Chapter 5 - Facility RequirementsMASTER PLAN UPDATE — F +-
Kalispell City Airport
Chapter S FMIL/TYREQU/REMEWN
5.1 Introduction
The facility requirements section of this study defines the physical facilities needed to safely and
efficiently accommodate the current and future aviation demands at the Kalispell City Airport.
Forecasts of aviation activity are used to establish facility needs. Standard criteria for airport
facilities are found in the FAA's Advisory Circulars and Regulations.
Facilities discussed in this section include the runway, taxiway, tie -downs, hangars, apron,
navigational aids, and miscellaneous facilities.
5.2 Airport Classification
The FAA publishes an advisory circular, AC 150/5300-13 "Airport Design", which deals with site
requirements for design of utility airports, aircraft data for airport design, and design of airport
aprons. Airport design, under AC 150/5300-13, is guided by the Airport Reference Code (ARC).
5.2.1 Airport Reference Code (ARC)
The ARC is a coding system used by the FAA to relate airport design criteria to the operational and
physical characteristics of the most demanding family of aircraft utilizing an airport. The ARC
consists of two components related to the design airplane selected for the airport. A letter depicts
one component, the aircraft approach category. The five aircraft approach categories, designated A
through E are determined by the aircraft approach speed, which, in general, affects design of
runways and runway -related facilities. A Roman numeral designates the second component, the
airplane design group. This is related to airplane wing span, which primarily determines aircraft
separation requirements and influences the design of taxiways and taxilanes. The six wing span
categories are designated I through V1. Table 5-1 lists Airplane Operational Characteristics for the
FAA ARC System.
The ARC design standards also include a sub -category within Category B, Design Group I,
identified as B-I(SAE). The superscript (SAE) denotes use by "small airplanes exclusively" or
airplanes with a maximum certified takeoff weight of 12,500 pounds or less. The superscript
(NESA) denotes "not exclusively small airplanes". ARC B-I(sAE) dimensional standards are less
stringent than those for ARC B-I(NESA) and ARC B-II (see Table 5-3).
Based on the evaluation of Critical Aircraft in Chapter 4 of this report, current design requirements
for Kalispell City Airport should meet ARC B-I(NESA) standards at a minimum. However, airport
planning efforts should protect and design for a future increase in standards. This is particularly
critical for the Kalispell City Airport which is one of the busier general aviation airports in the State.
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TABLE 5-1
Airplane Operational Characteristics for
FAA. Airport Reference Coding System
A Mess man 9u)
B (91 to 120)
A -I' A-11%`" A-1111"
A -IV'-'
B-IV(b)(c)
B-I{ X" B-n(exb)
B-IIIlb)
C (121 to 140)
C-I(b]
C-IT�$xb)
C-III(l)
C-IVtb)(C>
C-V(°
C-VI(°)
D (141 to 165)
D-I(b)
_ D-1&
D-III Xcl
D-IV"Xc)
D-V(c)
E (166 or more)
E-II(b)
E-IIItb1(e)
(a) Small airplanes (12,500 lb or less maximum takeoff weight). Examples:
A-1: Cessna 177 A -II: DHC-6 B-1: Beech 100 B-II: Beech 200
Cardinal Twin Otter Beech King Air Beech King Air C-90
Cessna 172 Skyhawk Beech Baron B-55 Cessna Citation II
C-II• Rockwell980
(b) Large airplanes (more than 12,500 lb maximum takeoffweight).
(c) Heavy airplanes (takeoff weight of 300, 000 lb or more).
Although the number of operations from aircraft in Approach Category B is below the 500 operation
threshold needed to warrant this approach category, it will likely exceed this threshold in the next
few years. Since approach speed is one of the most important components of the facility design,
planning should consider an upgrade to accommodate the next higher range of approach speeds. The
next range of approach speeds, 121 knots but less than 141 knots, is for Category C aircraft. This
group of aircraft is predominantly turbo -prop aircraft and turbine -engine jet aircraft. Any
consideration of Approach Category C standards must also take into account performance
specifications of the critical aircraft to determine required runway length. Category C standards are
also more difficult to implement at smaller general aviation airports. Greater dimensional standards
are required to safely accommodate the higher performance aircraft. Since Glacier Park
International Airport is servicing the same area as Kalispell City Airport and has Approach Category
C facilities, it attracts more operations from this category of aircraft; it is not likely that Kalispell
City Airport will develop a need for Category C standards within the 20-year planning period.
Therefore, Category B standards are recommended for use in determining facility
requirements driven by approach speed.
Aircraft wingspan is the other critical component affecting facility design. Aircraft with wingspans
of less than 49 feet such as the Cessna 172 Skyhawk and the Beech Baron B55 are included in
Design Group I. This encompasses the majority of aircraft currently operating at the Kalispell City
Airport. There is however some occasional use by aircraft that meet Design Group II standards.
Aircraft observations conducted at the airport from September, 2010 to September 2011 show that
there are some itinerant B-II aircraft currently operating at the airport. However, most of these
operations are inconsistent in frequency and do not meet the 500 operation threshold necessary to
establish this group as the critical aircraft operating at the airport. There is the possibility that one or
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two factors are limiting the use of the Kalispell City Airport by B-II aircraft. First, the current
airside facilities are constrained to a 60 feet wide runway and 20 feet wide taxiways. If these
facilities were expanded to meet Design Group II standards (75 feet wide runway and 35 feet wide
taxiways) an increase in use from Design Group II aircraft would be anticipated. The second factor
is the proximity to Glacier Park International (GPI) Airport. Only 8 miles from Kalispell City
Airport, GPI can better attract larger and higher performance aircraft because of the expanded
facilities and additional services which are available. Several advantages that GPI offers include
wider and longer primary runway, crosswind runway, precision approach, lower minimums, weather
reporting, towered field, and a variety of other on -field services. These two factors complicate the
evaluation process when determining ARC code. It is likely however, that the existing width and
length of Runway 13/31 at Kalispell City Airport is limiting operations from the larger and higher
performance aircraft. Because of the proximity of the airport to the City center, the City airport may
be the preferred destination in the valley for itinerant operations from B-11 aircraft. It is highly
anticipated that if the width and length of the runway were increased, there would be an increase in
the number of operations from Design Group II aircraft sufficient to support the Design Group II
designation. Based on this potential for growth, Design Group II standards are recommended
for use in determining facility requirements driven by wingspan.
Chapter 4 identified the single -engine, utility aircraft weighing less than 12,500 lbs as the critical
aircraft during the planning period. For Kalispell City Airport, the recommended Airport
Reference Code (ARC) is therefore B-II. Typically however, planning should protect for even
greater standards if feasible. At Kalispell City Airport Approach Category C or Design Group III
standards are neither desired nor practical. The existing airport site is far too constrained to allow
for expansion beyond Design Group II dimensional standards. In addition, because of the airport's
close proximity to high density residential areas, there is strong community opposition to any type of
airport expansion.
5.2.2 Airport Approach Visibility Minimums
In addition to classifying airport design by ARC, the type of runway is classified based on the type
of approach procedure utilized at the facility. The Visual, Non -Precision Instrument, and Precision
Instrument approach procedures are described as follows:
Visual Runway, commonly called "visual flight rule (VFR)", is a runway solely intended 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, or on
other planning documents.
