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Venice Municipal Airport - Special Events Area Study City of Venice

March 2013

Venice Municipal Airport - Special Events Area Study

Atkins Venice Municipal Airport – Special Events Area Study | Version 2.0 | 15 March 2013 | 100032145 2

Notice

This document and its contents have been prepared and are intended solely for the City of Venice’s information and use in relation to the Special Events Area Study.

Atkins North America, Inc. assumes no responsibility to any other party in respect of or arising out of or in connection with this document and/or its contents.

This document has 13 pages including the cover.

Document history

Job number: 100032145 Document ref: Venice Municipal Airport - Special Events Area Study

Revision Purpose description Originated Checked Reviewed Authorised Date

Rev 1.0 First Draft JDH MCE TER TER 12/12/12

Rev 2.0 Final Draft JDH MCE TER TER 03/15/13

Client signoff

Client City of Venice, Florida

Project Venice Municipal Airport - Special Events Area Study

Document title Venice Municipal Airport - Special Events Area Study

Job no. 100032145

Copy no.

Document reference



Table of contents

Chapter Pages

1. Venice Municipal Airport – Special Events Area Study 4 1.1. Introduction 4

1.2. Stakeholder Goals & Concerns 7

1.3. Venice Aircraft Accident History & Airport Safety Standards 9

1.4. General Aviation Industry Special Events Practices 14

1.5. Summary & Recommendations 15

Appendix – A: 17

National Transportation Safety Board (NTSB) – N560WM, Aero Commander, Accident Preliminary Report 17

Appendix – B: 21

Pilot’s Night-time Photos during the 2013 Italian Feast & Carnival 21

Appendix – C: 25

DeFuniac Springs, FL, “Special Event Permit Application” 25

Appendix – D: 28

Venice, FL, “Special Event Application” 28

Tables Table 1. Airport Reference Code 12

Figures Figure 1. Venice Island Site and FAA Safety Area Standards and Restrictions 5

Figure 2. Airport Layout Plan 6



1. Venice Municipal Airport – Special Events Area Study

1.1. Introduction Venice Municipal Airport (VNC) is a general aviation facility in Venice, FL owned by the City of Venice. The City hosts special events and gatherings at an area located on airport property historically referred to as the “Festival Grounds”, now known as the Special Events Area. The gatherings include the congregation of large numbers of people near the air operations area (AOA). The City hired ATKINS to provide an evaluation of these gatherings in relation to the operation of the airport and recommendations related to the safety of the public and airport operators.

The Festival Grounds are located on the eastern edge of the airport, between the Intracoastal Waterway and the intersection of Runway 5-23 and abandoned Runway 9-27. The special events utilize the concrete pavement of the eastern end of abandoned Runway 9-27, along with its abandoned connector taxiways, which have been converted into vehicle access roads. The site is equipped with buried electrical lines serviceable by generators, as well as light poles and one water main. Figure 1 displays the location of the Festival Grounds.

According to VNC’s current Airport Layout Plan (ALP) shown in Figure 2, the area known as the Festival Grounds is reserved by the Federal Aviation Administration (FAA) for “Future Aeronautical Use”. As such, permanent structures on the site which are not compatible to future aeronautic use should not be erected, as their removal and demolition may be required before the end of their useful life. The following pictures were taken from the closed Runway 27 end, and portray the Festival Grounds on a non-event day.

View of the Festival Grounds to the West. Source: Atkins, 2012

View of the Festival Grounds to the South. Source: Atkins, 2012

View of the Festival Grounds to the North. Source: Atkins, 2012 View of the Festival Grounds to the South. Source: Atkins, 2012



(Replace this page with an 11x17 of Figure 1)



Airport Layout Plan

(Replace this sheet with the 11x17 VNC ALP Sheet)



The Special Events Area currently serves as the site for approximately six annual events, hosting as many as 25,000 people at one time. As of 2011, the Venice population was less than 21,000 people. As such, large events can more than double the City’s population, and therefore place strains on the local roadway and bridge infrastructure. Further analyses may be warranted to determine if the local road and bridge infrastructure can adequately support the vehicular traffic demands during special events’ peak periods. Following is a list of current annual events hosted at the Special Events Area:

