Chapter 1/InventoryKalispell City Airport Feasibility Study January 1999
CHAPTER ONE - INVENTORY
EXISTING FACILITIES
Kalispell City Airport presently has one runway, designated 13-31 with one full parallel
taxiway (on the east side of the runway) and one partial parallel (2,300' long, on the west side).
Pavement strengths are unknown, but presumed light duty (less than 12,500 single wheel loading
(S WL)). Runway dimensions are 3,600' in length x 60' wide.
The Runway Protection Zones (RPZ) are the trapezoidal areas located 200 feet from the
thresholds of each runway. FAA AC 15015300-13 Airport Design specifically prohibits residences
inside the RPZ, it also encourages the airport sponsor to own the RPZ entirely. The RPZ for
Runway 13 is 250 feet x 450 feet x 1,000 feet, and has serious land -use compatibility problems.
Some of the RPZ for Runway 13 is owned by private homeowners who live in residences inside the
RPZ. The RPZ for Runway 31 is also 250 feet x 500 feet x 1,000 feet and is also not owned by the
airport sponsor. There are, however, no residences in this RPZ.
The Runway Object Free Area (OFA) is 250 feet wide centered on the runway centerline and
extends 240 feet beyond the runway threshold.
The runway is has stake mounted low intensity runway lights (LIRLs). These lights are
mounted on apparently non -frangible, concrete encased stakes. The taxiways are have stake
mounted retro-reflective markers. There are no airport location signs on the airport.
There are two fueling aprons, one on each side of the runway. Red Eagle Aviation located
on the east side of the runway has a fueling apron that is approximately 10,000 square feet.
Diamond Aire has an approximately 45,000 square foot apron on the west side of the airport. There
are two fueling islands (Diamond Aire and Red Eagle Aviation) and three fuel trucks available to
service local and itinerant traffic (Diamond Aire, Red Eagle Aviation, and Eagle Aviation.)
Presently, aircraft use home-made tie -downs to park in the grass along the edges of the
fueling aprons. Overall, there are 68 tie -downs available.
There are two nested Tee hangars and eight commercial hangars (including one helicopter
hangar) located at the airport. The two nested Tee hangars have a storage capacity of six aircraft
each. Of the commercial hangars, Diamond Aire owns one, Red Eagle Aviation owns one (plus one
of the storage hangars), one is owned by Sky Corral Air Service, Mountain West Helicopters leases
one, Eagle Aviation leases one, and three more are owned by unknown parties.
See the airport layout plan in Appendix D.
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Kalispell City Airport Feasibility Study January 1999
RUNWAY LENGTH
Factors considered when determining runway length are family of aircraft regularly using
the airport, the mean maximum temperature of the hottest month of the year, altitude of the airport.
Airports are usually developed in phases and in the first phase the runway is designed so that 75%
of all aircraft in the design fleet may depart on during the hottest month of the year. Later, the
runway is extended to its intermediate length where 95% of the aircraft in the design fleet may depart
during the hottest month of the year as more demanding aircraft use the field. Finally, when the
most demanding aircraft in the design family use the airport regularly, the runway is extended to its
ultimate length so that 100% of the aircraft in the design family may depart during the hottest month
of the year. Runway lengths for Kalispell City Airport are shown below:
Initial Development 75% of the fleet
3,600 feet
Intermediate Development 95% of the fleet
4,300 feet
Ultimate Development 100% of the fleet
4,700 feet
At Kalispell City Airport the fixture development is shown as 4,300 feet (95% of the fleet),
because the local users, neighbors and sponsor have determined that this is the best way to control
which aircraft use the airport. Generally the larger the aircraft, the more demanding it is, and the
noisier it is. The product of the FAA Runway Length software is included in Appendix G.
DESIGN STANDARDS
The following table illustrates a comparison of design standards of the B-I Airport Reference
Code and the B-II Airport Reference Code.
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Kalispell City Airport Feasibility Study January 1999
TABLE 1-DESIGN STANDARDS FOR BI AND BII AIRCRAFT
AIRPLANE DESIGN GROUP
ITEM
I
II
Runway Width
60 ft
75 ft
18m
23m
Runway Shoulder Width
10 ft
loft
3m
3m
Runway Blast Pad Width
80 ft
95 ft
24m
29m
Runway Blast Pad Length
100 ft
150 ft
30 m
45 m
Runway Safety Area Width
120 ft
150 ft
36 m
45 m
Runway Safety Area Length
240 ft
300 ft
Beyond RW End 3/
72 m
90 m
Runway Object Free Area Width
400 ft
500 ft
120 m
150 m
Runway Object Free Area Length,
240 ft
300 ft
Beyond RW End 3/
72 m
90 m
AC 150/5300-13 CH4, Table 3.1, Runway design standards for aircraft approach category A & S visual runways and runways with not lower than
3/4-statute mile (1200 m) approach visibility minimums.
