2010/01/25 Agenda - Airport Informational PresentationCITY OF KALISPELL
AIRPORT INFORMATIONAL PRESENTATION
JANUARY 25, 2010 — 7:00 P.M.
CITY HALL COUNCIL CHAMBERS
201 FIRST AVENUE EAST
* * THIS MEETING WILL BE BROADCAST LIVE ON CABLE CHANNEL 9
AND ON THE CITY'S WEBSITE AT WWW.KALISPELL.COM * *
CALL TO ORDER
A. INTRODUCTION (10 Minutes)
B. STAFF PRESENTATION (45 Minutes)
C. PROCESS PROPOSAL (10 Minutes)
D. COUNCIL DISCUSSION (20 Minutes)
E. PUBLIC COMMENT (20 Minutes)
F. ADJOURNMENT
Reasonable accommodations will be made to enable individuals with disabilities to attend this
meeting. Please notify the City Clerk at 758-7756.
City of Kalispell
Post Office Box 1997 - Kalispell, Montana 59903
Telephone: (406) 758-7701 Fax: (406) 758-7758
TO: Mayor Fisher and Members of Council
SUBJECT: Airport Informational Presentation
MEETING DATE: January 25, 2010
During the fall of 2009, the city council directed staff to begin a scoping process pertaining to the
current renovation and upgrade plans for the Kalispell Municipal Airport. The initial step in this
process was to hold an open forum for public input on concerns and/or questions. This forum was
held on November 30, 2009 with a commitment to hold a follow-up meeting in January to provide
responses.
The questions from the November 30 forum are included in the attached progress report.
Following each question is an answer, or in some cases, the statement that city staff cannot
answer the question. Several questions were either too broad, were beyond the scope of the
project, or require technical expertise beyond that of staff to provide factual responses.
While this progress report is presented on the City's web site, a presentation of its contents will be
provided at the January 25 council work session. To allow for interested parties to have the option
of viewing the presentation from home, the meeting will be televised live on Cable Channel 9 and
on the city's website at www.katispell.com.
Jane Howington
City Manager
KALISPELL CITY AIRPORT PROGRESS REPORT
RESPONSES TO PUBLIC INPUT SESSION NOVEMBER 30, 2009
NOISE:
1) What decline in property values can be directly attributed to airplane noise?
This question was posed to several appraisers in the area. A few responded that a full study
would have to be done with specific detailed parameters set, however, the most common
response received is that the airport has been at this location for many years (since 1928)
and there is no supportable effect to devalue properties.
2) Are there plans to have a specific noise abatement office or officer for the city to
address airport noise?
At this time the noise issues are handled by the airport manager when they are reported. His
contact information is posted on the City of Kalispell's web page. At present, the phone
number to the airport is not listed in the phone book and is something that should be
addressed.
3) Noise pollution is an issue; can we limit the airport to small planes?
Our airport is presently rated for small planes and will remain so with the proposed
maximum size modifications. According to Airport Circular (AC) 15015300-13, which is
attached as Exhibit A, all airplanes that fit within a B-II or smaller airport are defined as
small aircraft. The only aircraft rated as larger aircraft and rated for a B-I airport weigh
14,550 pounds or more and are not, and would not, be rated for landing at the Kalispell City
Airport as the proposed runway is rated at 14, 000 pounds or less. Our present runway is
rated for 12,500 pounds or less.
4) What is the status of ultra light planes at the airport; they are very noisy?
There has been one ultra -light plane based at the city airport for the last 10 years. It is an
open cockpit, warm weather flying machine that is owned by a local pilot and must abide by
the same rules as other aircraft. The city has had conversations with this pilot in the past to
alter the flying habits to be less offensive to residents.
5) What is the difference between sound levels of airport and overhead airplanes
compared to vehicle traffic?
As it can vary largely from vehicle to vehicle, the same applies to airplanes. The City of
Kalispell is working on a noise ordinance for the airport as part of the answer to this
question. To get a definitive answer there would need to be a study done by an acoustical
company comparing airplane noise to vehicle traffic.
6) Are newer aircraft being built quieter?
Yes. It is widely agreed that modern aircrafts are quieter than older models due to the FAA
continuing to require manufacturers to decrease the noise they generate.
7) Has there been projections made calculating the noise generation with the expansion
of the airport? If so, will these projections exceed current levels and will there be
measures in place to ensure noise levels will not increase with the expansion?