• Venice-Nokomis Rotary Art Festival

• Venice Italian Feast & Carnival

• Suncoast BBQ Bash

• BB&T Venice Shark’s Tooth Festival

• Devereaux-Kaiser Collector Car Meet

• Venice Relay for Life Ensuring that safety is improved or maintained of both airport operators and the patrons attending each hosted event is the City’s upmost concern and goal. As such, Atkins was tasked with developing a Special Events Area Study to address the aviation safety concerns regarding the use of the interim Special Events Area. The following sections discuss the following:

• Goals and concerns expressed by the project stakeholders

• The Airport’s aviation accident history and various aviation safety standards governing the area

• Industry standards and procedures for special events hosted on airport properties

1.2. Stakeholder Goals & Concerns Atkins met with multiple project stakeholders at the November 13, 2012 kick-off meeting. Representatives of four of the six annual events, the City, and the Airport were in attendance at the kick-off meeting. Each annual event representative provided a description of how the site is used during their event and presented event details such as the amount of patrons, vehicles, and time of operations. The following paragraphs discuss such details.

1.2.1. Venice-Nokomis Rotary Art Festival The Venice-Nokomis Rotary Art Festival event occurs in the third weekend in January. The event runs between nine in the morning until five in the evening on Saturday, and then between eleven in the morning until four in the afternoon on Sunday. Approximately 100 artists display and sell their artwork. About half of the artists park their recreational vehicles (RVs) directly behind their booths, and subsequently stay there overnight. On-site, 24-hour security for the event is provided by a hired, private security company. The event draws about 10,000 visitors and approximately 4,000 vehicles.

1.2.2. Venice Italian Feast & Carnival The Venice Italian Feast & Carnival is celebrating its 25

th anniversary this coming

year. Lasting four days, this event is the longest of the six annual events hosted at the Special Events Area. The event occurs in February each year. The event runs between four in the afternoon until ten in the evening, Thursday through Friday, and then between eight in the morning until ten in the evening on Saturday and Sunday. The event draws about 15,000 visitors and approximately 3,000 vehicles. Light stands are used as the event occurs primarily after dark. Unlike the other events, the Italian Feast has fair rides, notably a Ferris wheel, which was estimated to be 50 feet tall at its highest point.

Source: http://www.venicenokomisrotary.org/art.html

Source: http://www.italianamericanclubofvenice.com/feast/index.html



Source: www.ticketsarasota.com

Source: http://themommaven.com/2012/05/relay-for-life-venice-florida/

1.2.3. Suncoast BBQ Bash The Suncoast BBQ Bash occurs annually on the third Saturday in April and runs between eleven in the morning and seven in the evening. The event is an annual fundraiser of the Suncoast Foundation for Handicapped Children, Inc. (SFHC). Thirty to fifty vendors who travel to the event from as far away as North Carolina, South Carolina and Georgia participate in a BBQ cook-off competition. Admission and parking are free, and approximately 3,500 people attend, and 1,500 to 3,000 vehicles are parked at the event. Since the event ends at seven in the evening, lighting consists mainly of under tents. The event coordinator expressed the need for upgraded water and electrical utilities given the nature of the event and the vendors’ cooking requirements. The City lends its stage for a bluegrass jamboree.

1.2.4. BB&T Venice Shark’s Tooth Festival The City of Venice, FL is the “Shark’s Tooth Capital of the World” as millions of shark teeth wash up on the City’s beaches. This event draws as many as 15,000

people and more than 100 artists who display and sell shark’s teeth and other prehistoric fossils. The Festival is a project of Special Athlete Boosters, Inc., and all proceeds of the event benefit the Special Olympics of Sarasota County. The event runs between four in the afternoon until nine in the evening on Friday, between ten in the morning and nine in the evening on Saturday, and then between ten in the morning until five in the evening on Sunday. Light towers are used until ten in the evening. Vendors RVs are parked on the south end of the site.

