Chapter 3 - Airport InventoryMASTER PLAN UPDATE — DRAFT
Kalispell City Airport
Chapter 3 AIRPORT AJWWAf MIRY
3.1 Introduction
This Airport Master Plan Update is being undertaken to evaluate development alternatives for
Kalispell City Airport and to present guidelines for future development. The Airport Master Plan
Update will provide the City of Kalispell with a comprehensive planning guide for the development
of the existing airport facility into the next decade. Publications and studies used to develop this
Master Plan Update are summarized below:
3.1.1 Aviation Publications
3.1.1.1 National Plan of Integrated Airport Systems (NPIAS)
The National Plan of Integrated Airport Systems (NPIAS) establishes development needs for the
nation's civil airports. The currently published NPIAS covers the period 2007-2011.
The Kalispell City Airport is categorized for current and future use in the NPIAS as a General
Aviation Airport. The NPIAS does not currently reflect the Airport Reference Code designations
now being used by the FAA.
3.1.1.2 Montana State Aviation System Plan
The Montana State Aviation System Plan published in 1999 designates Kalispell City Airport as a
General Aviation Airport.
3.1.2 Existing Planning Studies
3.1.2.1 Airport Layout Plan Update (March, 2009)
The most recent planning effort for the Kalispell City Airport was an Airport Layout Plan Update
completed by Robert Peccia and Associates in March, 2009. The ALP Update was conducted under
AIP 3-30-0043-002.
3.1.2.2 Proposal of Plan to Mitigate Radio Towers in Protected Airspace, KGEZ
(AM) Antenna (October 2006)
A study prepared by Hatfield & Dawson Consulting Engineers, LLC to identify mitigation options
for two (2) AM radio towers which penetrate protected airspace was completed on October 2, 2006.
3.1.2.3 Final Environmental Assessment (December 2002)
The Final Environmental Assessment for the preferred alternative from the Kalispell City Airport
Site Selection Study was completed by Robert Peccia and Associates on December 17, 2002.
3.1.2.4 Cultural Resource Inventory of the Proposed Kalispell City Airport Project
(February 2002)
A Cultural Resource Inventory and Report was prepared for the preferred alternative from the
Kalispell City Airport Site Selection Study by Ethos Consultants, Inc. in February, 2006.
Chapter 3 Airport Inventory
Page 7
MASTER PLAN UPDATE -- DRAFT
I(a[ispe[[ City Airport
3.1.2.5 Site Selection Study (September 2001)
A Site Selection Study of the Kalispell City Airport was prepared by Robert Peccia and Associates
in September, 2001.
3.1.2.6 Amendment to the Final Master Plan Study/Airport Feasibility Study
(December 1999)
An Amendment to the Final Master Plan Study/Airport Feasibility Study was prepared by Morrison-
Maierle, Inc. in December, 1999.
3.1.2.7 Final Master Plan Study/Airport Feasibility Study (August 1999)
The Final Master Plan Study/Airport Feasibility Study for the Kalispell City Airport was prepared by
Morrison-Maierle, Inc. in August, 1999.
3.2 Airport Location
The Kalispell City Airport is located in northwest Montana, in the southerly Fringe area of the City
of Kalispell. The Kalispell City Airport is centrally located in the Flathead Valley and situated
favorably between Whitefish, Ferndale/Big Fork, and Polson. Exhibit 3-1 depicts the location of the
Airport relative to central and western Montana. Exhibit 3-2 further depicts the location of the
airport in relation to the City of Kalispell.
3.5 Airport Classification
According to the National Plan of Integrated Airport Systems (NPIAS), and the Montana State
Aviation System Plan (MSASP), Kalispell City Airport is classified as a General Aviation, Visual
Flight Rule (VFR) Airport. The location ID is S27 and the FAA Site Number is 12417. *A. FAA
Advisory Circular 150/5300-13, Airport Design, defines a visual runway as "A runway without an
existing or planned straight -in instrument approach procedure". Federal Aviation Regulations Part
77, Objects Affecting Navigable Airspace defines a visual runway as "a runway intended solely for
the operation of aircraft using visual approach procedures, with no straight -in instrument approach
procedure and no instrument designation indicated on an FM approved airport layout plan, a
military service approved military airport layout plan, or by any planning document submitted to the
FAA by competent authority. " Based on the above definitions, the existing runway at the Kalispell
Airport is currently classified as a visual runway. A Copy of the Airport Master Record (Form
5010) form and information from the current NPIAS are included in Appendix A.
Chapter 3 Airport Inventory
Page 8
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fi
MASTER PLAN UPDATE — DRAFT
Kalispell City Airport
5.4 Airport Operations
Kalispell City Airport is owned and operated by the City of Kalispell. Daily operations at the airport
are presently managed by a part-time airport manager, employed by the City of Kalispell with
guidance provided by an Airport Advisory Council which meets quarterly. The Airport Advisory
Council is a seven (7) member panel appointed by the City Manager to advise the Airport Manager
and City Manager on aviation issues. Council members must own land in the City and have aviation
or related business background.
3.4.1 Airport Funding
The airport is operated as an enterprise fund; no funds are used from the City's general fund to
operate the airport. Normal operating revenues are generated from aviation fuel taxes, ground
leases, commercial business fees, and related on -airport revenues. The following fees and taxes are
currently generated on the airport. A copy of Resolution No. 4804 revising the airport fee schedule
is attached in Appendix B.