In the December 2002 "Final Environmental Assessment" completed by Robert Peccia &
Associates, there is a section entitled "3.4.2 Aircraft Noise " that covers this issue based on
historical information. In that report, the conclusion is that "Figure 3-4 " shows the INM
calculated noise contours for existing conditions at Kalispell City Airport. The outside
contour represents a noise level of 55 Ldn and the innermost contours are 75 Ldn. The
current noise exposure contours show the 65 Ldn contour extends beyond the existing airport
property along the eastern side of the airport and along the extreme southwestern edge of the
property. There are no noise -sensitive land uses like residences located in these areas. The
portion of the Environmental Assessment referred to is included as Exhibit B.
8) Is the city planning on eliminating flight training, including helicopters and any
touch-and-go flights over the city limits?
There are no present plans to eliminate flight training or touch-and-go landings at the
Kalispell City Airport. There have been times in which the city has contacted the flight
training and helicopter individuals about limiting usage.
9) Are there any present regulations to control noise and hours of operations? If so,
how are they enforced?
There are no flight restrictions other than those imposed by the FAA for flights over
populated areas. In the past, the city has worked with individuals to implement voluntary
changes for such items as noise or hours of operation concerns. Any violations or concerns
are routed through the airport manager.
10) Are there regulations limiting the noise of individual planes to a certain level?
There are no noise level limits for small aircrafts. The FAA does have established rules and
regulations for airspace usage and the primary rule for flights over cities and towns is that
the pilot must maintain an altitude of at least 1, 000 feet above the highest obstacle in the
area; with the exception for when an aircraft is taking off or landing. This rule is put in place
for safety and noise level concerns.
COST:
1) What is the cost of all airport related studies to date?
The studies, improvements and all costs associated since 1999 are as follows (prior year
records are not available):
• 1999 -$107, 971.00 - Phase I / Feasibility Study & Master Plan Study done by
Morrison Maierle, Inc.
• 2000 - $12, 315.84 — Professional services provided by Morrison Maierle, Inc.
• 2001102 — $83, 575. 00 - Site Selection Study & Environmental Assessment done by
Robert Peccia & Assoc.
• 2002 - $22, 074.94 — Erecting fence done by Mild Fence Company.
• 2003 — $37, 925.00 - Airport Layout Plan done by Robert Peccia & Assoc.
• 2004 - $11,100.00 — Legal Land Survey done by Robert Peccia & Assoc.
• 2005 — $83, 540.00 — Land/Tower Acquisition -Appraisals, North End Site Survey
& Engineering, North End Design work for the surface and utilities done by
Robert Peccia & Assoc.
• 2005 - $566, 474.42 — Purchase of Torgerson property.
• 2006 — $41, 582.04 — North end construction management done by Robert Peccia
& Assoc.
• 2006 - $1, 454, 530.11 — North end construction costs.
• 2006 - $774, 715. 00 — Purchase of Red Eagle Aviation.
• 2006 - $230,131.42 — Purchase of Billmayer property.
• 2007 - $13, 438.77 — Land acquisition and professional services done by Robert
Peccia & Assoc.
• 2008 - $15, 200.00 —Study for tower relocation options done by Hatfield &
Dawson Broadcast Engineers.
• 2008 - $68, 068.00 — Legal land surveys, geotechnical work on old city dump,
future apron terminal & roadway layout and update to Airport Layout Plan done
by Robert Peccia & Assoc.
• 2009 - $3, 638.75 — Review of site selections for tower relocation done by Hatfield
& Dawson Broadcast Engineers.
• 2009 - $12, 324.03 — Capital Improvement Plan & bid documents done by Robert
Peccia & Assoc.
• Total Costs $3, 538, 604.32
The funding sources are as follows:
• $ 213, 844.00 —FAA Grants.
• $ 12, 000.00 — Montana State Aeronautics Grants.
• $1, 342, 760.00 — TIF Funds.
• $1, 970, 000.00 —Urban Renewal Bond `B ' — 2005.
• $3, 538, 604.00 — Total Funding.
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2) What are the airport planning costs?
Please refer to COST #L
3) What is the cost to the city if the airport closes?
There are substantial known costs as set forth below. However there are, at this time, certain
costs in addition that are not easily estimated. For this reason it would be most prudent for
the city to retain an outside consulting firm if it chooses to study this alternative more
closely.
• Leases — The city would be required to pay out on buildings (hangars) that have been
constructed on leased land. There are seven leases which would require a payment of
fair market value. Since we do not have the current fair market value of the buildings,
a tax "final building value" was used to approximate the cost at $1,907,262.00.
Three additional leases would require the city pay a 15- year straight line basis.
Using the same tax 'final building value " as a base, this would amount to $335,136
for a total payment on hangar leases of approximately $2, 242, 398. (There are also
leases with Red Eagle Aviation and the Hilton Garden Inn that would be of some cost
to the city, however, those are harder to calculate and require more analysis.)