1.2.5. Devereaux-Kaiser Collector Car Meet The Devereaux-Kaiser Collector Car Meet features over 1,800 vintage vehicles, and is the largest car show of its kind in the State of Florida. In 2013 the event moved to the Special Events Area for the first time. The event ran between eight in the morning and three in the afternoon, Sunday, January 27. The free, one-day event was hosted by the Sunshine Region Antique Automobile Club of America (AACA) and the City of Venice, and attracted approximately 25,000 people and 5,000 parked cars (not including the vehicles on display).

1.2.6. Venice Relay for Life More than four-million people in over twenty countries take part in Relay for Life, a global fund and awareness raiser for finding a cure for cancer and supporting those battling the disease. The event features teams of people camped out around a track. During an 18-hour period, members of each team take turns walking around a track, laid by cones near the perimeter of the abandoned Runway 27 pavement. A luminary ceremony is conducted, where luminaries line the track. The event starts at six in the evening and runs until noon, the following day.

Source: http://suncoastbbqbash.com/media/

Source: http://www.sharkstoothfest.com/

Source http://www.hemmings.com/hmn/stories/ 2012/04/01/hmn_feature6.html



1.2.7. Universal Stakeholder Concerns Several concerns were raised at the Stakeholder’s kickoff meeting which were universal to all of the events hosted at the Special Events Area. The following lists those concerns:

• Dust Control – the dirt access roads and parking areas kick up a lot of dust, especially in dry conditions

• “Wash board effect” on dirt access roads when conditions are ultra wet

• Foreign Object Debris (FOD) poses risks to aircraft operators during events and once the events have ended (objects such as loose trash)

• Wildlife attractants resulting from food waste and littering

• Light pollution during night time events

• Objects’ heights relative to the Airport’s airspace protection standards Two of the universal concerns related to the dirt vehicle access road and parking lots. It seems that when conditions are dry dust control can become an issue. Vehicles kick up clouds of dirt and dust, which has been the cause for electrical generator clogs. Event coordinators have used water trucks as much as twice a day to reduce to dust problems. Conversely, when conditions are ultra wet, the dirt roads tend to get a ripple effect, known as “wash board effect.” Washboarding is inevitable in any unpaved road that sees fairly heavy traffic. The most logical solution to both of these issues is to pave the access roads and parking areas.

Two issues can result from littering on or near the airport; FOD and wildlife attractants (mainly bird attractants). The City should implement a mechanism to motivate event vendors and coordinators to clean up the Special Events Area during events and after an event has concluded.

Most FOD and wildlife attractants are mitigated by an airport security/perimeter fence. However, the most dangerous wildlife hazard to aviation cannot be stopped by a perimeter fence: bird strikes. Bird strikes result in more than 600 million dollars in damage each year, according to Bird Strike Committee USA. Given the proximity of the Special Events Area to the Runway 23 approach end, it is imperative that an emphasis be placed on ensuring a thorough trash clean up during and after each event.

1.3. Venice Aircraft Accident History & Airport Safety Standards There have been numerous aircraft accidents at VNC. Since 1983, there have been 16 fatalities as a result of 42 accidents. In December 2011 an Aero Commander 560F plane attempted to return to VNC shortly after takeoff as it was struggling with engine problems. Tragically, the pilot lost his life when the aircraft was engulfed in flames after it crashed on the southwest corner of the milled asphalt vehicle access road which is in the southwest portion of the Special Events Area. Appendix-A of this report presents the National Transportation Safety Board’s (NTSB) Preliminary Accident Report for that accident. The following picture displays the wreckage of that tragic accident. Such accidents are unpredictable, and are a reminder of why all reasonable measures should be taken to enhance aircraft operational safety.

Source: http://fullswingproductions.wordpress.com/2011/05/19/relay-for-life-venice-floridaphotos/relay-for-life-venice-florida-2011-26/

Source: http://fullswingproductions.wordpress.com/2011/05/19/relay-for-life-venice-floridaphotos/relay-for-life-venice-florida-2011/



Another potential tragedy was narrowly avoided during the Italian Feast & Carnival, on Saturday, February 23, 2013. A Piper Malibu Mirage was accidentally started by the pilot manually turning the propeller. The unmanned/unpiloted aircraft began taxiing and fortunately crashed into a drainage ditch before anyone could be harmed. The following picture displays how close this incident occurred to the patrons of the Special Events Area.