.k Commercial fee = $150.00 per month;
Fixed Based Operator based on bids but no less than $1,000.00 per month. Current contract
with Red Eagle Aviation includes 18,000 square feet of hangar, shop and office space, lease
of fuel depot, and lease of small ramp and grass tie -down area;
� Fuel Tax = $0.06 per gallon;
•k Ground lease Rate for Hangar Development = $0.19 per square foot;
4 Tie -Down fee = $20.00 per month.
Airport revenues typically cover normal airport operating expenses. Airport improvements, land
acquisition, and planning studies have been funded through other sources including FAA grants,
Montana Aeronautics Division grants and loans, TIF funds, and an Urban Renewal Bond `B' that
was issued in 2005. Table 3-1 summarizes the funding source amounts used for improvements and
land acquisition.
TABLE 3-1
Improvement Funding Summary
FAA Grants �$213,844.00
Montana Aeronautics Division Grants and Loans $12,000.00
TIF Funds $1,342,760.00
Urban Renewal Bond `B' $1,970,000.00
Total Improvement Funds
$3iS38i 604.00
Flathead County does not have any ownership or interest in the airport; nor does it contribute any
financial assistance.
Chapter 3 Airport Inventory
Page 11
MASTER PLAN UPDATE — DRAFT
Ka[ispe[[ City Airport
3.4.2 Airport Businesses
There are currently five (5) businesses operating year round at the airport that pay the $150.00 per
month business fee. There are also two (2) businesses operating on private property adjacent to the
airport (through -the -fence operations) that do not pay the business fee. These businesses combined,
employ approximately 20 year-round people and 20 seasonal people. One of these businesses, Red
Eagle Aviation, is operating as a Fixed Base Operator (FBO), providing fuel sales and other airport
related services.
3.4.3 Airport Operating Procedures
The City adopted Standard Operating Procedures for the airport which has been in effect since
October 1, 2005. These procedures establish requirements for all persons/businesses/groups desiring
to engage in any long-term activity at the Airport. The City also adopted Minimum Standard
Requirements for Doing Airport Business on the same date. This document provides additional
regulation for conducting business at the airport. Copies of both documents are included in Appendix B.
5.5 Airport Development History
The earliest record of aircraft activity at the current location of the Kalispell City Airport was in June
1911 when Eugene Ely flew from the County Fairgrounds in a Curtis Bi-Plane'. However, it wasn't
until 1929 that the City of Kalispell actually purchased the original 135 acres and established a
municipal airport2. The land was formerly dedicated as an "airpark" at that time. With the
exception of a short time during the 1950's, public use of the airport has generally continued
uninterrupted. During these early years, the airport primarily functioned as a convenience airstrip
and had relatively few, permanently based aircraft.
3.5.1 1966 Airport Revitalization
A revitalization effort of the airport began in early 1966 when a group of airport users and concerned
businessmen formed the Kalispell Airport Association. At that time, the Association entered into a
lease agreement for the airport and implemented its first major improvements. Records of these
early improvements are spotty but are generally agreed that land acquisition and grading required to
realign and lengthen the runway was completed in 1966; and that the runway was strengthened with
gravel and asphalt in 1967.
3.5.2 80's Airport Improvements
By 1982 existing taxiways had deteriorated sufficiently enough that they had become unusable. At
this time, new taxiways were constructed with greater separation to improve the safety of ground
operations at the airport. In 1986, an asphalt overlay was performed on the existing runway. Again
these improvements were funded by the Kalispell Airport Association through local donations.
During this time, the Kalispell Airport Association dissolved in the face of financial difficulties and
a lack of clear lines of authority and direction from the City. Operational and fiscal responsibility
passed back to the City at this time.3
1 Kalispell Mini -Master Plan; TAP, Inc; October 1979; page 1-1
2 Newspaper article, July 3, 1929; www.kalispellcityairport.com
3 Kalispell City Airport Feasibility/Master Plan Study; August 1999; page 2
Chapter 3 Airport Inventory
Page 12
MASTER PLAN UPDATE — DRAFT
Ka[ispe[[ City Airport
5.6 Land Ownership
The Kalispell City Airport encompasses 96.54 acres and is owned by the City of Kalispell in fee
simple; none of the airport property is held in easement. All of the airport facilities are situated on a
contiguous collection of parcels that collectively encompass 82.99 acres. The remaining 13.55 acres
are City owned parcels reserved for future airport expansion.
Airport property held in fee ownership is summarized in Table 3-2. Exhibit 3-3 depicts land
ownership for Kalispell City Airport.
TABLE 3-2
Fee Ownership Summary
Section 20. T28. R21 W
1D
2005
RPZ, Approach Protection
2.73
1DA
2005
Han ar Development Area
0.35
1F
1924
Runway Protection Zone
22.36
2A
1928
Object Free Area
Building Restriction Area
9.91
2B
1966
6.55
2D
2004
Future 0ject Free Area
1.68
2F
2004
Future Object Free Area
4.67
3
1995
Future Qb'ect Free Area
4.41
7CB
1966
Runway Protection Zone
0.43
3A
1924
Apron/Hangar4pron/Hangar Development Area
29.90
5CCD
2006
Future Airport Access Road
0.55
5G
1957
_
Future Runway Protection Zone
5.03
Section 29, T28, R21 W _
5F 1981 Future Runway Protection Zone 4.83
5G+ 1957 Future Road Relocation ' 0.66
12BA 1957 Additional Airport Development 2.48
Total 96•S4
Chapter 3 Airport Inventory
Page 13
MASTER PLAN UPDATE — DRAFT
Ka[ispe[[ City Airport
3.7 Land (Ase
3.7.1 Existing Laws and Regulations
Existing airport facilities and much of the adjacent properties are within City limits. All property
within the City limits of Kalispell fall under the jurisdiction of the City of Kalispell's Zoning
Regulations. Specific lands designated for airport use are exempt from zoning regulations and fall
under the direct control of City staff responsible for the airport. Flathead County has enacted zoning
for the lands in the unincorporated area of the expanded urban renewal district established in the
South Kalispell/Airport Redevelopment Plan. The Kalispell City Airport Affected Area (AAA)
Regulations were adopted by the City of Kalispell and Flathead County in 2006. The AAA
Regulations provide airspace protection and land use compatibility with operations at the airport. A
copy of the AAA Regulations is included in Appendix C.
