monument
Valley Airport North Valley, Utah
Source: Airnav, 2004

Secondary Service

Primary Service Area

FIGURE 1-10 SERVICE AREA

SOURCE: MAP QUEST 2004

The area of Monument Valley is a small community approximately 20 miles North of

Kayenta. Monument Valley airport is a privately owned airport which recieves high
volumes of tourism air traffic. The runway at Monument Valley is 4,000 feet long by 75
feet wide and is dirt . Most of the traffic that flies into Monument Valley are sightseeing
aircraft out of Las Vegas Nevada, Sedona Arizona, Page Arizona and Phoenix Arizona.
The majority of the aircraft are Twin Otters and Cessna Caravans. Kayenta would like to
provide service to these aircraft tour companies by attracting them with better facilities.
Kayenta has extensive history and is a major attraction for people visiting the area;
Kayenta is also home to the Wind Talkers' display.

Armstrong Consultants, Inc. 1-19 Kayenta Airport

The Kayenta Primary Service Area encompasses the area within a 30-minute drive (20
mile) radius of the airport. The secondary service area encompasses the area halfway
between Kayenta and the next closest airport offering equivalent or better services and
facilities.

AIRSPACE
NATIONAL AIRSPACE SYSTEM
The National Airspace System consists of various classifications of airspace regulated
by the FAA. Airspace classification is necessary to ensure the safety of all aircraft
utilizing the facilities during periods of inclement weather, with the primary function of
airspace classification being the separation of instrument flight rules (IFR) traffic from
visual flight rules (VFR) traffic. Pilots flying in controlled airspace are subject to air traffic
control (ATC) requirements and must either follow VFR or IFR regulations. These
regulations, which include combinations of operating rules, aircraft equipment and pilot
certification, vary depending on the class of airspace and are described in Federal
Aviation Regulation (FAR) Part 71, Designations of Class A, Class B, Class C, Class D
and Class E Airspace Areas, Airways, Routes and Reporting Points and Part 91,
General Operating and Flight Rules. General definitions of the classes of airspace are
as follows:

• Class A airspace extends from eighteen thousand feet MSL up

to and including sixty thousand feet MSL (also known as
FL600). It covers the majority of the contiguous states and
Alaska, as well as the area extending twelve nautical miles out
from the United States coastline.

• Class B airspace has different levels of airspace which are

portrayed as a series of interconnected circular patterns around
major airports. Terrain, the amount and flow of air traffic and
the location of other airports all influence the design of Class B
airspace.

• Class C airspace normally consists of a five nautical mile radius

core area that extends from the surface to four thousand feet
above the ground level (AGL) of the primary airport. A ten
nautical mile radius shelf area usually extends from one
thousand two hundred feet to four thousand feet above the
airport elevation. An outer area usually extends out to twenty
nautical miles from the primary airports.

• Class D airspace normally extends from the surface up to

approximately two thousand five hundred feet AGL and
surrounds those airports with an operating control tower that
does not provide radar service. This airspace is classified as
Class D only when the tower is operational.

• Class E airspace consists of several different segments,

including Victor airways and airspace surrounding terminal
areas. Generally, Class E airspace is any controlled airspace
other than Class A, Class B, Class C or Class D.

Kayenta Airport 1-20

 • Class G airspace is uncontrolled and normally extends from the
surface to the base of the overlying controlled airspace.

Kayenta is located within Class G airspace. Figure 1-11 illustrates the Kayenta Airport
on the 2004 Denver Sectional Map.

SOURCE: 2004 DENVER SECTIONAL FIGURE 1-11 SECTIONAL MAP

VICTOR AIRWAYS
Victor airways are a series of airways based on radio beacons. Typically each airway
extends four nautical miles on either side of the airway centerline and extends from one
thousand two hundred feet AGL up to, but not including, eighteen thousand feet MSL,
unless otherwise indicated. Each airway is depicted by a blue line on the aeronautical
chart and is designated by the letter “V” followed by a numerical identifier. The closest
Victor airway to the Kayenta Airport is V210 located approximately 24 nautical miles to
the south of the airport.

MILITARY OPERATIONS AREA

Military Operations Areas (MOA) are special use airspace of defined vertical and lateral
limits established to help Visual Flight Rule (VFR) traffic identify locations where military

Armstrong Consultants, Inc. 1-21 Kayenta Airport

activities are conducted. The Sunny MOA is located approximately 50 nautical miles
Southwest of Kayenta. The time of use for the Sunny MOA is by NOTAM (Notice to
Airmen) 24 hours in advance. The altitude use is from 12,000 feet to 18,000 feet and
the controlling agency is Albuquerque Center. Military training route IR 276 runs north-
south approximately three nautical miles south west of the Kayenta Airport. Extra pilot
vigilance is recommended within MOA’s and in the vicinity of military training routes.