Non -precision Instrument (NPI) Runway is one with an instrument approach procedure utilizing
air navigation facilities, with only horizontal guidance, or area type navigation equipment for which
a straight -in, non -precision instrument approach procedure has been approved or planned. NPI
runways are further categorized according to the visibility minimum. These subcategories are Not
Lower than 1-Mile, Not Lower than 3%-Mile, and Lower than 3/-Mile. Lower visibility minimums
require more stringent design standards.
Precision Instrument Runway (PIR) is one with an instrument approach procedure utilizing an
instrument landing system (ILS), microwave landing system (MLS), or precision approach radar
(PAR). A planned precision instrument runway is one which a precision approach system or
procedure is indicated on an FAA approved airport layout plan or other approved planning
document. Precision instrument runways are further divided into Categories 1, II, and III according
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to the visibility minimum and type of approach procedure developed for each Runway. This process
is complicated and beyond the scope of this planning effort.
Runway 13/31 at Kalispell City Airport is currently a Visual Approach. The potential for an
approach procedure will be evaluated in Chapter 6, Improvement Alternatives.
5.3 Pilots Survey Results
Beginning in November of 2010 through early January of 2011, a survey of registered pilots in
Flathead, Lake, Missoula, Lincoln, and Sanders Counties was conducted. A hardcopy of the survey
was mailed to 429 registered pilots in Flathead, Lake, Missoula, Lincoln, and Sanders Counties; with
instructions for completing the enclosed survey or a web based survey (with identical questions).
Over 36 percent (155) of the recipients completed the surveys. Table 5-2 summarizes the response
rate from all of the Counties included in the Survey.
TABLE 5-2
Summary of Response Rates of Surveyed Counties
Flathead
Lake
177
74
90
26
8
50.8%
35.1 %
29.6%
Lincoln 27
Missoula
135
27
20.0%
Sanders
16
4
i 25.0%
Total
419
Ify
36.r9lo'
A copy of the questionnaire and complete results from the survey are included in Appendix H.
Some key noteworthy observations pulled out of the survey are noted as follows:
4 20% of the respondents from all five counties use the Kalispell City Airport; of these, 20.3%
base their aircraft at Kalispell City Airport;
4. 43.4% of the aircraft used by respondents are equipped with equipment for GPS-based
instrument approaches;
4 44.2% of the pilots using the airport use tie -downs for parking their aircraft;
Itinerant users of the airport are predominantly from 1) Missoula, 2) Polson, 3) Ronan, 4)
Ferndale;
,16 The perceived wind direction is predominantly from the southwest (31.2%), northwest (29.7%),
and southeast (23.9%);
4 Pilots use Runway 13 for the approach 65.4% of the time;
4. Airport facilities reported as favorable by pilots using the airport included proximity to home,
friends, and family; proximity to business; FBO Service; fuel prices; friendly atmosphere, ease
of flight in and out; use for flight training; and for alternate weather destination;
-4 Airport facilities reported as unfavorable by pilots using the airport included the
runway/taxiway facilities, and airport security;
4. 65.4% (72) of the respondents indicated that it was important to widen Runway 13/31;
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%� 66.4% (75) of the respondents indicated that it was important to lengthen Runway 13/31;
,,46 67.3% (72) of the respondents indicated that it was important to widen the existing Taxiways;
84.5% (98) of the respondents indicated that it was important to provide weather reporting
facilities;
4. 62.9% (66) of the respondents indicated that it was important to develop a straight -in GPS
approach procedure;
4 73.5% (75) of the respondents indicated that it was important to resurface Runway 13/31;
Questions 15 and 16 in the Pilot's Survey were facilities related. Question 15 requested respondents
to indicate the most needed improvements at the airport while Question 16 requested respondents to
rate existing facilities. Oddly, the conclusions from these two questions were not always consistent.
In Question 15, 65% of the respondents indicated that it was "important" or "very important" to
widen Runway 13/31. However in Question 16, 64% of the respondents indicated that the width of
Runway 13/31 was "adequate" or better. The same discrepancy was found for runway length. 66%
of the respondents indicated that it was "important" or "very important" to lengthen Runway 13/31
but 69% of these same respondents indicated that the length was "adequate" or better. The probable
conclusion of these conflicting responses is that most pilots would prefer to use wider and longer
facilities; they are much safer to operate on. It is not likely that the existing runway length or width
is preventing the majority of pilots from using the airport. One facility that was consistently rated
poor and in need of improvement was the taxiways. The taxiway system, taxiway condition, and
taxiway widths were typically perceived as "poor" to "marginal" facilities at Kalispell City Airport.
Widening the taxiways was also rated "important" or "very important" to most users. Other
important improvements included improve approach clearances, remove radio towers, and install
weather reporting equipment.
Respondents were also given the opportunity to provide open comment on the questionnaire. All
unedited comments are included in Appendix H. Extraneous comments specific to perceived
deficiencies or requested improvements included the following:
"Relocation Of runwaus/extension is veru ivKportant for sa fete."
"I have not operated at city airport for zo dears or so. The runwaU is not adequate for
twin operation (C-340 and C-32o.) There are no hangers available for this size
aircraft. The precision opv�t rack at GPI is verb LvKportant."
"The radio towers weed to go! Never should have been erected at their present Location in
the first place. Seevvts to be a verU voWL o1norit� that do not Lbze the airport.
Act-u2UU, Low-LUing Land vvtpkees vuost of the current airport quite expensive to utLUze
in another vu.ode."
"Rewt.oving the radio towers in the vuost int.portant issue. The airport is iw portant to
the Citu of K.aLispeLL and the businesses.'
"The Kalispell Cit� Airport (S27) provides an excellent service to our Local pilots,
covu.vu.unit� and to visitors. The cLtU council shouLd approve the reciUgnment and
improvements imntediateLU. we kave studied and debated it Long enough. Just do Et!"
"i feel this runwau needs to be Longer and wider for sa fete reasons. EspeciaLLU tMl v q
into account the altitude and huvvt.i tU during hot weather. Just don't see how a few
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"Mal. Contents" cave, derail this Lmprove wt.eviL'
"Kalispell city is a great asset to the city and with sovm upgrades it wouLd be even
better. A wider runway is definiteLU needed, re -orientation wouLd be benefi RL to
approaches, and some type of VAST would be verU heLpfuL for night and daU
approaches. TaxiwnUs are too narrow. P,-P-WvaL of the radio towers on the south end
of the field should be a priority, theU are a hazard that is intoLerabLe, especiaLLU if
approaching the field at night or under wttarginaL weather conditions."
"The helicopter operations on the narrow taxiwaus are a serious hazard for wind gusts
and obnoxious associated hazards. Therefore, when I do return to airpLane ownership, it
will not be at Kalispell city unless the helicopter propwash Ls eLivu.inated both on
taxiwaUs and in the proxiwt.it� of the fueling areas."
"The airport needs the radio towers removed and the runway lengthened for added
sa fete. It aLso needs a CiP.s precision approach and o better approach lighting sUstem
for iFrz operations."
"i respectfulL� request that this airport be expanded, realigned, widen, better lights
installed, C,ps precision approach installed, obstacles revu.oved and security fence
installed, etc. In order for safer flights into and out of this airport a VK. niw VVJi of
things such as navu.ed above need to be done. ThanOZ Uoa."