In addition, the City of Kalispell adopted a Growth Policy in 2003 which designates future land use
in the greater Kalispell area. Other related planning tools include:
4 Kalispell City Airport Neighborhood Plan (1994);
4 Kalispell City Airport/Athletic Complex Redevelopment Plan Analysis (1996);
4 Tax Increment Finance District (TIF) (1997)
+1 South Kalispell/Airport Redevelopment Plan (2009)
3.7.2 Current Land Uses
The airport property is zoned Public Use (P-1) or Light Industrial (I-1). Adjacent properties are
zoned General Business (B-2), Public Use (P-1), Residential (R-1, R-4, R-5), Residential Apartment
(RA-1, RA-3), Industrial (1-1, 1-2), and Agriculture (SAG-10). Exhibit 3-4 depicts the City and
County zoning within the South Kalispell/Airport Redevelopment Plan Area.4
Land uses along US Highway 93 are generally commercial uses with a few industrial uses mixed in.
These commercial properties are adjacent to airport property, on the east side of the airport. East of
U.S. Highway 93, including the airport, is a mix of residential, industrial, and commercial uses.
There is also a significant amount of vacant, undeveloped land in this area. The City of Kalispell's
Wastewater Treatment Plant property is contiguous to airport property just to the southwest of the
airport. Land south of the airport and north of the U.S. Highway 93 Alternate Route includes some
sizable areas of undeveloped agriculture property mixed in with industrial, commercial, and
residential uses. Exhibits 3-5 and 3-6 depict existing and future desired land use within the South
Kalispell/Airport Redevelopment Plan Area.5
a South Kalispell/Airport Redevelopment Plan; September 2009; page 15
5 South Kalispell/Airport Redevelopment Plan; September 2009; pages 14 and 16
Chapter 3 Airport Inventory
Page 15
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Planning
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KALISPELL CITY AIRPORT
a Engineers, INC-
6r4 Pork Drive South 1372 Rood
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Groot Foils. UT 59405 KdiepNr, MT 59901
REDEVELOPMENT PLAN AREA ZONING
Phone: (406)452-6600 Phone: (406)755-6602
For: (406)452-8700 Fox: (406)755-8710
e-moil: moilOsfellinginc.Com
MAP SOURCE: CITY OF KALISPELL PLANNING DEPARTMENT
SOUTH KALISPELL/AIRPORT REDEVELOPMENT PLAN AREA WITH GROWTH POLICY FUTURE LAND USE
CufrentAirport Tax Increment Finance District
Ttir Kalispell/Airport Redevelopment Plan Area Plol Dale July 29, 2009
Cliy Limits 0 360 720 1.440 2,160 City or Kalispell Planning Depl
Proposed Bypass Route Feet (406) 756-7940
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Engineers, INC
614 Park Drive South 1372 Airport Road
0—of Falls, MT 59405 Kclispsll, MT 59901
Phone: (406)452-8600 Phone: (406)755-8602
Fax: (406)452-8700 Fox: (406)755-8710
e-mail: moilf7efellinginc. com
EXHIBIT 3-6
KALISPELL CITY AIRPORT
GROWTH POLICY FUTURE LAND USE
MAP SOURCE: CITY OF KALISPELL PLANNING DEPT
MASTER PLAN UPDATE — DRAFT
Ka[ispeR City Airport
5.8 E_xisting Airport Facilities Description
Current facilities at the Kalispell City Airport include a 60-foot by 3,600-foot asphalt runway
(Runway 13/31); a 20-foot by 3,600-foot parallel taxiway on the east side of Runway 13/31 with
connector taxiways at each runway end and two (2) at mid -field; a 20-foot by 2,285-foot parallel
taxiway on the west side of Runway 13 with connector taxiways at Runway 13 and two (2) at mid-
field; a 94-foot x 107-foot asphalt apron on the east side of the runway and a 366-foot x 508-foot
asphalt apron on the west side of the runway; several taxilanes of various widths for hangar access,
lighted wind sock; and rotating beacon. Runway 13-31 has a medium intensity runway edge lighting
system; there are no approach aids at either runway end. Pavement strengths are unknown but
presumed light duty, less than 12,500 lbs single wheel gear.
3.8.1 Runways
Kalispell City Airport has one active paved runway, with an orientation of 13/31. Left traffic is the
prescribed pattern for both Runway 13 and Runway 31. The 3,600-foot long strip is 60 feet wide
with four (4) east -side connector taxiways, two (2) at mid -field, one (1) at Runway 13, and one end
at Runway 31 and three (2) west -side connector taxiways, two (2) at mid -field and one (1) at
Runway 13. The Kalispell City Airport's elevation is 2932 MSL with the mean maximum
temperature of the hottest month 80.5° F. Table 3-3 provides a summary of the data for Runway
13/31.
3.8.1.1 Runway Designations
Runway numerals are determined from the approach direction to the runway end and should be
equal to one -tenth of the magnetic azimuth of the runway centerline, measured in a clockwise
direction from magnetic north. Although the true bearing of a runway will not change over time, the
magnetic bearing will change as the location of magnetic north shifts. The magnetic declination in
the Kalispell area is approximately 14' 39' east (January, 2011).