December 26, 2011, Aero Commander N560WM crash site/wreckage. Source: http://www.baaa-acro.com/Photos-72/N560WM-1.jpg

February 23, 2013, Piper Malibu Mirage crash during Italian Feast & Carnival. Source: Ronald Dupont Jr., of the Venice Gondolier



The mission of the Federal Aviation Administration (FAA) “is to provide the safest, most efficient aerospace system in the world.” The FAA develops, publishes, and regulates safety standards for airports in the United States. Since the Special Events Area is located on a public use airport, certain FAA safety standards are required to be adhered to. Specifically, FAA Advisory Circular (AC) 150/5300-13A, Airport Design, outlines safety areas and protection zones intended to maintain and enhance the safety of people both on the ground and in an aircraft. The following three safety area and protection zones described in the Airport Design AC affect the allowable uses of the Special Events Area:

• Runway Protection Zone (RPZ)

• Runway Object Free Area (ROFA)

• Building Restriction Line (BRL) Descriptions of those zones and their impacts to the Special Events Area are presented in the following paragraphs and are displayed in Figure 1.

1.3.1. Runway Protection Zone A Runway Protection Zone (RPZ) is an area centered symmetrically on an extended runway centerline. The RPZ has a trapezoidal shape and extends prior to each runway threshold. The function of an RPZ is aimed at enhancing the safety of people and property on the ground by limiting and avoiding the construction of certain structures in the RPZ. Approach protection zones were originally established to define land areas underneath aircraft approach paths in which control by the airport operator was highly desirable to prevent the creation of air navigation hazards. Subsequently, a 1952 report by the President’s Airport Commission (chaired by James Doolittle), entitled “The Airport and Its Neighbors”, recommended the establishment of clear areas beyond runway ends. Provision of these clear areas was not only to preclude obstructions potentially hazardous to aircraft, but also to control building construction as a protection from nuisance and hazard to people on the ground. The Department of Commerce concurred with the recommendation on the basis that this area was “primarily for the purpose of safety and convenience to people on the ground.” The FAA adopted “Clear Zones” with dimensional standards to implement to the Doolittle Commission’s recommendation. Guidelines were developed recommending that clear zones be kept free of structures and any development that would create a place of public assembly.

In conjunction with the introduction of the RPZ as a replacement term for Clear Zone, the RPZ was divided into “extended object free” and “controlled activity” areas. The extended object free area (OFA) has subsequently been renamed as the “central portion of the RPZ.” It is desirable to clear the entire RPZ of all above-ground objects. According to FAA Memorandum, “Interim Guidance on Land Uses Within a Runway Protection Zone”, dated September 27, 2012, where this is impractical to clear the entire RPZ of all above ground objects, airport owners, as a minimum, should maintain the RPZ clear of all facilities supporting incompatible activities such as the following:

• Buildings and structures (residences, schools, churches, hospitals, commercial buildings, etc.)

• Recreational land use (golf courses, sports fields, amusement parks, public parks, etc.)

• Transportation facilities (Rail facilities, public roads/highways, vehicular parking facilities, etc.)

• Fuel storage facilities (above and below ground)

• Hazardous material storage (above and below ground)

• Wastewater treatment facilities

• Above-ground utility infrastructure (electrical substations, wind farms, solar panel installations, etc.) The inner width, outer width and length of the RPZ depend on an Airport’s Reference Code (ARC) and approach visibility minima. The FAA classification which establishes the design criteria for future airport facilities is an airport’s ARC. The ARC is based upon the operating characteristics of the most critical aircraft serving an airport on a regular basis, defined as at least 500 annual operations. The ARC is based upon three aircraft characteristics (approach speed, wingspan, and tail height), and are designated by a capital letter and Roman numeral respectively as shown in Table 1.

According to the Airport’s current ALP, the Airport is currently classified as having an ARC of C-II, meaning the current facility can accommodate airplanes with wingspans less than 79 feet and approach speeds of less than 141 knots.