Summarizing, the need for widening and lengthening the runway, widening taxiways, and removal
of the radio towers are recurring comments that should be evaluated further. Responses demonstrate
strong use of the Airport, underscoring the importance of maintaining the facility.
5A rAA Design Standards
The FAA dimensional standards published in AC 150/5300-13 "Airport Design" are summarized in
Table 5-3. The dimensions are keyed to Exhibit 5-1. FAA dimensional standards provide important
design requirements for a variety of airside development including runway and taxiway width,
runway separation standards, runway safety area (RSA), runway object free area (ROFA), taxiway
safety area (TSA), taxiway object free area (TOFA), and the Runway Protection Zone (RPZ). These
requirements are further discussed in the following paragraphs:
5.4.1 Runway and Taxiway Width
FAA dimensional criteria provide minimum requirements for the surface width of runways and
taxiways according to ARC, Aircraft Approach Category, and approach visibility minimums. Width
criteria for ARC B-I runways with approach visibility minimums not lower than % statute mile is 60
feet; taxiway width is 25 feet. Similarly, the width criterion for ARC B-II runways is 75 feet;
taxiway width is 35 feet. At Kalispell City Airport, Runway 13/31 is limited to B-I(NESA)
standards with a width of 60 feet. Both the east and west parallel taxiways are deficient in
width at 20 feet. Neither of these taxiways meet the minimum dimensional standards for B-I
operations.
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5.4.2 Runway and Taxiway Separation
FAA dimensional criteria require a minimum separation distance (centerline to centerline) between a
runway and a parallel runway, parallel taxiway, or aircraft parking area. Separation requirements
from are based on two components: 1) Approach Visibility Minimums and 2) Facilities Expected to
Be Served. At Kalispell City Airport, approach visibility minimums are presently "Visual" and are
not anticipated to increase beyond "Not Lower than 1-Mile". Facilities to be served are for "Aircraft
Approach Categories A & B". FAA criteria for ARC B-I AE) requires a separation of 150 feet; ARC
B-I(NESA) requires a separation of 225 feet; and ARC B-II requires a separation of 240 feet. At
Kalispell City Airport, separation between Runway 13131 and both parallel taxiways is only
130 feet and therefore does not meet the minimum requirements for ARC B-IISAE>.
5.4.3 Runway and Taxiway Safety Areas
FAA dimensional criteria for a Runway Safety Area (RSA) requires a relatively flat area free of any
obstructions at each end of and surrounding the runway. FAA criteria for ARC B-I RSA require a
total width of 120 feet centered on the runway centerline, extending to a length of 240 feet beyond
the runway end. Criteria for ARC B-II RSA require a total width of 150 feet centered on the runway
centerline, extending to a length of 300 feet beyond the runway end. The existing RSA dimensions
for Runway 13/31 generally comply with the grading and obstruction criteria for ARC B-I
standards. However, a portion of the RSA lies outside of airport property and is therefore not
under the control of the airport. Approximately 10 feet of the RSA on the west side of Runway
31 lies off of airport property for a distance of approximately 1,430 feet.
FAA dimensional criteria for a Taxiway Safety Area (TSA) require a relatively flat area free of any
obstructions surrounding the taxiway. FAA criteria for ARC B-I TSA require a total width of 49
feet centered on the taxiway centerline. Criteria for ARC B-II TSA require a total width of 79 feet.
The existing TSA dimensions for the west parallel taxiway currently meets the criteria for
ARC B-I. The existing TSA dimensions for the east parallel taxiway generally comply with the
grading and obstruction criteria for ARC B-I standards. However, a portion of the TSA lies
outside of airport property and is therefore not under the control of the airport.
Approximately 14 feet of the TSA on the east side of the parallel taxiway (on the Runway 31
end) lies off of airport property for a distance of approximately 1,260 feet.
5.4.4 Runway and Taxiway Object Free Areas
FAA dimensional criteria for a Runway Object Free Area (ROFA) require an area on both sides of
the runway to be free of objects, except those objects needed for navigational purposes. FAA
criteria for ARC B-I(sAE) standards require a total width of 250 feet centered on the runway
centerline, extending to a length of 240 feet beyond the runway end. B-I(NESA) standards require a
width of 400 feet, extending to a length of 240 feet beyond the runway end. B-II standards require a
width of 500 feet, extending to a length of 300 feet beyond the runway end. The existing ROFA
dimensions for Runway 13/31 generally comply with the grading and obstruction criteria for
ARC B-I standards. However, a portion of the ROFA lies outside of airport property and is
therefore not under the control of the airport. Approximately 75 feet of the RSA on the west
side of Runway 31 lies off of airport property for a distance of approximately 1,430 feet.
Chapter 5 Facility Requirements
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MASTER PLAN UPDATE — :r , F- r-
Kalispel[ City Airport
TABLE 5-3
FAA Dimensional Standardsfdl
(Approach Categories A and B with Approach Visibility Minimums not Lower than 3/4 Statute
Mile)
Item Description
Length, ft:
Dain.
--Runway
A
Runway Safety Area (RSA)(c)
240
240
300
2C
Runway Object FreeArea(RSA)(c)
.........
.............
240
240
300
Width, ft:
-Runway Width
60
60
75
B
Runway Safety Area (RSA)
120
120
150
C
Runway Object -Free Area
2.50_
400
500
G
_
Taxiway Width _
25
25
35
D
Taxiway Safety Area
49
49
79
NA
Taxiway Object -Free Area
89
89
131
I
Taxilane Object -Free Area -..
79
79
115
J
Minimum Distance Between:
-
Centerline of Runway and Centerline of Taxiway
150
225
240
E
Centerline of Runway and aircraft parking Area
125
200
250
—
NA
- --
Centerline of Taxiwa and aircraft parking Apron
45
45
66 1
H
Centerline of Taxiway to obstruction
_......._..-................._.............--_..........._.......-.._.__.........__..._... -- - -�-�
45
45
6fi
H
---
Centerline of Runway to Building line or obstruction
-
282.5(d)
282.5(d)
407.5(e)
K
(JAC) Represents airport serving only small airplanes (an airplane of 12,500 lb or less maximum certificated takeoff weight).
(NESA) Represents "Not Exclusively Small Aircraft".
Blue text represents the dimensional standards met by existing development.
a "Airport Design ", FAA Circular 15015300-13.
b Reference Dimension Key to Exhibit 5-1.
c Length is beyond runway end.
d For a Visual approach, BRL is based on 250 foot wide primary surface and a 22.5 feet structure height.
e For a Non precision instrument approach, BRL is based on 500 foot wide primary surface and a of 22.5 feet.
FAA dimensional criteria for a Taxiway Object Free Area (TOFA) require an area on both sides of
the taxiway to be free of objects, except those objects needed for navigational purposes. FAA
criteria for ARC B-I TOFA require a total width of 79 feet centered on the taxiway centerline.
Criteria for ARC B-II TOFA require a total width of 115 feet. The existing TOFA dimensions for
the west parallel taxiway currently meet the criteria for ARC B-I standards. The existing
TOFA dimensions for the east parallel taxiway generally comply with the grading and
obstruction criteria for ARC B-I standards. However, a portion of the TOFA lies outside of
airport property and is therefore not under the control of the airport. Approximately 29 feet
of the TOFA on the east side of the parallel taxiway (on the Runway 31 end) lies off of airport
property for a distance of approximately 1,260 feet.