3.8.1.2 Runway Length, Gradient, and Condition
The existing paved Runway 13/31 has a reported length of 3,600 feet and a width of 60 feet. The
runway is essentially flat with an effective gradient of 0.0 percent. The surveyed length is 3,602 feet
and the surface area is 216,985 square feet. The flat longitudinal grade is well below the allowed
gradient under FAA design standards for runways serving aircraft of less than 12,500 pounds, single -
wheel gear (SWG).
The Kalispell City Airport is not a part of the State Aviation System Plan so there have been no
Pavement Condition Index (PCI) Surveys conducted at the airport. Runway 13/31 is surfaced with
asphalt pavement; the condition is noted as "good" in the current Airport Master Record. Visual
inspections of the pavement show some transverse and longitudinal cracking and
weathering/oxidation, typical of pavements of this age.
As noted previously, the pavement strength is unknown but is expected to be rated less than 12,500
lbs. single wheel gear (SWG) loading.
Chapter 3 Airport Inventory
Page 19
MASTER PLAN UPDATE — ORAF-r
Kalispell City Airport
TABLE 3-3
Runway i3/3i Data
Parameter
True Bearing
Data
S 330 06' 10" E
`Reported Width x Length
60' x 3,600'
Useable (surveyed) Length
3,602'
Wind Coverage (10.5 kts/13 kts)
Effective Gradient
93.0/95.9%
0.0°fo
Asphalt Concrete Pavement
Pavement Surface
Pavement Strength
< 12,500 lbs SWG
Lighting
MIRL
Marking
Basic
Safety Area (RSA) - W x L
120' x 4,000'
250' x 4,000' -
--
250' x 4,000'
250' x 450' x 1,000' 250' x 450' x 1,000'
Object Free Area (ROFA) - W x L
-----
Obstacle Free Zone ROVZ - W x L
................................_...........-...........................�........................I......._...... ._..._--__..._._...._.
Runway Protection Zone_ (RPZ) - W x W�x-L
Runway End - Latitude (NAD83)
480 10' 50.9"
480 10' 21.1"
Runway End - Longitude (NAD83)
1140 08' 27.3"
114" 17' 57.2"
Runway End - Elevation
2932.0
2932.0
Touchdown Zone Elevation
2932.0
2932.0
Approach Surface Slope
20:1
20:1
Approach Type
VFR
VFR
3.8.1.3 Runway Dimensional Criteria
The existing Runway Safety Area (RSA) is 120 feet in width and 4,080 feet it length. It extends 240
feet beyond each runway end. The existing Runway Object Free Area (ROFA) is 250 feet in width
and 4,080 feet in length. It also extends 240 feet beyond each runway end. Both of these critical
areas meet the FAA's design standards for ARC B-1, Small Aircraft Exclusively.
The existing Runway Object Free Zone (ROFZ) is 250 feet in width and 4,000 feet in length. It
extends 200 feet beyond each runway end. It meets the FAA's design standards for "small airplanes
with approach speeds of 50 knots or more". Exhibit 3-7 depicts Runway 13/31 and critical design
elements associated with the runway.
Chapter 3 Airport Inventory
Page 20
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MASTER PLAN UPDATE — DRAFT
Kalispell City Airport
3.8.1.4 Runway Protection Zones (RPZ)
The existing Runway Protection Zones (formerly termed clear zones) begin 200 feet beyond the end
of each runway end and are 250 feet in width at the narrow end, 450 feet in width at the wide end,
and 1,000 feet in length. These dimensions meet the FAA's dimensional standards for "Small
Aircraft Exclusively". Exhibit 3-8 shows the existing RPZ's and approach surfaces to Runways 13
and 31.
The airport does not control the necessary land interests to protect either of the RPZs.
Approximately half of the land within the Runway 13 RPZ is owned by private land owners. There
are also several residences or portions of residences that fall directly inside the RPZ. Nearly all of
the Runway 31 RPZ is held by private landowners. However, most of this land is vacant.
3.8.2 Taxiways
The East -Side Parallel Taxiway provides access to both ends of the runway from the hangar and
apron facilities on the east side of the airport. The East -Side Parallel Taxiway centerline is situated
135 feet from the centerline of Runway 13/31. It is a full-length taxiway with a length of 3,600 feet
and a width of 20 feet. The West -Side Parallel Taxiway provides access to Runway 13 and a mid-
field location, approximately 1,400 feet north of Runway 31, from the hangar and apron facilities on
the west side of the airport. The West -Side Parallel Taxiway centerline is situated 135 feet from the
centerline of Runway 13/31. It is a partial -length taxiway with a length of 2,285 feet and a width of
20 feet.
There are two (2) mid -field connector taxiways that join the East -Side Parallel Taxiway to Runway
13/31; and two (2) mid -field connector taxiways that join the West -Side Parallel Taxiway to Runway
13/31. Exhibit 3-7 shows the configuration and location of existing taxiways in relation to Runway
13/31 and apron areas. The pavement strength of the taxiway system is unknown but is expected to
be rated less than 12,500 lbs. single wheel gear (SWG) loading.
3.8.3 Apron Areas
There are several areas available for short term and long-term aircraft parking around the airport.
The only public aircraft parking ramp is located to the west of the runway near the airport entrance
and consists of approximately 190,000 square feet of parking area with 33 aircraft tie -downs.
There are also a few smaller, private -use apron areas located at different locations around the airport.
On the west side of the airport there is one small turf tie -down area on private property at the north
end used by Kalispell Air Repair. At the south end, Diamond Aire, a business operating on private
property adjacent to the airport, has a small apron area with several tie -downs. There are also a few
undeveloped turf areas adjacent to existing hangars used for tie -downs. On the east side of the
airport, Red Eagle Aviation leases a small paved ramp area with several tie downs and a strip of turf
adjacent to the parallel taxiway which accommodates several aircraft tie -downs. Exhibits 3-9 and 3-
10 depict the various apron areas at the airport.