Table 1. Airport Reference Code

Dimensions of an RPZ vary depending upon the ARC and approach visibility minimums. Runway 5-23 is a visual use runway, meaning that pilots can operate to and from Airport from Runway 5-23 when visibility conditions are at least three miles, the worst visibility conditions operations under Visual Flight Rules (VFR). Operating to or from a runway in visual conditions less than three miles requires adherence to Instrument Flight Rules (IFR) which demand that a runway be equipped with an instrument approach procedure. The RPZ associated with the approach end of Runway 23 starts 200 feet from the end of the Runway at an inner width of 500 feet and extends for a length of 1,700 feet to an outer width of 1,010 feet (500-ft x 1,700-ft x 1,010-ft).

As can be seen in Figure 1, there are several incompatible land uses in the existing Runway 23 RPZ, such as a motel, public boat dock, two-lane Airport Avenue, and four-lane South Tamiami Trail and associated draw bridge and control tower. The Special Events Area is not located in any portion of the existing Runway 23 approach RPZ. However, the vehicle access road leading to the Special Events Area traverses through the RPZ. Given the FAA’s recent RPZ initiative and the impracticality of removing or relocating those incompatible land uses, it is likely that the FAA may require an assessment study of the Runway 23 RPZ be conducted to determine potential mitigation measures to bring the RPZ back into compliance. Widespread affects on airports across the Country are resulting from the FAA’s interim RPZ guidance changes.

It is important to emphasize that the Special Events Area is not located in the RPZ, therefore does not infringe upon the Airport’s land use compatibility.

1.3.2. Runway Object Free Area The Runway Object Free Area (ROFA) must be free of objects except those required to support air navigation and ground maneuvering operations. This area, also centered on the runway, is aimed at enhancing the safety of aircraft taxiing on the runway as well as on taxiways. It is not permissible to park an airplane within the ROFA. The width and length of the ROFA depend upon an airport’s ARC and approach visibility minima. The Runway 5-23 OFA is 800 feet wide. As such, no objects are permissible within 400 feet of either side of the Runway’s center line. The ROFA is presented on Figure 1.

The Airport recently enhanced the safety of the Runway 5-23 ROFA by removing trees and relocating the perimeter fence, thereby achieving an ROFA compliant with the FAA’s standards. The existing fence now prevents objects such as vehicles from infringing upon the Runway 5-23 ROFA, therefore the Special Events Area poses no threats to the ROFA during normal operations.

1.3.3. Building Restriction Line & FAR Part 77 Obstruction Identification A Building Restriction Line (BRL) is an imaginary line that identifies suitable and unsuitable locations for structures on airports. A BRL establishes the limits of structures’ proximity to the aircraft movement area (AOA). The typical structure height allowable on the edge of the BRL is 35 feet. The location of the BRL is

Aircraft Approach Category Approach Speed

A Below 91 knots

B 91 knots up to 121 knots

C 121 knots up to 141 knots

D 141 knots up to 166 knots

E 166 knots or above

Airplane Design Group Wingspan (ft) Tail Height (ft)

I < 49 < 20

II 49 to < 79 20 to < 30

II 79 to < 118 30 to < 45

IV 118 to < 171 45 to < 60

V 171 to < 214 60 to < 66

VI 214 to < 262 66 to < 80

Source: FAA AC 150/5300-13A, Airport Design.



tied to Federal Aviation Regulation (FAR) Part 77, Objects Affecting Navigable Airspace. Part 77 establishes imaginary surfaces aimed at identifying potential objects hazardous to aviation operations. The Part 77 surfaces are also used to establish the maximum allowable heights of new structures. The Part 77 surfaces governing the Special Events Area are known as the Transitional Surface to Runway 5-23. A Transitional Surfaces slopes up from the surface by a factor of seven to one; meaning for every 7 feet out, the surface rises by one foot. The Runway 5-23 Transitional Surface starts 250 feet from its center line. The Transitional Surface rises to 35 feet above the runway center line elevation 245 feet from its starting point (7 x 35 = 245). As such, the 35-foot BRL runs parallel to the Runway 5-23 center line, offset from the centreline by 495 feet.