• Bond - The city is responsible for payments on the $2, 000, 000 bond that was issued in
2005. Presently, there is $1, 445, 000 owed with annual lease payments of $185, 275
until 2020.
• Improvement Reimbursement — The cost of past improvements would be lost without
FAA reimbursement.
4) Is this a wolf in sheep's clothing - will the citizens end up paying for the cost of
airport operations and repairs/expansion in coming years?
Presently the city airport operates as an enterprise fund and does not take any funds from the
general fund to operate. The airport is funded from fuel taxes, rents received, commercial
fees assessed, etc.
If the city council elects to upgrade the airport to current FAA standards, there are non -
primary entitlement funds that have historically been available from the FAA for
maintenance and operational costs that could be applied for on an annual basis.
Historically, these funds have been $150, 000 per year. There are some limitations on what
the funds can be used for, however, they can generally be used for maintaining the airport
such as resealing the runway, etc.
5) What will expansion of the airport do to property taxes of adjacent property
owners?
The Montana Department of Revenue, based on its experience with Glacier International
Airport, informed the City of Kalispell that there is no anticipated impact on property values
in the area and could create a market for people who may want to live close to the airport.
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6) What is the economic impact from closure of the airport and the termination of
hangar leases; especially for private individuals who have invested there?
The terms of the leases lay out what the tenant is entitled to. Please refer above to COST #3
for an estimate of the costs to the city. A reasonably accurate estimate of the economic
impact to the city and the surrounding area would require an in depth analysis best
conducted by an independent consultant.
7) How would the City of Kalispell fund the $14 Million upgrade?
The city would apply to the FAA for 90% of the cost, and apply for another 5% from the
Montana State Aeronautics Division. Even though the costs already incurred by the city for
land acquisitions and some of the improvements are expected to be reimbursed, this is a
competitive process and could take several years to receive the full FAA reimbursement.
8) What is the cost of all the studies the city council has authorized?
Please refer to COST 41.
9) How much money per year has the airport cost the taxpayers in Flathead County?
Please refer to COST #1 and #4.
10) The city council previously agreed to invest $1 Million in order to receive FAA
funding. Where is that money from?
When the city sold some of the land that was owned by the airport it retained a portion of the
proceeds ($1, 000, 000). Since that time, this money has been used for funding of other airport
land purchases as identified under COST #1.
11) Who will pay for the Fire Station at the airport and how much will it cost?
There are no current plans for afire station at the airport.
SAFETY:
1) What assurances are there to prevent crashes?
Just as the city cannot assure that there will be no vehicular accidents on its streets, the city
can make no assurances that there will be no aircraft accidents in the city. The city is
required to follow all air safety regulations that apply to the management of the airport.
There is a protection zone around the Kalispell City Airport. The realignment of the airport
runway is to increase the protection zone around the airport to give pilots better options in
the unlikely event of an accident.
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2) Doesn't a short runway create safety issues and force planes to fly lower on their
landing approach?
Generally, the shorter the runway the lower and slower the pilots tend to fly. The length of
the runway and the Runway Protection Zone (RPZ) are two of the more important
considerations that pilots use when landing and taking off. Pilots are taught to touch down
just past the numbers on the runway when landing. If there is a situation such as a
crosswind, a pilot would have the full length of the runway to work with and make the proper
decisions accordingly.
The current proposed redesign of the airport includes a Precision Approach Path Indicator
built into the runway approach. This is a guidance system that assists pilots in making the
proper approach.
3) What is the actual probability of a plane crashing/hitting a house?
According to a November 2009 article on the Bing Travel website, the chance of death by an
aviation accident is one in eight million. Assuming that the death occurs from an aircraft
striking a house, the statistical probability of this event is even much smaller.
4) Will increased standards be placed to ensure greater safety of people and homes on
the ground in the event something goes wrong in the air? Can you provide sample
policies?
In 2007, the city council approved Standard Operating Procedures for the airport
(Ordinance # 1622) which created standardized rules, significantly increasing the safety of
the airport.
The proposed modifications include expanding the safety zones around the airport. This
involves moving the airport runway 1, 000 feet farther away from residents at the north end of
the runway and canting it slightly to the west. If an aircraft flying at the proper altitude is
required to make an emergency landing, the pilot is trained to turn towards the airport.
Expanding the safety zones around an airport creates a safer environment.
5) In the event of a crash, do the city and the federal government have a system in
place that will reimburse affected parties on the ground for damage or injury? If
there is no system in place, are there plans to address this issue and to create a
system?