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5.4.5 Runway Protection Zones
FAA criteria for a Runway Protection Zone (RPZ) require an area clear of all objects such as
buildings, roads, and any places of public assembly. The RPZ is trapezoidal in shape and centered
about the extended end of the runway. RPZ dimensional requirements are based on two components:
1) Approach Visibility Minimums and 2) Facilities Expected to Be Served. At Kalispell City Airport,
approach visibility minimums are presently "Visual" and are not anticipated to increase beyond "Not
Lower than 1-Mile". Facilities to be served are presently "small aircraft exclusively" but should be
planned to increase to "Aircraft Approach Categories A & B". Dimensional standards are
summarized in Table 5-4. RPZ dimensions to serve "Small Aircraft Exclusively" with approach
visibility minimums of "Visual and Not lower than 1-mile" is 250 feet (inner end) by 450 feet (outer
end) by 1,000 feet (length). To serve aircraft in Approach Categories A and B these dimensions
increase to 500 feet (inner end) by 700 feet (outer end) by 1,000 feet (length). The RPZ's for
Runway 13/31 currently do not meet the minimum design standards for "Small Aircraft
Exclusively" with "Visual and Not Lower than 1-Mile" approach visibility minimums. The
Runway 13 RPZ falls outside of airport property and encompasses a segment of Airport Road
and 18th Street E as well as portions of several privately owned properties including a couple of
homes. The Runway 31 RPZ falls almost entirely off of airport property and encompasses a
segment of private dirt road as well as portions of several privately owned properties. The
periphery of the Runway 31 RPZ extends out to several privately owned buildings.
The primary issue with the RPZ's at Kalispell City Airport is the ownership and control of the
property by the airport. Current FAA practice is to require the acquisition of RPZ's in fee ownership
although easements may be allowed on a case by case basis. To meet FAA requirements for RPZ's,
land would need to be acquired for both runway ends to obtain the necessary ownership and control
for the entire RPZ area. Within the RPZ, existing buildings and structures would need to be
removed. While it is desirable to clear all objects from the RPZ, some uses such as roads are
occasionally permitted, provided they are outside of the ROFA. In the case of Kalispell City
Airport, there are several roads that cross through the RPZ's but fall outside of the ROFA. Airport
Road and 18th Street E are problematic however. Both roads are Arterial Routes with heavy traffic
and would therefore not be allowed within the Runway 13 RPZ. The roads would either need to be
relocated or the Runway threshold would need to be displaced to rectify this issue.
TABLE 5-4
FAA. Dimensions for Runway Protection ZonesJa)
(Visual and Not tower than r-Mile)
Inner Width
250
500
W 1
Outer Width
450
700
W2
Length
1,000
1,000
L
a "Airport Design", FAA Circular 15015300-13
b Reference Dimension Key to Exhibit 5-1.
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5.4.6 Conclusions and Recommendations
There are several deficiencies with the existing airport facilities meeting even the minimum FAA
design requirements for ARC B-I(sAE) standards. Most of these issues are the direct result of
inadequate property ownership for the required safety areas, object free areas, and RPZ's. In
addition, neither of the parallel taxiways meet the minimum B-I requirements for width and runway
separation. To meet minimum B-I design requirements, the following improvements are required:
Acquire property interest and remove obstructions for a 250 feet x 450 feet x 1,000 feet
Runway 13 RPZ;
qk Acquire property interest and remove obstructions for a 250 feet x 450 feet x 1,000 feet
Runway 31 RPZ;
.� Increase separation between runway and parallel taxiways from 130 feet to 150 feet;
4. Widen taxiways from 20 feet to 25 feet;
4. Acquire property needed for 250 foot wide Runway 31 OFA;
Upgrading to ARC B-II standards will impact all of the existing airside facilities with the exception
of the new taxilanes and apron areas located on the west side of the airport. To meet B-II design
requirements, the following improvements are required:
4 Acquire property interest and remove obstructions for a 500 feet x 700 feet x 1,000 feet
Runway 13 RPZ;
•� Acquire property interest and remove obstructions for a 500 feet x 700 feet x 1,000 feet
Runway 31 RPZ;
4 Increase separation between runway and parallel taxiways from 130 feet to 240 feet;
4 Widen Runway 13/31 from 60 feet to 75 feet;
4 Widen taxiways from 20 feet to 35 feet;
Acquire property needed for a 500 foot wide Runway 31 OFA;
�l Acquire property needed for a 131 feet wide taxiway OFA.
5.5 Runway Lengtk Reguirements
The required runway length for an airport takes into account the take -off and landing performance of
the most critical aircraft expected to make regular use of the airport. For Kalispell City Airport,
the critical aircraft are twin -engine airplanes with a takeoff weight less than 12,500 pounds
(utility or small aircraft), approach speeds between 91 knots and 120 knots (Aircraft Approach
Category B), and wing spans less than 49 feet (Design Group I). Runway 13/31 with a width of
60 feet and a length of 3,600 feet will accommodate slightly more than 75% of small aircraft.
Runway length is a function of airport elevation, mean maximum temperature of the hottest month,
aircraft take -off weight, aircraft engine performance, runway gradient, etc. All of these variables
affect the lift of the aircraft on departure. The required runway length for Runway 13/31 is
determined from the field elevation (2932.0 feet above mean sea level) and the mean daily maximum
temperatures (81.0 degrees) for the hottest month of the year for ranges of all small aircraft with
maximum take -off weights of 12,500 pounds or less. Applying temperature and elevation criterion
for Kalispell City, the lengths for coverage of 75 percent, 95 percent, and 100 percent of all small
aircraft weighing 12,500 pounds or less are calculated. These results are summarized in Table 5-5.
The existing 3,600-foot by 60-foot paved Runway 13/31 meets the required length to accommodate
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Ka[ispe[[ City Airport
75 percent of small aircraft but would need to be lengthened by 650 feet to 4,250 feet to
accommodate 95 percent of small aircraft.
Lengthening of the runway has been planned for several years to the south, off of the end of Runway
31. The currently approved ALP depicts a future runway extension of 1,100 feet at the end of
Runway 31 which would lengthen the runway to an ultimate length of 4,700 feet. In order to
accommodate the runway extension and allow for expansion to ARC Design Group II dimensional
standards, the runway must also be shifted to the south and west and be rotated approximately 4
degrees clockwise. It is not feasible to extend Runway 13 to the north however. There are
significant development constraints to north including multiple residences, businesses, and two
arterial roadways.
Based on comments from the pilot's survey, runway length does not appear to be a significant factor
limiting usage of the airport. Questions pertaining to runway length produced mixed responses,
however. One question reported that 69% of the respondents felt the runway length was at least
adequate. In contrast, 66% of the respondents thought that it was at least important to extend the
runway. Developing any conclusions from this can be risky. Most of the pilots that responded to the
questionnaire are predominantly flying small aircraft. Runway length would not be a factor at all
with this group of pilots. A better indicator would be to question pilots of larger and faster aircraft
whether they would use the runway if it were lengthened. However, an effort to target this group of
potential users would be difficult, at best.
