Logan-Cache Airport is a unique airport which supports high-density flight training activity through Utah State University and is home to a robust general aviation community including recreational and corporate users. Due to Logan’s relatively large population base yet distance from other major cities, the Airport’s ability to support aviation access and the local economy is critical.
Previous planning efforts by other firms had resulted in a lack of cohesive direction for future development which was prohibitive to allowing new aeronautical and non-aeronautical revenue generating sources. Armstrong’s team implemented a range of alternatives to depict potential land use options for small and corporate general aviation, commercial aviation services, air cargo, and non-aeronautical revenue sources.
Due to high demand for the airport, it was imperative to develop a new plan which could balance these varying economic opportunities. Armstrong worked closely with the airport stakeholders and leveraged the collective team’s understanding of industry needs at airports to finalize a plan for new hangars, apron expansion, taxilane development, and delineation of non-aeronautical areas that optimized available airport property.
Today, Logan-Cache Airport is constructing a battery plant on areas identified for non-aeronautical uses and constructing a new taxilane to support large corporate traffic.
Armstrong completed an environmental assessment, under an agreement with the FAA’s Air Traffic Organization, to analyze the potential for impacts associated with the development of a Instrument Landing System installation (ILS). The objective of the project was to provide precision approach visibility minimums to ensure the airport can accommodate aircraft operations during poor weather conditions. The Environmental Assessment was conducted under the guidelines of the National Environmental Policy Act to ensure the desired outcome would not impact the quality of life or natural setting for the local area. Throughout the process, special considerations were given to aircraft noise and changes to the visual setting caused by new approach lighting systems. Additionally, a comprehensive public involvement program was employed to ensure transparent communication to the community. As a result of the project, Logan-Cache Airport the ILS was installed and continues to provide enhanced access for aircraft during all weather conditions.
Taxilane I will connect the north end of the south apron to the hangar area to the south of the apron. It will provide an additional access point between the apron and hangars to reduce traffic and increase aircraft mobility at the airport. In 2017, the first 200 feet of the Taxilane was constructed at 35 feet wide and connecting to the apron. The rest of the Taxilane I will be constructed when funds become available.
Armstrong prepared the design for the construction of Taxilane I which included survey and geotechnical investigations in addition to pavement design. The pavement design included designing the pavement geometry while meeting the required separations, designing a pavement section using the FAA program FAARFELD, laying out the pavement markings in accordance with FAA AC 150/5340-1L, drainage plan, and existing utility relocation.
Armstrong completed the design for the reconfiguration and reconstruction of a portion of Taxiway C extending approximately 1,600 feet to the northwest of Taxiway D and comprising an area of approximately 1,600 feet x 50 feet.
Portions of the aircraft parking apron and Taxiway C pavement sections were demonstrating subgrade failure. This project was constructed utilizing a 2017 FAA grant as well as State and local funding. In an attempt to maximize the available funding, the project was designed in two separate construction schedules.
Schedule I consisted of apron rehabilitation work which included removal and recycling of existing asphalt pavements, earthwork, paving and installation of new aircraft tiedown anchors. The rehabilitated apron area was located in the same location as the existing apron footprint with the exception of the inclusion of a small area, approximately 920 square yards, that was not paved. This area was included to expand overall circulation between the improved apron areas.
Scheduled II consisted of reconstruction of a portion of Taxiway C. It included the pulverization and removal of existing pavements, earthwork, paving, relocation of a portion of airfield light conduit and resetting of an edge light, and surface pavement marking.
Armstrong prepared the design for reconfiguration and reconstruction of a portion of the general aviation apron located to the west of Taxiway D between the existing hangars and Taxiway C, comprising an area of approximately 180 feet x 950 feet. Design documents included detailing construction plans, specifications, and construction documents. In addition to the design work, Armstrong performed construction administration services.
The previous edge lighting system was a medium intensity runway lighting (MIRL) system in a duct and can system. In 2000, a runway extension project was completed, and edge lights on the new segment were placed ten feet from the runway edge, with the expectation that in the future the existing lights would be moved to match the new installation. Since then, the airport has become a Part 139 airport and added an ILS to serve runway 17. This required the MIRL to be upgraded to a high-intensity runway lighting (HIRL) system. The new system consists of can mounted lights, cable, and transformers installed in a 2” PVC duct, full counterpoise system with a new 25 kW regulator.
The additional plan involved removing the existing PAPI installations and replacing them with new two light L-881 PAPIs. The old PAPIs were at the end of their useful life, requiring a significant amount of maintenance. Additionally, the old runway 35 PAPI did not meet AC requirements. This deficiency was noted in Part 139 inspections. Both existing PAPIs were replaced with PAPI-2 systems.
The previous airport runway surface was experiencing failure. Armstrong designed, bid and administered construction of the replacement pavement surface. The construction included pavement surface removal, paving, and marking. The pavement section was designed to accommodate three inches of hot mix asphalt surface.