WILDERNESS AND HISTORICAL AREAS

The Navajo National Monument is located approximately 10 nautical miles to the west of
the airport.

RESTRICTED AREAS
Restricted Areas are designated special use airspace within which aircraft flight, while
not prohibited, is subject to restrictions. There are no Restricted Areas within the
Kayenta area.

LOCAL OPERATIONAL PROCEDURES

Any operation in the vicinity of an airport warrants extra caution. Traffic separation and
procedures at controlled airports are regulated by ATC. While the ultimate responsibility
still lies with the pilot in command, ATC provides traffic advisories, active runways and
weather information amongst other advisory information. Uncontrolled airports do not
have this advantage and navigation becomes the sole responsibility of the pilot in
command. The FAA has established standard terminal procedures for both uncontrolled
and controlled airports, including right-of-way rules, minimum safe altitudes and traffic
pattern procedures.

The airport is located within the jurisdiction of the Denver Air Route Traffic Control
Center (ARTCC) and the Prescott Flight Service Station (FSS). The Prescott FSS
provides weather data and other information to pilots on the Kayenta Remote
Communications Outlet (RCO) frequency 122.45.

Kayenta is an uncontrolled airport; navigation and traffic awareness relies on the ability
of the pilots using the airport. The airport currently operates with standard left-handed
traffic patterns, a traffic pattern altitude of 6,700’ MSL for nonturbine aircraft, 7,200’ MSL
for turbine driven aircraft and on a common traffic advisory frequency of 122.9.

VISUAL FLIGHT RULE PROCEDURES

Normally aircraft enroute to the airport, below ten thousand feet MSL, are required to
maintain three statute miles of visibility and five hundred feet below, one thousand feet
above and two thousand feet horizontal distance from any clouds. Because the airport
is located within class G airspace, aircraft must simply remain clear of clouds.

INSTRUMENT FLIGHT RULE PROCEDURES

Instrument flight rule procedures into terminal areas typically consist of one or a
combination of instrument approaches. These approaches are classified as either
visual, nonprecision or precision approaches. Visual approaches require that visual
contact be maintained at all times with the runway facilities and other aircraft in the
vicinity of the airport. These approaches are unmonitored and demand pilot proficiency
in see and avoid procedures. Nonprecision and precision instrument approaches are
controlled approaches and are monitored by the local air traffic jurisdiction.
Nonprecision approaches differ from precision approaches in that they only provide
horizontal guidance, while precision instrument approaches provide both horizontal and

Kayenta Airport 1-22

vertical guidance information. With the addition of vertical guidance information,
precision approaches enable lower visibility and cloud heights. There are currently no
instrument approaches into Kayenta Airport.

SOCIOECONOMIC FACTORS
Demographics are the physical and dynamic socioeconomic characteristics that form a
community, including past, present and future characteristics. By using statistical
information it is possible to evaluate the historical trends to present day situations and
then utilize these same trends to analyze future projections. Comprised of such
statistical information as sex, age, growth rates, unemployment, local industry, income
and education among others; an analysis can be conducted to provide a general picture
of the community.

Examining the specific socioeconomic characteristics of the Navajo Nation and Kayenta
Township will help determine the factors influencing aviation activity in the area and
determine the extent to which aviation facility developments are needed in the area.
Characteristics, such as population, employment and income, will provide a foundation
upon which to base the potential growth rate of aviation activity at the airport.

POPULATION
Population trends in an area are indicative of whether a community is realizing economic
growth, stagnation or decline. This information can then be used by the Township,
businesses and community members in assessing business plans and future growth
potential.

According to the United States Census Bureau, the State of Arizona has shown
consistent growth in population over the past eight years; the Navajo Nation and
Kayenta Township have also shown growth. In the most recent ten-year period,
Kayenta experienced a population growth of approximately 1.12%. The Kayenta
population is projected to increase to 8,156 by the year 2025.

Table 1-9 POPULATION DATA

Year United States State of Arizona Navajo Nation Kayenta Township
1990 248,709,873 3,665,228 77,685 4,372
2000 281,421,906 5,130,632 97,470 4,922
2003 290,809,777 5,629,870 103,790 5,241
Source: U.S. Census Bureau and the Arizona Department of Economic Security 2003

According to the 2003 Census statistics, Kayenta has already exceeded the 1997
Arizona Department of Economic Security 2010 population projection.