Kalispell City Airport Feasibility Study January 1999
LAND USE AND ZONING
Figure 1 Zoning and Land Use Adjacent to Airport illustrates current zoning of land
surrounding Kalispell City Airport. The airport is located on the southern edge of the Kalispell
Zoning District, and adjacent lands lay inside the Kalispell Zoning District, the Lower Side Zoning
District, the West Side Zoning District, and the Willow Glen Zoning District. The Airport landing
field is presently zoned P-I for public use.
The land immediately west of the runway is zoned I- I for light industrial and P-1 for public
use and is used by the Fixed Base Operators (FBO), by soccer fields, and by the Kalispell Waste
Water Treatment Plant. The land to the immediate east of the of the landing field is zoned B-2 for
General Business, I -I for Light Industrial, and P-1 for Public Use, and is used by several retail
businesses, motels, restaurants, a state office, and a Montana Army National Guard Armory. The
land in the northern approach is zoned B-2 for General Business, RA-1 for Low Density Residential
Apartment, RA-3 for Residential Apartment/Office, P-1 for Public Use, R-4 and R-5 for
Residential, and the land is used for single- and multi -family residences, City maintenance shops,
Rawson Field track and stadium, the Elks Club, and several retail businesses and restaurants. The
land in the south approach is zoned B-2 for General Business, I -I and I-Ih for Light Industrial, R-I
for Suburban Residential, R-5 for Residential, and SAG-10 for Suburban Agricultural 10-acre
minimum, and is used for several retail businesses, an auto salvage yard, some residences, a radio
station, and agriculture.
Generally, land uses around the landing field are compatible with the airport; however, there
are some weaknesses with the existing zoning, that may if permitted to continue, may lead to
incompatible land uses. The primary weakness is that current zoning regulations permit building
heights of up to forty feet (40') within 530 feet of the runway centerline, and within 1,000 feet of the
runway threshold in the approach. Structures of this height located this close to an active runway
would conflict with Federal Aviation Regulation (FAR) Part 77 protected surfaces. FAR Part 77 will
be discussed in greater detail later in the study.
At this time, the development of Highway 93 is planned along the existing alignment and
Right of Way, with additional lanes and safety improvements. No further encroachment towards the
airport is planned. However, the Department of Transportation is considering a west side by- pass
of Highway 93 around the down town area. The proposed alignment illustrates a departure from
the current alignment approximately 2 miles south of the airport and follows railroad right of way
to the west and north. The proposed alignment would be approximately 3/4 mile west of the airport.
The proposed by-pass lies well outside any RPZ and Part 77 considerations.
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Kalispell City Airport Feasibility Study January 1999
AIR TRAFFIC MANAGEMENT
There are two classes of airways in the United States, "Victor" and "Jet". Victor airways
extend from minimum en route altitude or minimum safe altitude up to 18,000 feet above mean sea
level (MSL). Jet routes extend upward from 18,000 feet MSL. Victor airways are also known as
the VOR system or low altitude federal airways.
There are apparently no published Military training routes located near Kalispell. This is
subject to change. Generally, Military Training Routes are shown on sectional aeronautical charts.
Figure 3 shows the current location of Victor airways and military training routes in the
vicinity of Kalispell. Figure 3 is copied from the current Great Falls Sectional Aeronautical Chart
(54'h Edition, January 29, 1998) which becomes obsolete on the publication of the next edition
scheduled for July 16, 1998.
The Airspace in the greater Kalispell are is Class E airspace with floor elevation 700 feet
above the surface and is controlled by the Air Traffic Control Center in Salt Lake City, Utah.
METEOROLOGICAL DATA
According to the Glacier Park International Airport Master Plan Update conducted by
CH2M Hill in 1995, visual flight rules (VFR) weather occurs in the Flathead Valley 92.0% of the
time.
During 12 mile per hour winds, Runway 12-30 provides 93.01 % coverage, it is assumed that
Kalispell City Airport Runway 13-31 provides similar coverage. Federal Aviation Administration
design guidance emphasizes the desirability of airport runways providing wind coverage 95% of the
time. In fact, in some cases the FAA will fluid construction of a crosswind runway where 95% wind
coverage is not possible with one runway; however, given the proximity of Glacier Park
International Airport, development of a crosswind runway at Kalispell City Airport is not expected.
FINANCIAL DATA
Cost estimates for development of Kalispell City Airport to B-II Non -Precision Instrument
(NPI) standards at it present location and for similar development at a "generic" location in the
vicinity of Kalispell, are included herein. The following notes and assumptions are in effect.
• Land acquisition expenses account 45% of the development costs at the existing
location, and are based on recent land sales in the vicinity of the airport.
• Development costs at both Iocations include $622,000 for Tee Hangar and pilot
lounge development, which is neither required nor eligible for federal fimds.
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Area Airspace and Airports
Q Otherthan hard -surfaced runway VOR-t?ME
Hard -surfaced runway 1500 ft. to 0069 ft. in length Non-Directionai Rad obeacon
QPrivate "(Pvt)" - Non-public use having emergency or Class E Airspace
landmark value.