The 35-foot BRL is located approximately 95 feet from the existing airport fence near the Special Events Area. Temporary structures such as vendor tents are not hindered by the BRL, though structures such as Ferris wheels or concert stages and sound equipment scaffolding should be located as far from the runway as is practical. It is advisable that any Ferris wheels be placed south of the abandoned Runway 9-27, on the eastern edge of the abandoned taxiway. The Airport’s BRL is presented on Figure 1.

1.3.4. FAA Form 7460 – Obstruction Evaluation Process It is likely that structures exceeding 35 feet will require notification to and approval by the FAA prior to their being erected. Part 77 provides guidance for individuals to apply and report to the FAA their intentions to build or erect a new structure (both permanent and temporary). The FAA is required to review all applications for new structures that exceed their reporting heights, and evaluate the safety of the proposed development. The FAA then releases a letter finding the proposed development to either be hazardous or non-hazardous to aviation. The FAA provides an online tool which identifies if an FAA Form 7460 application is required or not. The tool is located at the following web address:

https://oeaaa.faa.gov/oeaaa/external/gisTools/gisAction.jsp?action=showNoNoticeRequiredToolForm

To comply with FARs, owners of temporary structures of significant height should fill out the online “Notice Criteria Tool” form to determine if further application is necessary. The FAA uses the 7460 process to generate notices to airmen (NOTAMs), which alert pilots of “out of the ordinary” conditions at an airport, such as temporary construction cranes, taxiway closures, or temporary special event structures such as Ferris wheels, mast lighting, or other tall structures which could be associated with an event..

If required by the aforementioned Notice Criteria Tool, the FAA 7460 Form application process should commence no less than 90 days from the time that a structure is desired to be erected, as the FAA has a cue of such applications, and typically takes at least that much time to release their notification letter. As such, it is recommended that the application to the City to host a special event be submitted no less than 120 days from the desired event.

It is also recommended that objects of significant height not be planned to be located north of abandoned Runway 9-27, nor west of the abandoned taxiway. Planning such objects to south and east of the abandoned Runway 9-27 and taxiway intersection should result in the least impact to the Airport’s protected airspace.

1.3.5. Light Pollution Hazards and Optical Illusions

1.3.5.1. Light Pollution Hazards

According to the FAA, “Vision is a pilot’s most important sense to obtain reference information during flight.” Pilots are encouraged to establish “dark adaptation” more commonly known as “night vision” prior to flying at night. The human eye primarily uses cones and rods for vision in light and dark environments respectively. According to the American Optometric Association, “rods require 30-45 minutes or longer of absolute darkness to attain maximum sensitivity after exposure to bright light.” “While dark adaptation of the rods develops rather slowly over a period of 20 to 30 minutes, it can be lost in a few seconds of exposure to bright light. Accordingly, during night operations aircrew members should be taught to avoid bright lights,” such as “exhaust flames, strobes, searchlights, etc. to avoid temporary flash blindness.”

As previously discussed, certain events held at the Special Events Area occur during the evening and early morning hours. The lights used during such events can cause flash blindness to pilots if they are not properly aimed away from the Air Operations Area (AOA). As seen in Appendix-B lights used at the Special Events Area have posed such risks to pilots in the past. An example of a properly aimed light is also



depicted in the appendix. It is recommended that event coordinators be informed of those risks and instructed to not aim bright lights toward the Airport’s runways, taxiways, or approaches.

1.3.5.2. Optical Illusions

Many optical illusions can cause pilot confusion, especially during night flights. Following are a few identified optical illusions that pilots may encounter:

• Linear perspective illusions

• Up sloping terrain or narrow or long runway

• Down sloping terrain or wide runway

• Black-hole approach illusion

• Autokinetic illusion

• False visual reference illusions

• Vection illusion

• Repeating pattern illusion

Such illusions are unlikely to be caused by the use of the Special Events Area. However, surface lights, such as luminaries, along abandoned Runway 9-27’s periphery could be mistaken by pilots for runway edge lights, especially if they are white; the standard color of runway edge lights. The following photo of the Venice Relay for Life provides an example of such an instance.