The need to lengthen the runway is marginally important at this time but may become critical in the
near future as operations continue to increase from higher performance aircraft. Additionally, there
is strong public opposition to extending the runway. The general belief of the opposition is that a
longer runway will attract larger and higher performance aircraft thereby increasing noise and
decreasing safety. Public comment from regular users of the airport also indicates that the current
runway length is adequate for type of aircraft frequently operating at the airport. In general, there
has been little local support from the public, the users, or the City to extend the runway beyond its
current length. With Glacier Park International Airport only a eight miles away, there is a local
airport with facilities sufficient to accommodate high performance aircraft.
Ultimately, there does not seem to be a need or a desire to extend the existing runway beyond
its current 3,600 feet length. However, the Sponsor will be required to acquire the land
necessary for a future runway extension and depict a future runway extension on its Airport
Layout Plan. Because of the local sensitivity to a runway extension, it should be limited to the
length required to accommodate 95 percent of small airplanes or 4,300 feet. Extending to a
length that would accommodate 100 percent of the GA fleet will likely meet with much strong
opposition.
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Ka[ispe[[ City Airport
TABLE 5-5
Runway Length Requirements
Airport Elevation
Mean Maximum Temperature of the hottest month
_Maximum difference in runway centerline elevation
Length of haul for airplanes of more than 60,000 pounds
2932.0 Feet
_81.00
0.0 Feet
500 Miles
Small airplanes with approach speeds of less than 30 knots
Small airplanes with approach speeds of less than 50 knots
Small airplanes with less than 10 passenger seats:
_............._.... -- - ..._._.._..-_............. _....................... - - -
75 percent of these small airplanes _
390 Ft.
1,030 Ft.
3,440 Ft.
95-percent of these small airplanes
-
4,250 Ft.
100 percent of these small airplanes
-----------
4 720 Ft.
Small airplanes with 10 or more passengers
--...-----.._....__._...............................-n..........-_._.......... _..._.
4,740 Ft.
Large airplanes of 60,000 pounds or less:
_........................ ...__.........._.........................--................... _—
75 percent of these airplanes at 60 percent useful load
5,370 Ft.
75 percent of these air lanes at 90 percent useful load
7,430 Ft.
100 percent of these airplanes at 60 percent useful load
6,490 Ft.
—100 percentofthese airplanes at 90 percent useful load
Airplanes of more than 60,000 pounds
8,700 Ft.
6,040 Ft.
FAA AC 150/5315-4B, Runway Length Requirements for Airport Design
5,6 Airspace Limitations
The FAA has established standards for determining obstructions to airports in Part 77 of the Federal
Aviation Regulations. These standards establish the "civil imaginary surfaces" surrounding an
airport. 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.
These Criteria for Airport Imaginary Surfaces for Determining Obstructions are presented in Table
5-6 and depicted in Exhibit 5-2.
Identification of Part 77 surface requirements are established from two components: 1) Approach
Type and 2) Runway Type. Approach Types include "Visual", "Non -Precision Instrument with
Visibility Minimums Greater than 3/ Mile", "Non -Precision Instrument with Visibility Minimums as
Low as 3/ Mile", and "Precision Instrument". Runway Types include "Utility Runways" and
"Runways Larger than Utility". A "Utility Runway" is one that is constructed for and intended to be
used by propeller driven aircraft of 12,500 pounds maximum gross weight and less.
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MASTER PLAN UPDATE - FT
Kalispell City Airport
TABLE 5-6
Criteria for Airport Imaginary Surfaces for Determining Obstructions jal
Visual Runway I Non -Precision Instrurnent Runway
Runways Larger
Runways Precision
Util y larger than Utility Visibility Visibility Instrument
Runways uO'ty runways minimums minimums Runway
greater than as low as
w 3/4 mi 3/4 mi
A
250 1 500
500
500i
1,000
1,000
B
5,000
5,000
5,000
10,000
10,000
10,000
C
1,250
1,500
2,000
3,500
4,000
16,000
D
5,000
5,000
5,000
10,000
10,000
E
20:1
20:1
20:1
34:1
34:1
(a)
Federal Aviation Regulations, Part 77.
A =
Width ofprimary surface and width of approach surface at inner end
B =
Radius of horizontal surface
C
= Approach surface width at end
D
= Approach surface length
E =
Approach slope
* =
Precision Instrument Approach slope is 50:1 for inner
10, 000 feel and 40:1 for an additional 40, 000 feet
5.6.1 Primary Surface
The primary surface is a surface longitudinally centered on the runway and extends 200 feet beyond
each end of the runway. The existing primary surface at Kalispell City Airport is 250 feet in total
width, meeting the minimum requirements for a "Visual, Utility Runway".
There are no documented obstructions to the primary surface.
Increasing the primary surface requirements to "Utility, Non -precision Instrument Runway" or
"Larger than Utility Runway" is not feasible without shifting the runway to the west. On its existing
alignment, the 500 foot primary surface would extend into several of the businesses fronting U.S.
Highway 93.
5.6.2 Approach Surfaces
Approach surfaces extend outward from the primary surface at each end of the runway. The
approach slope for a "Visual Runway (Utility and Larger than Utility" and a "Utility, Non -Precision
Instrument Runway" is 20:1. A 20:1 approach means that for every 20 feet measured outward
(horizontally), the approach surface slopes upward (vertically) one foot. The approach slope for a
"Larger than Utility, Non -Precision Instrument Runway" is 34:1. Approach surface sizes also vary
according to aircraft weight and approach type and minimums. These different requirements are
described as follows:
Chapters Facility Requirements
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'- o
AC>
5,000'
C-e,00
1,200'
HORIZONTAL SURFACE
150'ABOVE ESTABLISHED
AIRPORT ELEVATION
inginaaring
Planning
WINEanoulting
5telling
Engin€erm, mc.
614 Park Drire South 1372 Airport Rood
Greol Falls, UT 59405 Kalispell, MT 59901
Phone: (406)452-8600 Phone: (406)755-8602
For: (406)457-8700 Fox: (406)755-8710
e-moil: maNOslellinginc com
A
r 4,000
HORIZONTAL SURFACE /
150 FT ABOVE ESTABLISHED
AIRPORT ELEVATION.
ICAL SURFACE
PRECISION
INSTRUMENT APPROACH
VISUAL OR NON -PRECISION
APPROACH (SLOPE E)
--�J �1C
A
RUNWAY CENTERLINES
EXHIBIT 5-2
KALISPELL CITY AIRPORT
CIVIL AIRPORT IMAGINARY SURFACES
MASTER PLAN UPDATE — DRAFT
Kalispell City Airport
4 The approach surface for a "Utility, Visible Runway" expands outward from an inner width
of 250 feet to an outer width of 1,250 feet over a distance of 5,000 feet.
%k The approach surface for a "Visible, Larger than Utility Runway" expands outward from an
inner width of 500 feet to an outer width of 1,500 feet over a distance of 5,000 feet.
,4. The approach surface for a "Utility, Non -precision Instrument Runway" expands from 500
feet to 2,000 feet over its length of 5,000 feet.
• . The approach surface for a "Larger than Utility, Non -precision Instrument Runway with
Visibility Minimums Greater than 3/-mile" expands from 500 feet to 3,500 feet over its length
of 10,000 feet.