Just as a driver of a motor vehicle is responsible for his/her actions and carry insurance in
case of an accident, pilots must also have insurance and take responsibility for their actions.
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6) How could you even consider not improving the airport and making it as safe as it
can be?
The city council will discuss all options for the airport, including safety.
FAA FUNDING/REGULATIONS:
1) If the city accepts FAA funding, what controls/rights do we give up?
The city must comply with FAA assurances which requires the city, in consideration of
receiving federal funds, to comply with certain federal laws. A copy of the assurances is
included as Exhibit C.
2) Why doesn't the airport meet FAA standards now and what are the current
limitations?
Since the time that the city airport was constructed and modified, the FAA has continually
modified its standards to create a safer flying environment. Because of this the existing
airport infrastructure does not meet all of the current FAA standards that it would have to
meet if it was being constructed today.
The Runway Protection Zones (RPZ) at both ends of the current runway do not meet current
FAA standards. On the south end a roadway is in the RPZ, and on the north end there are
private residences. RPZ's are clear zones that cannot have anything in them for safety
reasons. In addition, structures are inside the Building Restriction Line along the runway
and taxiway.
Presently the airport is not fenced on all sides to restrict access to the runway and taxiway
because private property is located within one foot of the taxiway, which is presently too
narrow and does not have the proper lighting that would be required by the FAA if it was
constructed today.
3) Will TIF District funding be split between the airport and other projects, or will all
funds be spent on the airport?
The City Airport/Athletic Plan redevelopment plan was implemented in 1996 through
Ordinance 1242 and outlined the following objectives:
a) "Minimizing hazards to navigation. " This included moving the soccer & ball fields,
which was successfully accomplished with the KidSports Complex at a cost to the city
of $1, 367, 500.00. The city also erected fencing around sections of the airport to keep
out animals as well as securing the property.
b) "Developing the airport with an airport layout plan. " The city has been working on
this process for the last 10+ years.
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c) "Increasing development opportunities on nearby properties. " The city has worked
with developers along the Highway 93 south corridor to create additional
commercial opportunities and taxes for the community.
d) "Promoting compatible land use in and around the airport. " The city has removed
old non -conforming buildings and installed the infrastructure necessary for private
citizens to lease and construct hangars and commercial properties that are in
compliance with airport rules. This generates lease income to the airport and tax
dollars paid by private citizens.
e) "Establishing a funding mechanism for airport properties." The city approved a
$2, 000, 000 bond for improvements. TIF dollars have also been used to purchase
properties.
f) "Establishing a priority schedule for plan implementation." Plan implementation is
dependent on mitigating the KGEZ radio towers currently located in the airspace
protection zone.
4) If we use federal funding, what will we be indebted to in the future?
The city will be required to maintain the facility and meet the FAA assurances for a period of
25 years.
5) If we receive FAA monies, how much control will FAA get/have over the airport?
The FAA assurances are included as Exhibit C and require actions the city would perform
regardless, such maintaining the property and making the airport available to the public
without discrimination.
6) Can the city invoke stricter regulations than FAA requires?
There can be some regulations stricter than the FAA assurances. Any changes would have to
be presented to the FAA.
7) What will a B-II FAA airport facility cost in terms of increased police and fire
services?
The police and fire chiefs have indicated they do not see any increased support or needs
required for a B-II airport facility.
8) If we accept FAA money, what will be the constraints?
The city must adhere to the 39 assurances for the next 25 years.
9) What is the status of funding the airport from fuel taxes?
Presently there is a fuel tax of $0.06 per gallon which is budgeted to be about $6, 000 per
year. The 2009 MDOT Aeronautics Division released a study that shows Kalispell is average
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for fuel tax pricing. The city also uses other funding to support the airport enterprise fund
such as commercial fees, tie down fees, hangar leases, and other rentals.
10) Airport relocation funding?
The FAA will not fund the relocation of airports or businesses to new locations. They will,
however, fund relocation on the current airport or relocation of a business that has to move
because the airport needs their property for upgrades.
11) Are there plans for the city to institute reasonable take -off and landing fees that
could help offset any economic damage done to property values and the character of
the city?
Presently there are no airport take -off and landing fees. Take -off and landing fees are
difficult to collect and there are no other general aviation airports that charge this fee. We
do charge a $150 per month commercial fee for commercial operators.
12) Can the operational expenses and income of the Airport as it has operated up until
now be made to the public?
The budget information is open to public review.
13) Have calculations and projections as to what the economic impacts and benefits to
tax payers been made? If not, are there plans to do so?