Chapter 3 Airport Inventory
Page 22
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MASTER PLAN UPDATE — DRAFT
Kalispell City Airport
3.8.4 Terminal, FBO, and Hangar Areas
There is no terminal at Kalispell City airport, but there is one FBO, Red Eagle Aviation. It is located
on the east side of the airport and offers fueling and flight training. Its facilities include an
office/garage, and two hangar buildings.
There are four (4) rows of hangar buildings to the north of the main apron area, two of which (Al
and A2) tee -hangars with ten (10) total hangar spaces for smaller aircraft and two box hangars that
can house larger airplanes.
Diamond Aire operates an FBO type business on private property on the west side of the airport.
Facilities include two (2) hangars, a shop, and two (2) office/garage buildings. This business is a
"through -the -fence" operation since it is located on private property and is therefore not considered
an FBO. The City of Kalispell has been involved in litigation with the Owner for several years
trying to acquire the property and mitigate the through -the -fence operations.
To the north of Diamond Aire are two (2) large hangar/shops (A7 and A8) and eight (8) privately
owned smaller hangars.
3.8.5 Navigational Aids
The runway has low intensity runway lights (LIRLs) mounted on non -frangible, concrete encased
stakes along the runway. Along the taxiways, there are stake mounted retro-reflective markers. A
lighted Windcone is located on the east side of the airport, approximately mid -field and a rotating
beacon is located on the west side of the airport near the US Forest Service complex. There are no
approach aids at either runway end or weather reporting equipment at the airport. The nearest radio
navigational aid is located at Glacier Park International approximately 8 nautical miles to the north.
3.8.6 Fueling Facilities
Red Eagle Aviation operates the self -serve and full -serve fuel facility on the east side of the airport.
This fueling system is owned by the City of Kalispell and leased to Red Eagle Aviation under their
FBO contract. Both 100 LL and Jet A Fuel are available at the airport. Diamond Aire also owns and
operates a fueling facility on the west side of the airport with 100 LL fuel only.
3.8.7 Snow Removal Facilities
Snow removal on airport facilities is provided by the City of Kalispell's road maintenance
department.
3.8.8 Utilities
Because the airport is located in a semi -urban area on the south end of Kalispell, all major utilities
are available on site or nearby. This includes City water and sewer, electrical, gas, phone, and cable.
The City Wastewater treatment plant is located across Airport Way, to the south of the main airport
entrance.
3.8.9 Airport Access and Parking
The majority of the airport can be accessed by car on the west end off Airport Way/Airport Road.
There is parking throughout the facility near all hangars, offices, and aprons. Red Eagle Aviation
Chapter 3 Airport Inventory
Page 26
MASTER PLAN UPDATE — ORAFT
Kalispell City Airport
has an access road and parking lot located through the east fence and Diamond Aire has a similar
entrance on the West side of the airport.
3.9 Airspace
The Federal Aviation Administration (FAA) Act of 1958 established the FAA as the responsible
agency for the control and use of navigable airspace within the United States. The FAA has
established the National Airspace System (NAS) to protect persons and property on the ground and
to establish a safe and efficient airspace environment for civil, commercial, and military aviation.
The NAS covers the common network of U.S. airspace, including: air navigation facilities; airports
and landing areas; aeronautical charts; associated rules, regulations, and procedures; technical
information; and personnel and material. The system also includes components shared jointly with
the military.
3.9.1 Airspace Structure
Airspace within the United States is broadly classified as either "controlled" or "uncontrolled". The
difference between controlled and uncontrolled airspace relates primarily to requirements for pilot
qualifications, ground -to -air communications, navigation and air traffic services, and weather
conditions. Six classes of airspace have been designated in the United States as shown on Exhibit 3-
11. Airspace designated as Class A, B, C, D, or E is considered controlled airspace.
3.9.1.1 Class A Airspace
Class A airspace includes all airspace from 18,000 feet mean sea level (MSL) to flight level (FL)
600 (approximately 60,000 feet MSL). This airspace is designated in Federal Aviation Regulation
(F.A.R.) Part 71.193, for positive control of aircraft. The Positive Control Area (PCA) allows flights
governed only under IFR operations. The aircraft must have special radio and navigation equipment,
and the pilot must obtain clearance from an air traffic control (ATC) facility to enter Class A
airspace. In addition, the pilot must possess an instrument rating.
3.9.1.2 Class B Airspace
Class B airspace has been designated around some of the country's major airports to separate
arriving and departing aircraft. Class B airspace is designed to regulate the flow of uncontrolled
traffic, above, around, and below the arrival and departure airspace required for high-performance,
passenger -carrying aircraft at major airports. There is no Class B airspace in Montana.
3.9.1.3 Class C Airspace
The FAA has established Class C airspace at 120 airports around the country, as a means of
regulating air traffic in these areas. Class C airspace is designed to regulate the flow of uncontrolled
traffic above, around, and below the arrival and departure airspace required for high-performance,
passenger -carrying aircraft at major airports.
To operate inside Class C airspace, the aircraft must be equipped with a two-way radio, an encoding
transponder, and the pilot must have established communication with ATC. Aircraft may fly below
the floor of the Class C airspace, or above the Class C airspace ceiling without establishing
communication with ATC. There is no Class C airspace in the vicinity of Kalispell City Airport.
Chapter 3 Airport Inventory
Page 27
u■
LEGEND
AGi L Above around Level
FL Flight Level in Hundreds of Feet
MSL Mean Sea Level
IAP Instrument Approach Procedure
NOT TO SCALE
Source: 'airspace Reclassikalion and Charring Changes for
VFR Products' National oceanic and Atmospheric
Administration, National Ocean Service Chart adapted
by Collman Associates from AOPA Pilot, January 1993
U.
