07/11/93 Gallagher/Review of PlansI l I Di [t ►1� 1111- 1
TO: KALISPELL CITY AIRPORT - PROJECT FILE
(C: \WP51 \AIRPORT\PLANREV. MEM)
FROM: Lawrence Gallagher, PECDD, Director
DATE: July 11, 1993
SUBJECT: Review of I. KALISPELL CITY AIRPORT - KALISPELL, MONTANA
AIRPORT MINI -MASTER PLAN, developed by T.A.P., Inc. Aviation &
Economic Consultants of Bozeman, MT., sponsored by: Kalispell Airport
Association and the City of Kalispell through a Grant and Loan Made available
by the Montana Aeronautics Division of the DCA, dated October 1979; and, II.
KALISPELL CITY AIRPORT NEIGHBORHOOD PLAN WORKING
DRAFT, dated: February 1, 1993, prepared by MONTANA PLANNING
CONSULTANTS, Kalispell, Montana.
The City Manager has requested a review of all of the available information on
regarding the Kalispell City Airport; and, preparation of a comprehensive report detailing the
issues and alternatives the City Council must weigh and consider as it establishes policy which
will guide the future of this municipally owned facility. The Planning Economic and
Community Development Department has been charged with that task. A task that must began
with the historical research to determine ...
I. The first document researched was the KALISPELL CITY AIRPORT -
KALISPELL MONTANA AIRPORT MINI -MASTER PLAN, dated October 1979,
developed by T.A.P., Inc. Aviation & Economic Consultants of Bozeman, MT., sponsored by:
Kalispell Airport Association and the City of Kalispell through a Grant and Loan Made available
by the Montana Aeronautics Division of the DCA. The City Council representatives included
Mayor Norma Happ and Councilman Forrest Daly. The Airport Association Chairman was Lee
Tower. There was a $1,000 preliminary engineering grant and a loan of $6,850 to the City of
Kalispell for the study. I don't know if the loan was repaid, or how. The report included the
following recommendations:
1. Revise as necessary and adopt the suggested airport \rules and regulations printed as
Chapter Four of this study.
2. Appoint an airport manager.
3. Overlay the runway with a 2" asphaltic mat the summer of 1980.
4. The City and the Association revise or amend the airport lease agreement for the
mutual benefit of both parties, (emphasis added) and to better reflect the airport
changes which have occurred since 1966. This revision or amendment could be made
at any time rather than wait for the lease expiration date of 1985. (Check to see what
happened in 1985.)
5. Proceed with land acquisition of some 9 acres on the southeast end of the airport.
6. Secure an easement for the future clear zone on the southeast end.
7. Proceed with he development schedule for construction of the items recommended in this
plan.
8. Upon completion of new paved aprons, assign the tie -down spaces and commence with
the rates and charges schedule as set forth in this plan.
9. Make certain all airport land lease income and land sales revenue are credited to the
airports account for future capital expenditures for construction items.
The report states (p.1-1) that after closure of the airport in late 1950's and that
"Early in the 1960's a spark of interest was apparent in the Kalispell area to revitalize the old
city airport. The city of Kalispell did not appear to be overly excited of the possibility of re-
establishing ...but they did see fit to be sympathetic with a few private aircraft owners and a few
businessmen. This group then formed the Kalispell Airport Association and took a lease on the
airport in March of 1966. "
When the study was done in October 1979, there were Three (3) FBO's (Fixed
Base Operators: Mountain West Helicopters, Strand Aviation, and Stockhill Aviation. The
report stated (p.1-2) that "At the present time some 60 to 65 based aircraft are located on the
...Airport with four of these being multi -engine and an additional four or five based helicopter.
"The two fixed base operators are located on privately owned land within the city
airport property. Therefore the operators are not on a lease with the city or with
the airport association but through the dispensing of fuel do provide a .02 fuel tax
income to the airport coffers. The helicopter operation is located on a land lease
from the airport association. "1
(Determine how many exist today and historically over the last decade.)
The Study Objective (p.1-3) stated that while the FBO's have provided ...for their
own aircraft ... the private aircraft owner and other general aviation needs have not had the
advantage of any planning or layout to show their particular tie -down areas, future hangars and
growth areas. The resultant "patchwork operation" on parcels of ground that are totally
unprepared for this continued use...also discouraged any private building development for
storage of aircraft..."
"This plan identifies the tie -down areas to be improved and paved and the tie -
down area to remain turf. the plan sets forth a system of rates and charges for
leases and rentals of building areas or simply tie -down areas for the individual
aircraft. "
Airport Facilities identified are a 3,500' runway with a width varying from 60 to
75'...generally poor taxiway 15' in width. The airport has a totaling clear and green beacon and
low intensity runway lighting. "The airport has no other navigational facilities.
FAA has classified the pavement strength as 4,000 lbs. single wheel loading,
capable of handling aircraft of up to 8, 8001bs.