An independent study performed by Wilbur Smith Associates in 2009 reported the economic
impact of the Kalispell airport as well as a statewide report. This study is available to the
public.
14) Will there be a detailed accounting made to the public of where taxpayer money was
spent and how?
Please refer to COST #1.
15) Will local people (local firm) be hired or will labor be outside our valley?
All contractors are allowed to submit a bid proposal. Bids are normally awarded to the
lowest qualified bid.
AIRPORT MANAGEMENT:
1) How is the Kalispell airport funded?
The airport is classified as an Enterprise Fund, which means it operates outside of the
general fund. The funding is generated from leases, fuel tax fees, tie -down fees, commercial
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fees, the airport TIF, etc. There is a budget that is prepared annually and made available to
the public.
2) What is the current financial condition of the airport?
Currently the budget reflects an income of approximately $90, 000 with expenses being the
same. There is a current reserve of $205, 000 set aside for upgrades.
3) What is the airport manager's salary; is he full or part-time and is he needed?
Presently the airport manager is paid an annual salary of $58, 843. The manager position is
a full-time position with the requirement to be on call 24 hours a day, 7 days a week.
Some of the operational accomplishments made since the hiring of an airport manager
include the adoption of standard operating procedures; the implementation of numerous
safety measure; and the increased generation of airport income.
4) Can we place operation restrictions (best practices) on the users?
Any restrictions and best practices must comply with FAA standards and assurances, such as
the Standard Operating Procedures previously adopted by the council.
5) Can we limit the type of air traffic at our airport to just small aircraft?
Please refer to NOISE 43.
6) Do we have taxi service at the airport to provide for airport users?
The city has a taxi service currently operating; however, there is no specific taxi service for
the airport.
7) Where will glider flights be allowed if the Kalispell airport closes? Glacier
International Airport will not accept glider flights.
If the airport is closed, glider enthusiasts will have to look elsewhere.
8) What kinds of planes are allowed at the Kalispell airport right now, and what type
of aircraft will be allowed with the expansion?
Please refer to NOISE 43.
9) Can the city put together a fact sheet on what type and how many aircraft use
airport?
The most popular aircraft is the single -engine Cessna aircraft. There are also some twin
engine Cessnas that use the airport. The same aircraft may have a different engine than a
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similar model. For example; a Beech King Air comes in a Beech A90, C90, D90, E90, F90,
CI00, DI0, etc. Some Piper aircraft also use the airport along with a fleet of seven
helicopters. Exhibit A includes a partial list of some aircraft that are allowed to use certain
classified airports such as the proposed B-II airport.
10) Where will young future aviators go to learn to fly if the Kalispell airport is closed?
City staff cannot answer this question.
11) Have we looked at similar in -city airports to see how they controlled their impacts
(limit hours, types of planes, landing locations, noise, etc.)?
Yes. The city maintains contacts with the FAA and MDOT Aeronautics Division as well as
similar sized airports throughout the state and region.
12) Can you keep older aviators in mind who come to Kalispell, retire here, buy homes
and spend money because the airport is here?
Keeping the interests of all involved is of vital importance to the city council and city staff.
13) How will young aviators who have their first opportunity to fly be affected if
nothing is done?
City staff cannot answer this question.
14) Is consideration being made for retail access to businesses that abut the airport
(Hilton, Big R, Restaurants)?
Yes. The commercial operations that abut the city airport are being considered in future
plans.
15) Are there any non -pilot, local neighborhood members on the Airport Advisory
Committee?
Yes. Members must either own a business in the city or be city residents. An aviation
background is preferred if they are to advise the city manager and the airport manager on
aviation matters.
AIRPORT EXPANSION PLANS:
1) Is condemnation proposed to acquire additional airport lands?
If the city chooses to make the airport modifications that require additional property,
appraisals and offers to purchase will be made to owners of land necessary to the airport.
Only in the event that an agreement cannot be reached will the city consider exercising its
right of eminent domain.
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2) How will the city address information flow (facts and non -facts) surrounding the
airport?
It is the city's intent to make information about the airport as accessible to the public as
possible.
3) If this airport expansion is economically serious what will be the impact of residents
in the community, especially the elderly?
City staff cannot answer this question as stated. Issues such as these would be addressed in
an environmental assessment.
4) Will people on both sides of the issue be involved in selecting the airport engineering
consultant?
Several months ago, under the direction of the city council, staff began a selection process
for recommending an engineering consultant. The city council will consider this information
at the February], 2010 council meeting.
5) Why doesn't the city hold a vote on the airport, we did it for the golf course?