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CLASS A Generally airspace above 18,000 feet MSL up to and including FL 600 .
CLASS B Generally multi -layered airspace from the surface up to 10,000feet MSL surrounding the
nation's busiest airports.
" CLASS C Generally airspace from the surface to 4,000feetAGL surrounding towered airports with
service by radar approach control.
CLASS D Generally airspace from the surface to 2,500 teetAGL surrounding towered airports.
CLASS E Generally controlled airspace that is not Class A, Class 13, Class C, or Class D.
CLASS G I Generally uncontrolled airspace that is not Class A, Class B, Class C, Class D, or Class E.
Engineering
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EXHIBIT 3-11
KALISPELL CITY AIRPORT
AIRSPACE CLASSIFICATION
MASTER PLAN UPDATE — DRAFT
Kalispell City Airport
The nearest Class C airspace is Logan International Airport in Billings.
3.9.1.4 Class D Airspace
Class D airspace is controlled airspace surrounding airports with an operating Air Traffic Control
Tower (ATCT). The Class D airspace typically constitutes a cylinder with a horizontal radius of four
or five nautical miles (NM) from the airport, extending from the surface up to a designated vertical
limit, typically set at approximately 2,500 feet above the airport elevation. If an airport has an
instrument approach or departure, the Class D airspace sometimes extends along the approach or
departure path. The airspace surrounding Glacier Park International (GPI) Airport is defined as
Class D airspace and is a factor in evaluating aviation operations at the Kalispell City Airport due to
it's close proximity to GPI.
3.9.1.5 Class E Airspace
Class E airspace consists of controlled airspace designed to contain instrument flight rules (IFR)
operations near an airport, and while aircraft are transitioning between the airport and enroute
environments. Unless otherwise specified, Class E airspace terminates at the base of the overlying
airspace. Only aircraft operating under IFR are required to be in contact with air traffic control when
operating in Class E airspace. While aircraft conducting visual flights in Class E airspace are not
required to be in radio communications with air traffic control facilities, they can only be conducted
in visual flight rules (VFR) conditions. Kalispell City Airport lies on the fringe of Class E airspace
which extends from the ground surface to Class A airspace; and lies beneath Class E airspace which
extends from 700 feet above the ground to Class A airspace.
3.9.1.6 Class G Airspace
Airspace not designated as Class A, B, C, D, or E is considered uncontrolled, or Class G, airspace.
Air Traffic Control does not have the authority or responsibility to exercise control over air traffic
within this airspace. Class G airspace lies between the surface and the overlaying Class E airspace
(700 to 1,200 feet above ground level [AGL]). Class G airspace extends below the 700 foot floor of
the Class E airspace overlying the Kalispell City Airport.
Because most operations at Kalispell City Airport are from small aircraft and all operations are
under visual flight rule (VFR) conditions, most aircraft operate within Class G airspace without any
contact to Air Traffic Control.
Federal regulations specify minimum altitudes for flight. F.A.R. Part 91.119, Minimum Safe
Altitudes: generally states that except when necessary for takeoff or landing, pilots must not operate
an aircraft over any congested area of a city, town, or settlement, or over any open air assembly of
persons, at an altitude of 1,000 feet above the highest obstacle within a horizontal radius of 2,000
feet of the aircraft. Over less congested areas, pilots must maintain an altitude of 500 feet above the
surface, except over open water or sparsely populated areas. In those cases, the aircraft may not be
operated closer than 500 feet to any person, vessel, vehicle, or structure. Finally, this section states
that helicopters may be operated at less than the minimums prescribed above if the operation is
conducted without hazard to persons or property on the surface. In addition, each person operating a
helicopter shall comply with any routes or altitudes specifically prescribed for helicopters by the
FAA.
Chapter 3 Airport Inventory
Page 29
MASTER PLAN UPDATE — ORAFT
Ka[ispe[[ City Airport
3.9.1.7 Special Use Airspace
Special use airspace is defined as airspace where activities must be confined because of their nature
or where limitations are imposed on aircraft not taking part in those activities. These areas include
Military Areas, Military Training Routes, Wilderness Areas, and Victor Airways.
The Kalispell City Airport is well -located for access to the existing low altitude airway route
structures. As shown in Exhibit 3-12, there are three (3) primary VOR routes connected to Glacier
Park International: V-536 connects to Mullan Pass and Great Falls, V-448 connects to VOR-DME
Cour d' Alene, and V-231 connects to VOR-DME Missoula. VOR routes use VOR, VORTAC, or
VOR-DME navigational aids to define low altitude airways from 1,200 feet AGL to 18,000 feet
MSL. The 8-nautical mile wide routes are designated with an alphanumeric code and a number.
Victor airway entry does not require clearance or communication, although an awareness of potential
air traffic is necessary.
3.9.1.8 Airspace Control
The FAA is responsible for the control of aircraft within the Class A, Class C, Class D, and Class E
airspace described above. The Salt Lake City ARTCC located in Salt Lake City, Utah, provides air
traffic control service to aircraft operating on instrument flight rules (IFR) flight plans within
controlled airspace. The Salt Lake City ARTCC provides approach and departure service to Glacier
Park International Airport as well as enroute service in controlled airspace. The area of jurisdiction
for the Salt Lake City center encompasses most of the Northwest including Montana. The Spokane
Terminal Radar Approach Control (TRACON) facility, based at Spokane International Airport,
provides part-time approach and departure services for IFR flights in and out of Glacier Park
International Airport.
The Glacier Park Air Traffic Control (ATC) provides ground service, initial departure service, and
final approach service to IFR flights at Glacier Park International Airport. The tower is only part-
time, operating between 8:00 AM and 12:00 AM.