Table 1-10 PROJECTED POPULATION DATA

Year United States State of Arizona Navajo Nation Kayenta Township
2010 320,397,198 6,145,125 99,975 6,467
2015 340,778,826 6,744,800 105,850 7,065
2020 361,160,455 7,363,625 111,950 7,679
2025 384,135,182 7,993,000 117,925 8,156
Source: Arizona Department of Economic Security and the U.S. Census Bureau 2003

Armstrong Consultants, Inc. 1-23 Kayenta Airport

Another important factor in evaluating demographics and socioeconomic characteristics
of a community’s population is the ethnic and age distribution. In the township the
population is spread out with 44.4% under the age of 18, 9.6% from 18 to 24, 26.2%
from 25 to 44, 16.9% from 45 to 64 and 2.9% who are 65 years of age or older. The
median age is 22 years. 92.7% of the population is American Indian.

EMPLOYMENT
Employment remains the strongest defense a community has against poverty. States,
counties and towns are vigilant of employment sectors and unemployment rates in order
to tabulate the type of businesses that the area can support and the type of businesses
that are needed in the area. According to the Arizona Department of Economic Security,
the unemployment rate for Kayenta is 9.8%.

According to the Arizona Department of Economic Security, the Reservation’s primary

industry, employing nearly 41% of the labor force, is government. The next highest
industries, employing approximately 20%, are Trade, Transportation and Utilities.

Construction

Educational & Health

Services
Financial Activities

20% 6% 11% Government

3% 3%
Leisure & Hospitality
3%
Manufacturing
3%
41%
10% Natural Resources &
Mining
Professional & Business
Servicing
Trade, Transportation &
Utilities

FIGURE 1-12 NAVAJO NATION

Source: Arizona Department of Economic Security 2003 EMPLOYMENT AREAS

INCOME
Income data, including per capita income, poverty levels and total earnings, can be used
to evaluate a community’s standard of living and the availability of expendable income.
According to the 2000 census, the median income for a household in the township is
$31,707 and the median income for a family is $32,500. Males have a median income of
$40,804 versus $21,912 for females. The per capita income for the township is $9,421.

Kayenta Airport 1-24

COMPARISONS
Unemployment in Kayenta between 1990 and 2003 has gone down 5.7 percent. The
Civilian Labor Force between 1990 and 2003 has gone up 7.4 percent. Population over
the past ten years has shown a positive increase. State comparisons with Kayenta
show that the household income is below the state average. The state comparisons with
median house value are below state average. A review of the factors indicate economic
growth in the community with increasing population, decreasing unemployment and
numerous local building and improvement projects including:
• New housing
• New fire truck
• Expansion of Kayenta Township commission building
• Hospital site selection
• Industrial business quadrant site selection
• Kayenta office complex site selection
• Commercial business quadrant site selection

LAND USE COMPATIBILITY

The FAA recommends that airport sponsors protect the areas surrounding an airport
from incompatible development. Incompatible development includes those land uses
which would be sensitive to aircraft noise or over flight, such as residences, schools,
churches and hospitals and those uses which could attract wildlife and cause a hazard
to aircraft operations such as landfills, ponds and wastewater treatment facilities. Figure
1-13 shows the current and future land uses for the Kayenta Township. With the
exception of the existing residential area (area 13) existing land uses are compatible
with the airport although development is beginning to encroach on the Runway 5 traffic
pattern area. There are currently no airport overlay zones (height restriction or
compatible land use) in effect. A recommended Compatible Land Use and Height
Restriction will be included as part of this plan.

In accordance with A.R.S § 28-8485 a political subdivision of the state may designate an
airport influence area for the notification and disclosure to owners or potential
purchasers of property in the airport influence area that a property in the area may be
subjected to aircraft noise and over flight. Additionally, A.R.S.28-8486 requires each
public airport to prepare and record a disclosure map identifying the areas within the
traffic pattern airspace. Kayenta Township currently does not have these maps on
record. Maps for the Kayenta Airport meeting these requirements are included in the
Appendix of this report.

Armstrong Consultants, Inc. 1-25 Kayenta Airport

 FIGURE 1-13 LAND USE

SOURCE: 2004 KAYENTA TOWNSHIP

METEOROLOGICAL CONDITIONS
Meteorological conditions have a direct impact on the operational characteristics of an
airport. These conditions determine the regulations under which operations may be
conducted, the frequency of use for each operational configuration and the
instrumentation required to assist aircraft in landing and departing. Temperature,
combined with airport elevation, also affects aircraft performance capabilities. Currently
the airport has no on site weather reporting system such as an Automated Weather
Observation System (AWOS) or Automated Surface Observation System (ASOS).