The normal process is to have the city council handle these issues. The council may make the
determination to place the matter on the ballot if it deems such election is in the best interest
of the public.
6) If the Kalispell airport is redeveloped, are there any assurances that local people
will be used?
Please refer to FAA FUNDING REGULATIONS 415.
7) How did the airport plan get this far without public comment and awareness?
All resolutions and ordinances concerning the airport were passed at public meetings.
8) How can the city make plans to expand the airport on property that it doesn't own?
Cities historically plan within and beyond their present boundaries for future growth. The
growth management plan is an example of the city considering future needs in excess of
current boundaries.
9) Capacity Limits?
The city is required by the FAA to purchase enough land for the ultimate capacity of the
airport.
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10) Has anyone looked at the studies of other small airports that have been expanded?
Yes. The city has access to and uses information on the 127 general aviation airports in
Montana.
11) What is the status of the 6 assurances that Steve Eckles presented?
The city attorney responded to Mr. Eckles in November 2009 indicating the city council has
been provided the 6 assurances. The city attorney advised Mr. Eckles that it is not prudent
for the city or its taxpayers to make assurances that accept strict liability for the negligent
actions of others.
12) Are the KGEZ radio towers still an issue?
Yes. Currently the status of the towers is in the hands of the bankruptcy trustee.
13) Is this airport project really an improvement or is it an expansion?
It would be the city's intent to make any airport project an improvement to the safe
operations of the airport. Purchase of additional acreage would expand the airport
property. Improvements to the airport may well lead to additional air traffic at the airport
beyond the expected increase in usage of the existing facility.
14) What is the exact amount of acreage needed for the expansion of the airport and
how much of this will affect the Wise properties? (How will this land be acquired —
condemnation, fair market acquisition, etc.?)
Approximately 89 additional acres. The site plan as presently proposed includes 16.59 acres
of land owned by Mr. & Mrs. Wise along with a 14 acre aviation easement on property the
Wise's own. The city's preferred method of acquiring the land is through a mutually agreed
upon price.
15) If the airport is extended to the south, what assurances or protections are there
from the encroachment of new housing?
The city owns 40 acres on the south side of Cemetery Road which would serve as a buffer.
16) If the airport wasn't at its current location, would the same site be selected for an
airport?
City staff cannot answer this question. This would be a potential issue to address in an
environmental assessment.
17) Are there still height constraints limiting the ability of the airport to expand?
Yes. Please refer to #12.
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18) Is there a way to reroute the air traffic so it will not affect so many in and near
town?
The traffic pattern is dictated by the runway alignment which almost parallels Highway 93
South. In the proposed realignment of the runway, the traffic would be moved south 1, 000'
away from homes and other properties, thus reducing noise and increasing the safety zone.
19) Will the City of Kalispell make a decision on this and not table this issue for several
more years?
City staff cannot answer this question.
20) What will the expansion of the city airport do to my property values?
Please refer to NOISE 41.
21) Would limits be placed on the airport that would specify "no jets" or larger
airplanes?
Please refer to NOISE #3. As stated in the answer of NOISE #3 the airport infrastructure is
a limiting factor on the size of the aircraft that can land there. There are no current
regulations limiting ` jets " from using the airport.
22) Would the airport, if expanded, provide the city and taxpayers any additional
revenue than it presently does?
The expansion proposed modifications would make the airport eligible for ongoing operating
and maintenance expenses from the FAA. Additional hangar and lease space would also
generate additional revenue.
23) With the expansion of the airport, how much more will the airport be used?
The best projection is 10%.
24) How much larger will the airplanes be with the expansion?
Please refer to NOISE 43.
25) What exact level of use is the airport being redesigned? In terms of use, how will it
differ from what presently occurs including the number, type of planes and hours of
operation?
The present airport runway is 3, 600' X 60' with a partial taxiway on the east side of the
runway and a 2, 300' taxiway on the west side with a weight limit of 12,500 pounds. The
Runway Protection Zone (RPZ) to the north is obstructed with personal residences and the
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RPZ to the south although not obstructed by any residences is not owned by the city. If the
city council elected to improve the existing airport the proposed runway would have a width
of 75' and 3 options for lengths; 3, 600' (to meet 75% of the existing fleets needs), 4,300' (to
meet 95% of the existing fleets needs) or 4, 700' (to meet 100% of the existing fleets needs). It
would have a full length taxiway and a weight limit of between 12,500 and 14, 000 pounds.
The runway would be moved 1, 000' to the south and cantered 5.6 degrees clockwise, with the
acquisition of additional land. This would ensure that the RPZ to the north would be free of
residences and the RPZ to the south be owned by the city.
