Pub. 1 2018-2019 Issue 2

AVIATION CANYONL ANDS FIELD AIRPORT (KCNY) T he Canyonlands Field airport is used by Grand County and is located 18 miles NW of Moab, which is at the center of a thriving tourism industry. Runway 3/21was originally con- structed in the mid-1980s, with renova- tions that were done in 1996 and 2006. • The original airport was south of Moab. The current airport was established in 1964with runwayconfigurationof 15/33. • Runway 3/21 was constructed with AC-20 design mix in 1985 and runway 15/33 remained as a dirt runway. • In1996, Runway 3/21was extended.The connector taxiways and Parallel Taxiway A were also constructed at that time. • In 2006, Runway 3/21 and the safety area for Taxiway A were graded so that they met C-II standards. Judd Hill, Airport Manager, in 2015 said “We have millions of people coming to visit Moab each year which will eventu- ally lead to a massive increase in money delivered to the local economy.” Moab’s increasing tourism and need for heavier aircraft (50-70 passengers) has made the current runway (30passengers) insufficient to handle larger aircraft. To meet the safety requirements, the runway design considers three specific criteria: Future aircraft landing airspeed, aircraft dimensions, and flight visibility. Planning for environmental, geotech- nical, design needs, and budget started in 2015. Approved 2017 construction funding is 90.63% Federal Aviation Administration (FAA), 4.68% State Aeronautics, and 4.68% Grand County. At the beginningofMay 2018, after being closed for 120 days, Runway 3/21 at the Canyonlands Field Airport in Grand County reopened and was upgraded from a Runway Design Code (RDC) of B-II to an RDC of C-II. The runway work at Canyonlands Field was done using FAA Advisory Circular 50/5300-13A. The width of the runway was increased from 75 feet to 100 feet. To increase runway strength to a design loading of 85,000 lb dual wheel config- uration the runway pavement itself was rehabilitated by removing the existing porous friction course, placing an HMA leveling course, and an HMA PG70-34 surface course of 5” placed in 2–2 ½ lifts. During the runway widening work, additions were made to the surface course, excavation, subgrade prepara- tion, underdrains, and base course. Electrical work for the runway included replacement of the existing runway light- ing runway systemwith LED system. The work involved underground cabling, ducts, splice bases, lighted signs, preci- sion approach path indicators (PAPIs), and runway end identification lights (REILs). The PAPIs and REILs are for the ends of Runway 3 and Runway 21. Since the existing Medium Intensity Runway Lighting (MIRL) had to be moved so the runway could be expanded, it was necessary to remove the entire light- ing system, along with all of the airfield guidance signs, and install a new system with LEDs that had a better location rel- ative to the expanded runway. Newpavementmarkings were placed on the runway and the taxiways. The pave- ment markings were placed as specified in FAA AC 150/5340-1L. The runway object free area (ROFA) expanded, which made it necessary to move the existing four-strand barbed wire fence that was located along the air- port’s northwest boundary. The airport 32