If a pilot were spatially disoriented, it is not outside the realm of possibility that they may mistake a lit, abandoned runway for an active runway, which could have tragic results. As such, it is recommended that event coordinators be made aware of such dangerous practices, and instructed to not place surface lights on the abandoned runway or taxiways in a manner which resembles runway or taxiway edge lighting. If luminaries or some similar lighting is desired, it is recommended that the pathway that they create not be linear, but rather curved, so that pilots do not make the tragic mistake of landing on abandoned Runway 27.

1.4. General Aviation Industry Special Events Practices It is extremely rare to find a designated special events area able to accommodate large events with 25,000 or more people at a public use airport. However, it is not uncommon for airports to host large events such as fly-ins or air shows, which can attract just as large a crowd and have similar issues that need to be planned for. Atkins investigated some of these events to glean the best standard practices and policies established to maintain safety, and establish processes to enhance the planning, organizing, and running of a special

Source: http://fullswingproductions.wordpress.com/2011/05/19/relay-for-life-venice-floridaphotos/relay-for-life-venice-florida-2011-26/



event at the Airport. The following sections describe two long-standing, established special events at airports; Sun ‘n Fun at Lakeland-Linder Regional Airport and Marvel of Flight at DeFuniak Springs Municipal Airport.

1.4.1. Sun ‘n Fun at Lakeland-Linder Regional Airport Sun ‘n Fun, based at Lakeland-Linder Regional Airport, has been holding fly-ins since 1975. In addition to hosting its own planned events, the Sun n’ Fun campus is open year-round and rents its venues for both aviation and non-aviation related activities. It has nine different venues which include both indoor and outdoor spaces. The seating capacities and base rental prices for each venue are detailed on the Sun ‘n Fun website, along with additional services and operational guidelines that need to be considered, including:

• Using only pre-approved equipment rental companies and catering services

• Placing tents in only pre-approved areas with no stakes driven into asphalt or concrete

• Providing Port-o-potties and hand washing stations for any event exceeding 200 people

• Providing parking attendants for events larger than 500 people

• Providing additional dumpsters and trash cans for any event exceeding 750 people

• Requiring all set-up to begin no earlier than 4:00 pm the day prior to the event

• Requiring all clean up to be completed and all trash in dumpsters by 9:00 am the day following an event, and dumpsters removed within 2 days of the event

• Requiring a licensed liquor provider for any dispensing of alcoholic beverages

1.4.2. Marvel of Flight at DeFuniak Springs Municipal Airport The DeFuniak Springs Municipal Airport hosts the Marvel of Flight, an annual community event each spring that attracts a variety of non-aviation vendors and civic organizations. The City of DeFuniak Springs Municipal Code includes specific guidelines for hosting such events at city facilities. The City employs a Special Event Permit which must be submitted no less than seven days prior to the event; as shown in Appendix-C. Specific provisions must be made for the following:

• Adequate police presence, traffic control, and compliance with fire prevention regulations

• Immediate removal of all temporary structures, signage, or other movable fixtures

• All clean up completed within six hours of the end of the event for events ending by 6:00 pm, and by 8:00 am the following morning for events ending after 6:00 pm

• General Liability Insurance coverage recommended but not required unless the hosting organization is IRS qualified 501(c)(3) and registered with the State

1.5. Summary & Recommendations

1.5.1. Summary This safety analysis is aimed at identifying recommendations that would enhance the safety of the aircraft operators as well as those individuals on the ground, near the airport. Several discoveries where made as part of this study including:

• The Special Events application packet should include instructions for use of the FAA’s Form 7460 process, which should be implemented

• The need to inform event coordinators of potential safety hazards resulting from event lighting

• Risks from wildlife attractants and FOD could be mitigated by implementation of strict trash pick-up and removal standards, as well as requiring the proper amount and sizes of trash receptacles

• Practices and policies of other GA airport special events may be explored

• Tall structures such as stages, poles (flag, utility, light, sound, camera, etc.), fair rides, etc. Should be located as far from active runways and taxiways as possible

Those elements and concerns are vital to maintaining or enhancing the safety of individuals attending an event at the Special Events Area and the pilots and passengers operating at VNC. The following section presents recommendations to the City, Airport, and Event Coordinators for enhancing the safety of events and Airport operations during future events.