Because the proposed airport improvements are being done to facilitate up to 100% of the
existing fleet (as per the studies completed) at the Kalispell City Airport presently it is
anticipated that the same types of aircrafts would be using the proposed facility. However
with an updated and modernized facility one would expect there to be some additional traffic
to the airport. The Fixed Base Operator (FBO) has operating hours of 8: OOAM— 6: OOPM
Monday — Saturday & 10: OOAM— 4: OOPM on Sundays. These hours are not expected to
change. The City Airport Manager is scheduled to work 40 hours per week and has a small
shack there presently. These hours of operation are not expected to change. Likewise it is
expected that airplanes flying in or out are not expected to change.
26) From a long-term perspective is this the best location for an airport?
City staff cannot answer this question. An environmental assessment may include this in its
study. However, according to the site selection study it is the preferred location.
27) What ultimate design for the airport does the city have in mind?
Please refer to #25.
28) The animal shelter would have to be moved. Has anyone told them? They are
planning an expansion.
Yes. There has been a conversation with Joe Russell at the county about the possibility that it
may have to be moved. The council's decision on the length of the runway will dictate
whether the shelter needs to be moved.
29) Cemetery Road has to be redesigned to allow the runway protection zone the space
it needs which involves part of Siderius Commons property.
This has been discussed and approved by parties involved with Siderius Commons.
30) Do we need a bigger airport in the city?
It is not as much a bigger airport as it is an airport that meets the existing needs of the
present aircraft fleet and meets current FAA standards. One that will be have less noise and
safer for all concerned and removes some of the liability from the city. From the city
administration perspective, the city does not "need" a bigger airport, but it would be prudent
15
to ensure that the airport design and operation be as safe as reasonably possible. This may
require the purchase of additional property.
RELOCATION OF AIRPORT:
1) Can the city airport be moved out of town?
Yes. This was considered in the site selection study and the environmental assessment study.
2) What is the equity of all of us paying to move the airport because of one interest
group?
City staff cannot answer this question.
3) Can we close the city airport and effectively use Glacier International?
This is a possibility. There are risks and costs associated with it. The first is the safety of
issue of mixing small slower moving aircrafts with faster larger moving commercial
aircrafts. The second is the losses that would have to be absorbed by the City of Kalispell for
bond payments, paying off tenants for outstanding leases and other closing costs. Yes. It is
possible to close the city airport and GPI will absorb some portion of the business currently
using the city airport. The city council would have to determine if this is in the best interests
of its residents.
4) What would be involved to move the airport outside of the city?
This would be best addressed by an independent study. As discussed in previous answers the
city would have to absorb the costs of closing the existing airport and purchasing property
elsewhere. The level of funding from the federal and state governments to accomplish this
would have to be determined, but earlier and preliminary inquiry indicated that the costs to
the city would be greater.
5) Will the EA explore alternative locations for an airport?
This could be added to the Scope of Work.
6) What is the time frame of moving/extending the runway?
Once the status of the radio tower is resolved, it would take approximately two years to
acquire the necessary land and necessary engineering drawings, with another two years for
construction.
m
CLOSURE OF AIRPORT:
1) If the airport goes away, what would replace the construction and tourism dollars it
generates?
City staff cannot answer this question.
2) What will kids do for activity who are now involved in the airport if the airport goes
away?
City staff cannot answer this question.
3) Are there alternative locations for DNRC and the Alert helicopter if the airport is
closed?
City staff cannot answer this question.
MISCELLANEOUS:
1) Does the city care if you live inside the city or not; if my business is inside the city or
not?
The city is always concerned about both its residents and the people who operate their
businesses in the city.
2) How will the expansion affect the "charm factor" of Kalispell?
City staff cannot answer this question.
3) What plans are there to work together? Will town meetings continue?
City staff will continue to take its direction from the city council.
4) Why is the city in the airport business?
The city is in the business of providing services to the public. The airport is one of those
services.
5) What is the city's long-range plan for preserving the historical value of the
downtown residential area?
City staff cannot answer this question.
17
6) Our current economy is in poor shape and the city airport is a boost to our
economy. Why would the City of Kalispell discourage these economic benefits and
what possible alternatives are there that are of equal economic benefit?
City staff cannot answer this question.
7) What consideration will the city council be placing on the total economic impact of
the Kalispell City Airport as it now exists and its potential impact when the new
construction is completed and at the point of stabilized usage?
City staff cannot answer this question.
8) Will the condemnation process be used to acquire land necessary for expansion?
City staff cannot answer this question.
9) The FAA requires a 10,000 foot horizontal surface to be protected around the
airport. Does this require a real estate notification for property transfers
throughout most of Kalispell?