3.9.1.9 Navigational Aids
GPS was initially developed by the United States Department of Defense for military navigation
around the world. However, GPS is now used extensively for a wide variety of civilian uses,
including civil aircraft navigation. GPS uses satellites placed in orbit around the globe to transmit
electronic signals, which pilots of properly equipped aircraft use to determine altitude, speed, and
navigational information. This provides more freedom in flight planning and allows for more direct
routing to the final destination.
A GPS modernization effort is underway by the FAA and focuses on augmenting the GPS signal to
satisfy requirements for accuracy, coverage, availability, and integrity. For civil aviation use, this
includes the development of the Wide Area Augmentation System (WAAS), which was launched on
July 10, 2003. The WAAS uses a system of reference stations to correct signals from the GPS
satellites, for improved navigation and approach capabilities. The present GPS provides for enroute
navigation and instrument approaches with both course and vertical navigation. The WAAS
upgrades are expected to allow for the development of approaches to most airports with cloud
ceilings as low as 250 feet above the ground and visibilities restricted to three-quarters mile, after
2015.
Chapter 3 Airport Inventory
Page 30
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EXHIBIT 3-12
KALISPELL CITY AIRPORT
AERONAUTICAL CHART
MAP SOURCE C'!TY OF KALISPELL PLANNING DEPARTMENT
MASTER PLAN UPDATE — DRAFT
Kalispell City Airport
3.9.2 FAR Part 77
The FAA has established standards for determining obstructions to airports in Part 77 of the Federal
Aviation Regulations. These standards set up "civil imaginary surfaces" which are discussed in
greater detail in Chapter 5. Objects that extend above these surfaces are considered obstructions
and should be removed or marked and lighted, depending on the nature of the obstruction and the
feasibility of its removal.
Dimensional criteria related to these "surfaces" vary according to the critical aircraft (weight and
approach speed) using the airport. Runway 13/31 at the Kalispell City Airport is considered a
"Utility and Visual Runway". Part 77 defines a Utility Runway as "a runway that is constructed for
and intended to be used by propeller driven aircraft of 12,500 pounds maximum gross weight and
less". A Visual Runway is defined as "a runway intended solely for the operation of aircraft using
visual approach procedures, with no straight -in instrument approach procedure and no instrument
designation indicated on an FAA approved airport layout plan..." From this basis, the following
was found concerning the "civil imaginary surfaces" described under Part 77.
3.9.2.1 Primary Surface
The primary surface is a surface longitudinally centered on the runway and extends 200 feet beyond
each end of the runway. The primary surface for Runway 13/31 at Kalispell City Airport is 250-feet
by 4,000-feet.
3.9.2.2 Approach Surfaces
Approach surfaces extend outward from the primary surface at each end of the runway. The visual
approach surfaces for Runway 13 and Runway 31 extend outward and upward at a 20:1 slope from a
point which is located 200 feet beyond the threshold and at the same elevation as the threshold. A
20:1 approach means that for every 20 feet measured outward (horizontally), the approach surface
slopes upward (vertically) one foot. The surface expands outward from an inner width of 250 feet
to a width of 1,250 feet at a distance of 5,000 feet.
3.9.2.3 Horizontal Surface
The horizontal surface is a horizontal plane 150 feet above the established airport elevation, the
perimeter of which is constructed by swinging arcs of specified radii from the center of each end of
the primary surface of each runway end and connecting the adjacent arcs by lines tangent to those
arcs. The radius of each arc is 5,000 feet for all runways designated as utility or visual.
3.9.2.4 Conical Surface
The conical surface extends outward and upward from the periphery of the horizontal surface at a
slope of 20:1 for a horizontal distance of 4,000 feet.
3.9.2.5 Transitional Surfaces
Transitional surfaces extend outward from the edge of the primary surface and approach surfaces at
a 7:1 slope until they intersect the horizontal or conical surfaces. Transitional surfaces parallel to
Runway 13/31 begin 125 feet either side of runway centerline.
Chapter 3 Airport Inventory
Page 32
MASTER PLAN UPDATE — ORAFT
Kalispell City Airport
3.9.3 Area Airports
Public airports within 50 nautical miles (nm) of the Kalispell City Airport are summarized in Table
3-4 and shown in Figure 3-12. Airport Master Record (Form 5010) forms for each airport are
included in Appendix D.
TABLE 3-4
Public Airports Approximately So Nautical Miles from Kalispell City Airport
Airpoil Name (IA)C. ID)
Glacier Park International (GPI)
Distance
8
Airport
rlYpC
Commercial
Runway
Facilities
150' x 9,007' (Paved)
75' x 3,504' (Paved)
- -
Whitefish (58S)
13
GA
_
75' x 2,560' (Turf)
_
Ferndale (53U) _Y
14
GA
95' x 3,500' (Turf)
Polson (8S1)
I 30
GA
75' x 4,195' (Paved)
500' x 4,000' (Water)
Spotted Sear USFS (8U4)
33
GA
78' x 3,800' (Turf)
Hot Springs (S09)
36
GA
45' x 3,550' (Paved)
Ronan 7S0)
38
GA
75' x 4,800' (Paved)
Meadow Creek USFS (0S1)
42
100' x 2,830' (Turf)
Schafer USFS (8U2)
43
GA
60' x 3,200' (Turf)
Condon USFS (SO4)
46
GA -f
_
135' x 2,575' (Turf)
Libby (S59)
48
GA
I
75' x 5,000' (Paved)
3.1 O Fligkt Procedures
3.10.1 Instrument Approach Procedures
Instrument approach procedures are a series of predetermined maneuvers established by the FAA,
using electronic navigational aids that assist pilots in locating and landing at an airport, especially
during instrument flight conditions. The capability of an instrument approach is defined by the
visibility and cloud ceiling minimums associated with the approach. Visibility minimums define the
horizontal distance the pilot must be able to see in order to complete the approach. Cloud ceilings
define the lowest level a cloud layer (defined in feet above the ground) can be for the pilot to
complete the approach.