Obstruction with high -intensity lights. May operate
Q Unverified part-time
Airport with services during normal working hours Group Obstruction
depicted by ticks around basic airport symbol
�- Glider Operations
• yr Rotating airport beacon in operation sunset to sunrise
I—r-r"'r Compass
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Kalispell City Airport Feasibility Study January 1999
• Land acquisition at a new location is expected to be eligible for federal participation,
even though there has be no such commitment from the Federal Aviation
Administration.
• Land acquisition and obstruction removal, although generally considered an eligible
expense, is not eligible at present location (see Dave Gabbert letter to Clarence
Krepps, dated February 21, 1997, Appendix F).
• Earthwork, drainage, and pavement assumes 1.88 feet deep ditches on both sides of
the runway, subsurface drains, 1 foot deep excavation, a layer of geotextile fabric,
9 inches of crushed aggregate base course, and 3 inches aggregate -bituminous
surface course (pavement).
• The total acreage required for acquisition at the present location is 57.31 acres, which
is the minimum required to protect the Runway Safety Area (RSA) and the 7:1
transitional surface; however, the FAA has agreed that this amount may be reduced
so that only the RSA is protected. This would require 51.58 acres.
AVIATION ACTMTY, SOCIO-ECONOMIC, AND DEMOGRAPHIC DATA
One of the most difficult tasks of conducting an inventory of existing facilities is accurately
determining the current level of aviation activity. The importance of this data cannot be overstated,
since they are the basis of forecasts of future aviation demand, and these forecasts are used to
determine facility requirements.
There are many possible sources for this information, for this study FAA Form 5010 Airport
Master Record, first-hand observation, and a survey of local area pilots.
The FAA Form 5010 Airport Master Record for Kalispell City Airport dated August 13,
1998 is included in Appendix E. The Form 5010 indicates that there are 56 single -engine aircraft,
3 multi -engine aircraft, one helicopter, one sailplane, and three ultralights. It further indicates that
there are 6,400 air taxi, 13,600 general aviation (GA) local, 14,000 GA itinerant, and 1,000 military
air operations'.
In May 1998, Morrison-Maierle personnel observed 38 single -engine aircraft, 6 multi -engine
aircraft, and three sailplanes tied down at Kalispell City Airport. Additionally, there are 18 hangar
spaces which are assumed to be occupied, although occupancy was not confirmed. No helicopters
nor ultralight aircraft were observed. Although a number of air operations were observed, these
observations were insufficient to confirm or deny the operations estimates from the FAA Form 5010.
All aircraft observes were small airplanes with wingspans less than 49 feet.
7Air operations are defines as one takeoff, one landing, or one touch-and-go.
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Kalispell City Airport Feasibility Study January 1999
In July 1998, Morrison-Maierle surveyed 223 local area pilots, and received 96 responses.
The objectives of the survey were to:
1. Determine the most demanding aircraft that regularly uses Kalispell City Airport
(defined as at least 500 take -offs, landings, or touch-and-gos).
2. Determine the total number of air operations per year.
3. Determine the total number of based aircraft.
4. Determine the average stage length for aircraft departures.
5. Determine primary reason for use of Kalispell City Airport.
6. Determine how many passengers are carried from Kalispell City Airport.
7. Determine level of interest for hangar development at Kalispell City Airport.
8. Determine average maximum acceptable hanger lease rate.
Survey respondents indicated a wide variety of small aircraft, all with gross weights less than
12,500 and wingspans less than 49 feet. 20 respondents indicated that they base their aircraft at
Kalispell City Airport. The total air operations, based on the survey response is 16,271.
Respondents indicated they carry on passenger every other time they fly, on average. 39 respondents
indicated that they would be interested in leasing hangar space on the airport, and the average
maximum acceptable rate would be $115 per month. A summary of survey response is included in
Appendix H.
A monthly distribution of annual air operations may be computed using fuel sales at the
airport. City Service, Inc supplies bulk fuel all three fuel retailers on the airport, the table below
shows the total fuel shipped to retailers on the airport over a three year period on a monthly basis.
FUEL SALES TO KALISPELL CITY AIRPORT
1995
1996
1997
Monthly
Average
Monthly
Average as a
Percent of
Annual Total
January
1,749
175
2,791
1,572
2.95
February
1,071
886
592
850
1.59
March
2,767
3,473
2,546
2,929
5.49
April
2,295
2,081
1,332
1,903
3.57
May
2,790
2,450
0
1,747
3.28
June
14,928
5,518
7,889
9,445
17.71
July
9,536
16,060
9,454
11,683
21.91
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Kalispell City Airport Feasibility Study January 1999
FUEL SALES TO KALISPELL CITY AIRPORT
1995
1996
1997
Monthly
Average
Monthly
Average as a
Percent of
Annual Total
August
6,999
14,081
4,983
8,688
16.29
September
6,715
5,992
12,841
8,516
15.97
October
1,772
2,619
2,424
2,272
4.26
November
11,089
958
704
0
554
1.04
December
528
7,888
3,168
5.94
Total 152,669
54,567 1
52,740
1 53,325 1
10:00
Source: City Service, Inc., Kalispell, MT.
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