The report comments on the lack of an internal road system, inadequate parking
on both sides of the airport, and inadequate taxi access from the private areas to the runway
portion. Further, "security for the entire airport is lax in that it is possible to drive an
automobile directly from the city streets right onto the paved surface of the airport. "Complete
security for the airport cannot be provided until the airport has a perimeter fence and the apron
areas are lighted. "2
Alternative Solutions. The report suggests the only runway extension possible is
southeast and lacks protection by restrictive covenant or non -development zoning on either end
of the airport. "The only protection the airport has is the fact it has been able to exist within
its own boundary confines and it has compatible neighbors on either end. " s
Airport Value. This section of the 1979 report consisted of one paragraph worth
quoting here.
1 KALISPELL CITY AIRPORT KALISPELL, MONTANA AIRPORT MINI -MASTER
PLAN; Developed By: T.A.P., Inc., Aviation & Economic Consultants, Bozeman, Montana,
October 1979; page 1-2.
2 Ibid. page 1-5.
3 Ibid. page 1-6
"Airports are vulnerable targets, easy to criticize by just about everybody except an
occasional pilot. The problem is some airport are too big, but not big enough to handle
the traffic. The small ones serve a valuable service, but frequently fall prey to land
developers building on the prosperity often inspired by the presence of the airport.
Converting airports to condo communities is rather like selling the bridges into
Manahatten to real estate developers. Community airports like the Kalispell City Field,
are usually strategic bridges to outside business and industry. And then there are the
environment concerns; air pollution, noise, ground traffic. All critical problems which
must be solved if the nations general aviation system, and a great deal of the economy,
is to function with the efficiency the nation deserves. "4
Economic Impact. The report refers to a study at Van Nuys, California, revealing
that the average visitor who come to town through the general aviation airport spends three times
more in the community than the visitor who arrives by other transportation. The report goes
on to state: "The city and the association should do everything within its power to encourage
the development of the KCA and the improvement of all fixed base operations to accommodate
the forecasted traffic..."5
The report includes economic data which should be charted and compared for
historic operating revenue presentations and to look into the future of income potentials. The
information presented in 1979 included:
Annual Gross Sales from three FBO's $2,500,000
Annual payroll of FBO employees (est.) 800,000
Property tax on 60 aircraft @ $580/Yr./ea. 35,000
Plus RE taxes paid by private property owners (NIC)
The report suggests that if the City airport were closed the County airport would
have to accommodate some 60 aircraft immediately and as many as 114 in 20 years. "Such and
impact would cause an immediate capital expenditure to allow for parking aprons and service
taxiway to hangars. "6
While the report references benefits to the city through income from the real estate
tax on the buildings, other property taxes and the economic input to the city from the gross sales
and payroll, there is no data provided or even estimated other than that cited above.
a Ibid. page 1-6
5 Ibid. page 1-7.
6 Ibid. page 1-8
Chapter Two - begins with Forecasting. The report states that aircraft ownership
on Kalispell City Airport has for the past few gars increased at approximately 15 % every five
years. This trend is expected to continue according to the report. Estimated 65 total for 1980.
Ratio of based twin engines ... less than state wide average. State wide = 10-15 %, Kalispell City
= less than 10 %. Estimates that improvements will prompt move ups and more twins to predict
that "probably 10% of the total aircraft will be multi -engine. "...the total based aircraft will go
from 65 in 1980 to approximately 114 by the year 2000. "' Estimated that 22 additional hangar
spaces were needed in 1980, 9 additional tie downs for KCA based planes and 26 tie -downs for
itinerant aircraft.
"This plan does not recommend either the city or the association get into the
hangar ownership and rental business. This plan does strongly recommend however that area
is to set aside for those persons desiring to either rent of buy property on which they can place
their own private hangar which will have direct access to a paved taxiway. ...a total of some
69 tie -down spots will be needed by the end of the planning period assuming a total of 91
hangars spaces have become available by that time."'
Airport Requirements. (Chapter Three - page 3-1) Upgrade from basic utility
1 to a basic utility 2 category airport. going from a 3500' RW to a 4300' RW w/ 60' of width
paved area. Requirements:
Purchase land SE (approximately 8 3/4 acres)& relocate road. Secure and fence (for the
sole purpose of making the airport safer to both the flying public and the surrounding neighbors.
Also, desirable to secure easement for the ultimate clear zone even further to the southwest, 20:1
angel from the "newly relocated road" extending some 700' to the southeast (approximately 6.4
acres ... w/out residences.) Extend pavement 800'...Important to complete the land acquisition
or control the property for a 400' width or 200' either side from the runway centerline ... A
height restriction easement should be obtained for that area. Apron... sees no conflict
w/ballfield.
Airport Future. "If nothing is done in terms of improvements of the physical
plant or improvements to the approaches, one can be assured that the possibility for accident or
incident increases. As the safety decreases the life of the airport also decreases.... by not
following the recommendation of the plan the airport could cease to be an airport within five
years. "9
' Ibid. page 2-1
s Ibid. page 2-2
' Ibid. page 3-5
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