Kalispell City Airport does not have a published instrument flight procedure.
3.10.2 Visual Flight Procedures
All flights at Kalispell City Airport are conducted under visual flight rules (VFR). Under VFR, the
pilot is responsible for maintaining aircraft separation. While VFR aircraft arriving and departing
Kalispell City Airport are not required to contact the Spokane TRACON or Salt Lake City ARTCC,
they may do so to expedite their progress through the area. Kalispell Airport is located under Class E
airspace; therefore, aircraft approaching or departing the airport must remain clear of the Class E
Chapter 3 Airport inventory
Page 33
MASTER PLAN UPDATE — ORAFT
Kalispell City Airport
airspace or obtain an ATC clearance before entering.
In most situations, under VFR, the pilot is responsible for navigation and choosing the arrival and
departure flight paths to and from the airport. The results of individual pilot navigation for
sequencing and collision avoidance are that aircraft do not fly a precise flight path to and from the
airport. Therefore, aircraft can be found flying over a wide area around the airport for sequencing
and safety reasons.
While aircraft can be expected to operate over most areas of the airport, the density of aircraft
operations is higher near the airport. This is the result of aircraft following the established traffic
patterns for the airport. The traffic pattern is the traffic flow that is prescribed for aircraft landing or
taking off from an airport. The components of a typical traffic pattern are upwind leg, crosswind leg,
downwind leg, base leg, and final approach.
,mk Upwind Leg - A flight path parallel to the landing runway in the direction of landing.
a�. Crosswind Leg - A flight path at right angles to the landing runway off its departure end.
�l Downwind Leg - A flight path parallel to the landing runway in the direction opposite to
landing. The downwind leg normally extends between the crosswind leg and the base leg.
+� Base Leg - A flight path at right angles to the landing runway off its approach end. The base
leg normally extends from the downwind leg to the intersection of the extended runway
centerline.
4. Final Approach - A flight path in the direction of landing along the extended runway
centerline. The final approach normally extends from the base leg to the runway.
Essentially, the traffic pattern defines which side of the runway aircraft will operate. For example, at
Kalispell City Airport, Runway 13 and Runway 31 have an established left-hand traffic pattern. For
these runways, aircraft make a left turn from base leg to final for landing. Therefore, aircraft on
approach to Runway 13 will be west of the airport on downwind and north of the airport on base and
final. Similarly, aircraft on approach to Runway 31 will be west of the airport on downwind and
south of the runway on base and final.
While the traffic pattern defines the direction of turns that an aircraft will follow on landing or
departure, it does not define how far from the runway an aircraft will operate. The distance laterally
from the runway centerline an aircraft operates or the distance from the end of the runway is at the
discretion of the pilot, based on the operating characteristics of the aircraft, number of aircraft in the
traffic pattern, and metrological conditions. The actual ground location of each leg of the traffic
pattern varies from aircraft operation to aircraft operation for reasons of safety, navigation and the
sequencing described above. The distance that the downwind leg is located laterally from the runway
will vary based mostly on the speed of the aircraft. Slower aircraft can operate closer to the runway
as their turn radius is smaller.
The direction which aircraft approach and depart is generally dependent on wind conditions. Both
approaches and departures should be performed into the predominant wind direction. When wind is
not a factor, approach and departure runways are typically at the discretion of the pilot unless there
are local flight regulations prescribing otherwise. At Kalispell City Airport, local flight regulations
are in place to limit the noise over the south areas of the City. When wind is not a factor, pilots are
encouraged to make departures on Runway 31.
Chapter 3 Airport Inventory
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MASTER PLAN UPDATE — ORAFT
Kalispell City Airport
5.1 1 Meteorological Conditions
3.11.1 Winds
Winds are the traditional factor in determining runway alignment. Generally the runways align with
the direction of the prevailing wind. The FAA recommends that an airport have a minimum of 95
percent wind coverage for a 13-knot cross wind component. If 95 percent coverage cannot be
realized on one runway, a crosswind runway may be justified and eligible for Federal participation.
Wind coverage is typically analyzed by the percent of time a wind comes from a certain direction
and the wind velocity.
Historically, there has not been a wind study performed at Kalispell City Airport, but there is wind
data available at Glacier Park International Airport, approximately 8 nautical miles to the northeast.
A wind rose was prepared for Runway 13/31 on the 2009 Airport Layout Plan Update. This wind
rose indicates that Runway 13/31 has a 96.2 percent wind coverage for a 13-knot cross wind
component.
3.11.2 Temperatures & Precipitation
Average climatic data for the Kalispell area was acquired from the Weatherbase.com website for a
48-year period. Average monthly temperatures and precipitation are summarized in Table 3-5.
TABLE 3-5
Average Monthly Temperatures and Precipitation
January
- - - - January
-
February
- March - - -
April
Daily
-28
35
43
55
Daily
13
18
23
31
21
27
33
l"recipitation
1.5
1.1
0.9
43
1.1
May '-
--
65
39
52
1.9
June
72
45
59
2.4
_ July - ----�---- _
81
4$
65
1.3
August
_
80
47
64
1.3
September
69
39
54
1.2
October
55
30
43
1.0
November
39
24
32
1.4
December
31
17
24
1.6
Annual
SS
3.1
43
r6.8
Chapter 3 Airport Inventory
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MASTER PLAN UPDATE QRAFT
Kalispell City /airport
Chapter 3 Airport Inventory
Page 36