LOCAL CLIMATIC DATA

Kayenta Airport is located in northeast Arizona. Climatic characteristics in this area
include low relative humidity, abundant sunshine, light rainfall, high wind and a large
daily range in temperature. The majority of rain falls during the monsoon season during
August. Summer precipitation is largely from the accumulation of thunderstorm activity.
Temperatures in Kayenta range from an average maximum temperature of 89.3 degrees
Fahrenheit in July to an average minimum temperature of 21.7 degrees Fahrenheit in

Kayenta Airport 1-26

January. Average total precipitation is 8.7 inches, with 12.8 inches average total
snowfall.

CEILING AND VISIBILITY CONDITIONS

Ceiling and visibility conditions are important considerations for an airport as the
occurrence of low ceiling and/or poor visibility limits the use of the airport to instrument
approach and departure operations until conditions improve. Under poor visibility
conditions or instrument meteorological conditions (IMC), the pilot must operate under
IFR; meanwhile, under visual meteorological conditions (VMC), pilots can operate VFR.
Under IFR the pilot maneuvers the aircraft through sole reference to instruments in the
aircraft and navigational aids. The airport must be closed for use when conditions are
worse than the published IFR minimums for the airport, see previous section titled
Instrument Flight Procedures. When weather permits VMC, the pilot can maneuver the
aircraft by reference to the horizon and objects on the ground.

As previously discussed, Kayenta Airport has no instrument approaches in place and

visual approaches may be flown when weather permits.

Table 1-11 Wind Data

All Weather
Crosswind (knots) Coverage
10.5 99.98%
13.0 100%
Source: Buckskin Lo Arizona RAWS
September 2002-July 2004

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RUNWAY WIND COVERAGE
An analysis of wind is essential in deciding the desired alignment and configuration of
the runway system. It is beneficial to align runways as closely as practicable in the
direction of the prevailing winds. Aircraft land and takeoff into the wind and, therefore,
can only tolerate limited crosswind components. The crosswind component of wind
direction and velocity is the resultant vector, which acts at a right angle to the runway
and is equal to the wind velocity multiplied by the trigonometric sine of the angle
between the wind direction and the runway direction. In other words, crosswinds are
those winds that blow perpendicular to the runway centerline. The maximum allowable
crosswind depends on the aircraft size, design characteristics and pilot proficiency.
Table 1-11 shows the wind data collected for the Kayenta Airport. FAA Advisory Circular
(AC) 150/5300-13, Airport Design, recommends that a runway should be oriented so
that it yields 95 percent wind coverage under stipulated crosswind coverage defined by
the airport ARC. If a single runway alignment cannot meet the recommended 95 percent
wind coverage then construction of an additional runway may be advisable.
Hourly wind data for Kayenta was obtained from a Remote Automated Weather Stations
(RAWS) near Kayenta. RAWS are usually owned and operated by wild land fire
agencies and are placed in locations where they can monitor fire danger. RAWS wind
speed and direction data is available from the Western Regional Climatic Center
(WRCC) based on a 36-point wind rose. The RAWS station where data was collected is
Buckskin Lo Arizona, located approximately 31 nautical miles southwest of the airport.
A wind rose was created with 24 months of observations from the Buckskin Lo Arizona
RAWS. The information obtained confirmed the existing runway configuration is
adequate for aircraft using the airport. The installation of an AWOS is recommended to
provide onsite data; this will assist in compiling a ten-year wind rose and verify runway
wind coverage.

AIRPORT MANAGEMENT AND COMPLIANCE

The Kayenta Airport is owned and operated by Kayenta Township. The Kayenta
Township is a political subdivision (similar to a municipality) of the Kayenta Chapter
(similar to a county). Both the Township and Chapter are political subdivisions of the
Navajo Nation. The airport is managed and maintained by the Township staff. There
are no records kept for Airport Safety Inspections. The Standards Manual includes a
form on how the airport should conduct self-inspections and when they should be done.

MINIMUM STANDARDS
Minimum Standards are set forth to foster, encourage and ensure the economic stability
and orderly development of aviation activities and businesses at the Airport; as well as
control the level and quality of services offered and to insure adequate service and
facilities to Airport users. The airport does not currently participate in the Aeronautics
Division Pavement Management Program (PMMP). Currently the airport has no storm
water pollution prevention plan (SWPPP) or a spill prevention control and
countermeasure plan, both plans should be developed and implemented. There are
currently no records kept on runway incursions for the airport as well as no Runway
Safety Area Surveys. There are no minimum standards currently established for the
Kayenta Airport. Recommended minimum standards developed as part of this project
are included in the Airport Standards Manual document. The Airport Standards Manual
will address each of the following items.

• Rules and Regulations

• Architectural Standards

Kayenta Airport 1-28

 • Minimum Standards
• Rates and Charges
• Airport Security
• Emergency Action Plan
• Airport Self-Inspection
• Standard Lease Agreements

Armstrong Consultants, Inc. 1-29 Kayenta Airport