The City of Kalispell has adopted Airport Affected Area Regulations (Appendix B) to protect the
airspace associated with the Kalispell City Airport. In accordance with these regulations, no
obstructions are authorized in the approach surfaces, transitional surfaces, horizontal surfaces, and
conical surfaces. The regulations allow the City of Kalispell to review and permit construction
proposals within the airport affected area and require the removal of non -conforming uses which are
not "grandfathered" in.
5.6.2.1 Runway 13 Approach
The existing Runway 13 approach surface is clear of 20:1 obstructions and meets requirements
for a "Utility, Visible Runway". However, two (2) of the light poles at Legends Field penetrate
into the 34:1 approach surface of the larger than utility, non -Precision instrument runway. With the
Runway 13 threshold left in its current location, the light poles would penetrate the 34:1 approach
surface by approximately 35 feet.
There is also the possibility that the Runway 13 approach would have a potential conflict with the
precision approach to Glacier Park International Airport. A straight in approach to Runway 13
would intersect the precision approach to Runway 2 at GPI although there would be a significant
amount of elevation difference between the two approaches. The Runway 2 approach at GPI is
approximately 6000 mean sea level (MSL) and the Runway 13 approach at KCA is approximately
4000 feet MSL, a difference of 2000 feet at the point of intersection. This situation is apparently not
much of an issue as it has existed since the inception of the GPI approach procedure and seems to be
working satisfactorily.
5.6.2.2 Runway 31 Approach
The existing Runway 31 approach surface has one 20:1 obstruction and does not presently
meet the requirements for a "Utility, Visible Runway". The primary issue with the Runway 31
approach is the AM radio towers southeast of the runway. At heights exceeding 300 feet above the
ground, these towers are a hazard to aviation at this airport. One of the towers lies directly beneath
the 20:1 approach while the second tower lies outside of the approach surface but penetrates the
transitional surface. The towers penetrate the existing 20:1 approach and transitional surfaces by
173 feet and 108 feet respectively. The towers would penetrate the 34:1 approach and transitional
surface by 290 feet and 225 feet respectively. Under any development scenarios at the existing site,
the towers will need to be removed.
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Ka[ispe[[ City Airport
5.6.3 Horizontal Surface
The horizontal surface is a horizontal plane 150 feet above the established airport elevation.
Kalispell City Airport currently requires a 5,000 foot radius from the threshold of each runway end
to meet standards for a "Utility, Visible Runway". This horizontal surface is clear of any
obstructions.
The horizontal surface radius requirements increase to 10,000 feet for "larger than utility runways
with non -precision instrument approaches" and "visibility minimums greater than 3/-mile". Several
penetrations were found in this larger horizontal surface area. The horizontal surface is penetrated in
the area west of the airport by mountainous terrain. The initial terrain penetration occurs
approximately 6,000 feet west of Runway 13/31 and extends into the conical surface. It should also
be noted that the two KGEZ radio towers extend more than 160 feet above the horizontal surface.
Although these towers actually penetrate the approach and transitional surfaces, the magnitude of the
penetration has a direct impact to the horizontal surface also.
5.6.4 Transitional Surfaces
Transitional surfaces extend outward at 7:1 slopes from the edge of the primary surface and
approach surfaces until they intersect the horizontal or conical surfaces. Transitional surfaces at
Kalispell City Airport extend perpendicular to runway centerline at 7:1 slopes, beginning 125
feet from either side of runway centerline.
The existing transitional surface is penetrated by multiple buildings along the east side of the airport.
The most significant of these penetrations is from Rosauers Grocery Store with a magnitude of 31.6
feet. In addition, the most easterly radio tower adjacent to the Runway 31 approach surface is a
transitional surface penetration with a magnitude of 108 feet.
As noted in Paragraph 5.5.1, increasing standards to require a 500 foot primary surface is not
feasible because of the proximity of Highway 93 businesses to the existing runway centerline.
5.6.5 Conical Surface
The horizontal surface is bounded by a conical surface, which has a width of 4,000 feet and rises on
a 20:1 slope. It is the same width and slope for all types of runways. The conical surface bounding
the 5,000 foot radius horizontal surface is clear of obstructions. The conical surface bounding the
10,000 foot horizontal surface is obstructed by the same mountainous terrain described in Paragraph
5.5.3.
5.6.6 Building Restriction Line
The FAA also establishes criteria for a Building Restriction Line (BRL) which requires that the
buildings do not penetrate any of the civil imaginary surfaces. The BRL is directly associated with
the primary surface width. For a "Visual, Utility Runway", the BRL is based on a 250-foot wide
primary surface and a 7:1 transitional surface clearing the roof peak of a hangar. For example, the
BRL for a roof peak of 22.5 feet is calculated as follows:
Example: BRL = (22.5' x 7) + 125 = 282.50 feet from R/W C/L to BRL
The BRL distance would increase by 125 feet with an increase in width of the primary surface to 500
feet. BRL distances were summarized in Table 5-2 using a 22.5 foot maximum building height.
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Ka[ispeR City Airport
5.6.7 Conclusion and Recommendations
Since there are no based aircraft at Kalispell City Airport that are "Larger than Utility" and there is
not a "Non -Precision Instrument" approach procedure on either runway end, the Obstruction
Identification Surfaces (Part 77 surfaces) required for a "Visual, Utility Runway" would apply to
existing conditions at Kalispell City Airport. The most significant issue with found in this
evaluation is the radio tower penetrations southeast of the airport. The magnitude of the penetrations
into the approach and transitional surfaces is significant at over 100 feet.
Increasing the dimensional standards for Obstruction Identification Surfaces to a "Larger than
Utility, Non -Precision Runway with Visibility Minimums Greater than 3/ Mile" at Kalispell City
Airport would require the following changes to the current Part 77 surfaces:
Increase primary surface width from 250 feet to 500 feet and shift the runway away from the
existing businesses along Highway 93;
.� Increase Runway 13 and Runway 31 approach surface dimensions from 250 feet by 1,250 feet
by 5,000 feet to 500 feet by 3,500 feet by 10,000 feet;
.� Decrease (flatten) Runway 13 and Runway 31 approach slopes from 20:1 to 34:1 and remove
or lower the light poles and Legends Field and the KGEZ radio towers;
4 Increase horizontal surface radiuses from 5,000 feet to 10,000 feet;
Part 77 requirements for a "Larger than Utility, Non -Precision Runway with Visibility Minimums
Less than 3/ Mile" and a "Precision Instrument Runway" both require a 1,000 foot wide primary
surface. This category is simply not practical at the existing airport site due to the multiple
development constraints surrounding the airport.
In conclusion, meeting Part 77 requirements for a "Larger than Utility, Non -Precision Runway with
Visibility Minimums Greater than % Mile" is feasible at the existing site but will require a relocation
of the runway away from the businesses on the east side of the airport and removal or lowering of
the light poles and radio towers. Impacts associated with increasing Part 77 requirements to a
"Larger than Utility, Non -Precision Runway with Visibility Minimums Greater than % Mile" will be
fully evaluated in Chapter 6 along with several different approach options.