1.5.2. Recommendations The City currently has an application form to be filled out by each event coordinator prior to their event. Applications are reviewed by City Directors, who are given a two week to review period. The City then grants their approval or disapproval of the event. The approval process typically takes two to three months from the time that the application is submitted. Events that have not been conducted previously are placed on the City Council’s Agenda. Applications can be submitted online, at the following link: http://www.venicegov.com/Forms/Events/feedback.asp Appendix-D provides an example Special Events Application and Certificate of Liability Insurance. The application process provides pertinent information to the City regarding the event. It is recommended that event coordinators be provided with a Special Events Area best practices and guidelines pamphlet to empower them with the knowledge and awareness necessary to enhance safety to people at each event as well as pilots and passengers operating at the Airport. It is recommended that the following guidelines/requirements be established and presented to potential event coordinators as part of an application approval letter/packet:

• It is recommended that a tall structures zone be established to guide event coordinators and organizers as to where tall structures could and should be located.

• Recommend or require that structures that are 30 feet high above ground level (AGL) or higher be located south and east of the abandoned runway & taxiway intersection.

• Recommend or require that the application for each event be submitted to the City no fewer than 120 days before the proposed event dates.

• Require that the following information be provided to the City:

• A layout of the proposed event structures, and the height AGL of each object that is 30 feet AGL or higher; such information will be required for the FAA Form 7460 application process.

• It is recommended that event coordinators be made aware of the hazards to pilots that their lights can have, and require that:

• All significant lighting systems be aimed away from the Airport and its airspace; all lights should be pointed down and toward the east.

• No light patterns should resemble runway or taxiway lighting; the abandoned runway and taxiway pavement edges or perimeter should not have edge lighting of any kind that emits white or blue light.

• It is recommended that event coordinators be informed of the hazards to aviation potentially caused by foreign object debris (FOD) and the importance of providing the proper size and number of trash receptacles. It is also recommended that the City specify and enforce a post event site cleanup period.

As was previously mentioned, the Special Events Area is reserved for future aeronautical land use, such as taxiways, aircraft hangars, parking aprons, fixed base operators, terminal buildings, etc. Couple that with safety concerns associated with hosting the events on an airport, and other issues related to vehicular traffic delays, it is ultimately recommended that an alternative special events area site be explored and established.



Appendix – A:

National Transportation Safety Board (NTSB) – N560WM, Aero Commander, Accident Preliminary Report



Appendix – B:

Pilot’s Night-time Photos during the 2013 Italian Feast & Carnival



February 23, 2013, Italian Feast & Carnival. View above Runway 5-23 at an altitude of approximately 500-ft AGL looking to the East Source: Venice Municipal Airport Staff

February 23, 2013, Italian Feast & Carnival. View above Runway 5-23 at approximately 500-ft AGL, looking to the Northeast Source: Venice Municipal Airport Staff

Special Events Area Parking Lot Lights

Runway 5-23 Edge Lights


Runway 5-23 Edge Lights

Properly Aimed Parking Lot Light



February 23, 2013, Italian Feast & Carnival. Ground-level view from Runway 23 Run-up area prior to departure Source: Venice Municipal Airport Staff


Special Events Area Mast Lights

Runway 23 – Visual Approach Slope Indicator (VASI)

Runway 5 - 23 Edge Lights

February 23, 2013, Italian Feast & Carnival. View on final approach to Runway 23 at approximately 500-ft AGL Source: Venice Municipal Airport Staff



Special Events Area Mast Lights

Runway 5 – 23 Edge Lights

Runway 5 – Visual Approach Slope Indicator (VASI)

February 23, 2013, Italian Feast & Carnival. View on final approach to Runway 5 at approximately 500-ft AGL Source: Venice Municipal Airport Staff



Appendix – C:

DeFuniac Springs, FL, “Special Event Permit Application”



Appendix – D:

Venice, FL, “Special Event Application”

© Atkins Ltd except where stated otherwise. The Atkins logo, ‘Carbon Critical Design’ and the strapline ‘Plan Design Enable’ are trademarks of Atkins Ltd.

Jonathan Hand Atkins 482 South Keller Road Orlando FL 32810-6101

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