5.7 Pavement 5trengtk
There is no information available documenting the pavement structure or pavement strength of the
existing runway and taxiways at the Kalispell City Airport which were originally constructed
sometime during the 1960's. In addition, the Montana Aeronautics Division does not include KCA
in its periodic Pavement Condition Index (PCI) inventory of Montana airports. Generally, the
existing pavements appear to be performing well but are nearing the end of their useful life. These
pavements have oxidized substantially and also have significant cracking. The City has routinely
invested in pavement maintenance to prolong the life of the pavements but they are now nearing the
end of their useful life.
The predominant aircraft operating at Kalispell City Airport are "small airplanes", less than 12,500
pounds. All of the based aircraft are rated for gross takeoff weights of less than 12,500 pounds.
There is reported, occasional use from larger aircraft similar to the Cessna Citation family but not a
single instance has been observed or document over the past 12 months of monitoring operations.
The actual number of these operations is therefore unpredictable and does not likely account for
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Kahspe[[ City Airport
more than a handful of operations each year. This is a reasonable conclusion since Glacier Park
International Airport is servicing the same area and has more facilities necessary to support these
aircraft.. Based on local observations and these assumptions, the number of annual operations from
these aircraft would be well below 100. From the information available, there are no indicators
that pavement strength in excess of 12,500 pounds will be required at the Kalispell City
Airport throughout the planning period. However, effective planning should include
provisions for a future upgrade to greater pavement strength if future operations warrant the
change.
5.6 Annual Service Volume
Annual Service Volume takes into consideration a number of parameters to arrive at airfield capacity
levels. These include aircraft mix; percent of runway use; percent of touch and go operations; and
ceiling and visibility conditions. Utilizing FAA Advisory Circular 150/5060-5 as a guide, it is
estimated that the Annual Service Volume capacity for the Kalispell City Airport configuration is
between 200,000 and 250,000 operations.
Projected demand at Kalispell City Airport by the year 2030 will be 23,641 annual operations.
These projected operations represent approximately 9 to 12 percent of the estimated airfield
capacity. Therefore, the existing and proposed airfield capacity will be adequate to accommodate
projected demand throughout the planning period.
5.9 Winch Coverage
Wind coverage data at Kalispell City Airport is limited to reports and observations from local pilots
and wind data available at Glacier Park International Airport. Wind data obtained from GPIA has
been used to develop a wind rose for Runway 13/31 at Kalispell City Airport. A wind rose is a tool
used to estimate the percent of wind coverage a runway will have given it's orientation. The most
desirable orientation is one which has the largest wind coverage and minimum crosswind
components.
The FAA's guidance for runway orientation is that a single runway should attain 95 percent wind
coverage for a 10.5 crosswind component. If 95 percent coverage is not attainable, than a crosswind
runway should be considered. At Kalispell City Airport, the wind coverage for Runway 13/31 with
a 10.5 knot crosswind component is 93 percent based on wind data obtained from GPIA. Since the
wind data used to develop the wind rose was not obtained on -site, there is not enough valid data to
conclude that a either a new runway orientation or a crosswind runway are needed. Wind data
depicted on the wind rose is generally confirmed by the responses received by pilots using the
airport. Question 12 in the pilot's survey indicated that most pilots perceive the predominant wind
direction as southwest and northwest; south and southeast also had strong responses.
Existing development on the airport and adjacent to the airport will make the development of a
crosswind runway unfeasible. However, it may be possible to reorient Runway 13/31 to increase it's
wind coverage and meet the 95 percent coverage criteria.
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5.1 o Taxiway System
Kalispell City Airport has a full-length, parallel taxiway on the east side of the runway with
connections at both runway ends and at two mid -field locations. There is also a partial -length,
parallel taxiway with a connection to Runway 13 and two mid -field connections on the west side of
the runway. The parallel taxiways and connector taxiways are only 20 feet wide and therefore do
not meet the minimum dimensional requirements for ARC B-I aircraft.
With the existing configuration, pilots departing on Runway 13 only have the east side taxiway as an
option to taxi to the end of the runway. If the aircraft originate on the west side of the airport, they
will have to taxi across the runway. Before taxiing onto the runway, pilots must verify for
themselves that no approaching aircraft are a factor. Pilots can taxi directly to the runway end when
departing on Runway 31 without crossing the runway. There are multiple options for exiting the
runway to either side after landing however.
FAA protocol requires pilots to use "self announce" and "visual separation" when using smaller
airports. At Kalispell City Airport, a Common Traffic Advisory Frequency (CTAF) of 122.8 is
specified for self announce procedures. Pilots typically begin self announcing procedures, advising
of location and intentions when within 10 miles of the Airport, whether inbound or outbound. Self
announce requirements include taxi operations on the active runway(s). It is incumbent on the pilot
to announce positions and intentions throughout his/her maneuvers, and watch for and maintain
separation with any other aircraft approaching or departing the field.
Extending the west -side parallel taxiway to the end of Runway 31 would improve safety by
eliminating potentially catastrophic aircraft conflicts between taxiing aircraft crossing the runway
and landing aircraft. Widening the parallel and connecting taxiways to 35 feet and shifting the
taxiway centerline separation to 240 feet will also be required to meet ARC B-II dimensional
standards.
5.1 1 Apron Facilities and Tie —]owns
There must be adequate tiedowns available for based aircraft that are not in hangars and for transient
aircraft. Peak day operations are used to determine the number of tiedowns for transient operations.
The average number of itinerant operations per day is increased by 20% to determine an average
peak for a busy day (Ref. FAA AC 5300-413). Table 5-7 summarizes the tie down requirements for
transient aircraft over the 20-year planning period.
Not all based aircraft will be hangared. In Table 5-8 it is assumed that 70% of based aircraft will be
hangared, and that the remaining aircraft will be parked on the apron. A contingency for 2 additional
tie -down is provided in the evaluation.
Table 5-8 summarizes the requirements for transient and based aircraft parking spaces at Kalispell
City Airport. Projected aircraft parking spaces already exceed the twenty-eight existing spaces
available at the airport. Planning should include the expansion of aircraft parking areas to meet this
perceived shortage.
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Kafispeff City Airport
TABLE 5-7
Transient Aircraft Tiedowns
2011
4,900 980
32 38
19
2015
5,692 1,138
---_.— ...........................
37
44
22
2020
6,683 1,337
�1,535
43
52
— -
26
2025
7,673
50
60
30
67
34
2030
8,664 1,733
Sfi
(1) Based on "Aircraft Operations Forecast" Table 4-10, the assumption that July (or August) is the
busiest month with 20% of the total annual itinerant operations. (Max. Monthly Itinerant Operations
= 4,900 operations x .20 = 980)
(2) Peak Day Factor of 20%.
(3) Peak Aircraft Tie -down equal 50% of peak day operations.
TABLE 5-B
Tota[ Tiedowns
2011
82
24
1 19
2
2
45
49
2015 84
25
22
2020
87
26
26
3
55
2025
90
27
30
3
60
2030
92
28
34
4
70
(1) Prom l ame 4-1 U
(2) Assume 70% of Based Aircraft Hangared & 30% of Based Aircraft Using Tie -down
Actual apron space requirements can be tabulated using the information in Table 5-8.
Approximately 360 square yards of apron space are adequate to accommodate each general aviation
transient aircraft under 12,500 pounds. Based aircraft under 12,500 pounds generally require less
apron space, approximately 300 square yards per aircraft. Transport aircraft and general aviation
aircraft over 12,500 pounds require approximately 600 square yards of apron space for each aircraft
parking position. A moderate projection of aircraft over 12,500 pounds has been included for the
determination of apron area needs.
Table 5-9 summarizes the overall aircraft apron space requirements for the Airport throughout the
planning period.
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MASTER PLAN UPDATE — °`
Ka[ispe[[ City Airport
TABLE 5-9
Aircraft Apron Space Requirements
Transient < 12,500 lb
17 6,120
23
1 8,280
34
10,800
Transient > 12,500 lb _
2 1,200
3
1,800
4
2,400
Based < 12,500 lb
24 7,200
26 7,800
28
8,400
720
_
Misc. (2 add'1. trans.) 2 720 2 720
2
Area Req'd. (paved)15/240
18/600
2z�320
The primary tie -down and apron area on the west side of the airport is approximately 190,000 square
feet (21,111 square yards). It is currently 70 to 80 percent of capacity and will likely exceed
capacity in a few years. There are also additional grass tie -down areas by Red Eagle Aviation and
other tie -down areas scattered around the airport that are typically full.
5.12 Hangar Development
Hangar development growth at Kalispell City Airport is strong. With approximately one (1) new
based aircraft every two years, there is a need to continue providing available ground lease areas for
hangar development. The hangar development area west of the runway and north of the apron is not
fully developed at this time but only a few ground lease areas remain undeveloped. Future
development will accommodate five to six small hangars. The taxilane facilities serving the hangar
development areas are 25 feet wide and can accommodate aircraft in Design Group I only.
Although based aircraft growth has slowed at Kalispell City Airport, future areas for hangar
development are needed within a few years to keep pace with the growing demand to base aircraft.
5.15 Navigational Ads
Navigational aids are typically divided into two categories: 1) visual aids such as runway lighting,
signage, beacons, obstruction lighting and PAPIs/VASIs; and 2) instrument navigational aids such
and Non -Directional Beacon (NDB), Very High Frequency Omni Range (VOR), Instrument
Landing System (ILS), and Global Navigation Satellite System (GNSS).
5.13.1 Visual Navigation Aids
The existing airport navigational aids (NAVAIDs) include runway lighting, basic runway markings,
airport signage, a rotating beacon, and a segmented circle and lighted wind cone. The existing
runway is lighted with low intensity runway lights (LIRL). The lighting system is relatively old and
needs replacement. A new medium intensity runway lighting system should be installed to replace
the antiquated LIRL system.
Taxiways are currently designated with reflective markers. A medium intensity taxiway lighting
system could be tied into the new runway lighting system under a future taxiway reconstruction
project.
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Kalispell City Airport
Pavement markings and signage should be updated to meet current FAA design standards. If an
approach procedure is evaluated and found feasible, markings should be upgraded to meet the
applicable type of approach that is planned for the airport.
Other navigational aids that will be considered during the planning period include a PAPI on
Runways 13 and 31, an automated weather observation system (AWOS), and Runway End Identifier
Lights (REIL) for approach to both ends of the runway, providing the installations can meet FAA
siting requirements. The REIL is used for positive identification of the approach end of the runway
while a PAPI is used to define the desired glide path in relatively good weather conditions. The
AWOS is used to broadcast on -field weather conditions flying to the Airport and is required
equipment for an approach procedure.
5.13.2 Instrument Navigational Aids
There are no instrument navigational aids at the Kalispell City Airport. Technical developments in
Global Navigation Satellite Systems make it possible for Kalispell City Airport to obtain non -
precision instrument approaches, with or without vertical guidance. Approach procedure potential
for different development alternatives will be evaluated in Chapter 6.
5.14 (Atilities
Because the Kalispell City Airport is located within the City limits of Kalispell, all of the major
utilities are readily available on or directly adjacent to the Airport. Figure 5-3 shows all of the
utilities currently servicing the airport.
5.14.1 Electricity
Electrical service is readily available at the airport and can be extended into any of the areas which
may be developed. All new electrical should be placed underground in conduit.
5.14.2 Natural Gas
Natural gas service is readily available at the airport and can be extended into any of the areas which
may be developed.
5.14.3 Telephone
Telephone service is readily available at the airport and can be extended into any of the areas which
may be developed. Cell phone service is also readily available in the vicinity of the Airport and has
a strong signal. A public phone may be useful on the west side of the airport for pilots to more
easily close their flight plan. All new telephone should be placed underground in conduit.
5.14.4 Water
City water is readily available at the airport. Water service has been strategically planned and
installed as development has progressed. As hangar development continues to grow, extensions of
the water services will be required to service new areas. The existing infrastructure was designed to
service small individual hangars and businesses. Should greater industrial needs arise, additional
capacity may be necessary.
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5.14.5 Sewer
City sewer is readily available at the airport. Sewer service has been strategically planned and
installed as development has progressed. As hangar development continues to grow, extensions of
the sewer services will be required to service new areas. The existing infrastructure has sufficient
capacity to service small individual hangars and businesses it was designed for. Any manufacturing
or commercial facilities constructed on airport property which has sensitive wastewater facility
needs, such as chemicals, grease, or oils may require on -site treatment provisions or additional
capacity. These uses would have to be evaluated and addressed individually on a case by case basis.
5.14.6 Storm Water
Recent regulatory changes in storm water quality requirements will ultimately require on -site
treatment provisions for runoff developing on airport pavements. Precipitation which runs off any
airport pavement will be polluted with oils, greases, and tars and will require treatment prior to being
discharged from airport property.
5.15 Fencing and Security
The Kalispell City Airport has a perimeter fence installed around most of the airport. The fence is
generally 6 feet tall with an additional foot of 3-strand barb wire. Although the primary entrances
are gated and secure, there are several gaps in the fencing around the airport where pedestrian and
vehicle access is unobstructed. The two largest concerns with intermittent fencing are inadvertent
access and the potential for wildlife incursions. Given the proximity of the airport to commercial
and residential areas in Kalispell, installation of a full -height security fence should be a high priority
at the airport.
5.16 Airport Access and Parking
Access to the existing airport is via Airport Road to the west and U.S. Highway 93 to the east. On
the east side of the airport, designated parking is located directly behind the Red Eagle Aviation
facility; access to the airport is through an unlocked gated entrance next the Red Eagle building. On
the west side, access is through an electric gate controlled by code through a keypad. There are
parking areas available to the north or the apron area, west of the existing hangars. Additional
parking is available further north in some of the undeveloped hangar pads if needed.
5.17 Fueling Facilities
There are three buried fuel storage tanks in service at the airport. On the west side of the airport,
Diamond Aire owns and operates a self serve fuel facility. One 17,000 gallon, two compartment
tank provides storage for both 100 Low Lead and Jet A Fuels. There are also two buried fuel tanks
on the east side of the airport northeast of Red Eagle Aviation. This self serve fuel facility is owned
by the City of Kalispell but operated by Red Eagle Aviation under their FBO Agreement. The Red
Eagle fueling system includes the fueling island and two separate storage tanks for 100 Low Lead
fuel and Jet A fuel. Fueling facilities are functioning satisfactorily and are expected to continue safe
operations through the planning period.
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Kalispell City Airport
Chapter 5 Facility Requirements
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