Yes, throughout much of Kalispell. The city council, with the approval of the Flathead
County Commissioners, adopted the Airport Affected Area Ordinance 4 1573 on April 17,
2006 which uses the FAA Part 77 Rule which covers the 10, 000 foot horizontal surface
protection area. The city has gone through its notification process during the passage of this
ordinance.
10) Given the FAA requirements for height limitations and land use around the airport,
does this have any implications for the long-term growth of Kalispell; especially
vertical growth?
There would be limitations if a builder or developer planned to erect a high rise within the
Airport Affected Area as identified by the FAA.
11) The 2002 EA shows the number of landings and takeoffs at around 40,000 per year.
How was this number calculated? How accurate is it? The same questions apply to
the $24,182,800 in economic activity attributed to the Airport by the Montana
Department of Transportation.
These figures were derived from the FAA Form 5010 report that is provided by the FAA and
the Montana State Aeronautics department. Likewise with the economic activity report that
was done in 2009 by Wilbur Smith Associates. This report was prepared for the MDOT
Aeronautics Division and not by the City of Kalispell.
12) How many Kalispell residents who own planes keep them at the city airport? What
is the total number of people and planes?
18
There are 73 aircraft based at the Kalispell City Airport as follows:
63 Single Engine Airplanes.
3 Twin Engine Airplanes.
0 Jet Airplanes.
_7 Single Engine Helicopters.
73 Total Aircrafts.
28 Owners with Kalispell addresses.
11 Owners with Bigfork addresses.
7 Owners from Lakeside/Somers addresses.
5 Owners from Marion/Kila addresses.
22 Owners from Columbia Falls and other addresses.
73 Total Owners.
19
9/29/89 EXHIBIT A AC 15015300-13
Appendix 13
Section 3. Listing Small Airplanes by Airport Reference Code (U.S. customary, units)
Airport
Appch
Tail
Maximum
Reference
Speed
Wingspan
Length
Height
Takeoff
Aircraft
Code
Knots
Feet
Feet
Feet
Lbs
Beech Baron B55
A -I
90
37.8
28.0
9.1
5,100
Beech Baron E55
A -I
88
37.8
29.0
9.1
5,300
Beech Bonanza A36
A -I
72
33.5
27.5
8.6
3,650
Beech Bonanza B36TC
A -I
75
37.8
27.5
8.6
3,850
Beech Bonanza F33A
A -I
70
33.5
26.7
8.2
3,400
Beech Bonanza V35B
A -I
70
33.5
26.4
6.6
3,400
Beech Duchess 76
A -I
76
38.0
29.0
9.5
3,900
Beech Sierra 200-B24R
A -I
70
32.8
25.7
8.2
2,750
Beech Skipper 77
A -I
63
30.0
24.0
6.9
1,675
Beech Sundowner 180-C23
A -I
68
32.8
25.7
8.2
2,450
Cessna-150
A -I
55
32.7
23.8
8.0
1,600
Cessna-177 Cardinal
A -I
64
35.5
27.2
8.5
2,500
DHC-2 Beaver
A -I
50
48.0
30.3
9.0
5,100
Embraer-820 Navajo Chief
A -I
74
40.7
34.6
13.0
7,000
Lapan XT-400
A -I
75
47.9
33.5
14.1
5,555
Learfan 2100
A -I
86
39.3
40.6
12.2
7,400
Mitsubishi Marquise MU-2N
A -I
88
39.2
39.5
13.7
11,575
Mitsubishi Solitaire MU-2P A -I
87
39.2
33.3
12.9
10,470
Partenavia P.68B Victor
A -I
73
39.3
35.6
11.9
6,283
Piaggio P-166 Portofino
A -I
82
47.2
39.0
16 4
9,480
AJI Hustler 400
B-I
98
28.0
34.8
9.8
6,006
Beech Airliner C99
B-I
107
45.9
44.6
14.4
11,300
Beech Baron 58
B-I
96
37.8
29.8
9.8
5,500
Beech Baron 58P
B-I
101
37.8
29.8
9.1
6,200
Beech Baron 58TC
B-I
101
37.8
29.8
9.1
6,200
Beech Duke B60
B-I
98
39.2
33.8
12.3
6,775
Beech King Air B100
B-I
ill
45.8
39.9
15.3
11,800
Beech King Air F90
B-I
108
45.9
39.8
15.1
10,950
Cessna Citation I
B-I
108
47.1
43.5
14.3
11,850
Cessna-402 Businessliner
B-I
95
39.8
36.1
11.6
6,300
Cessna-404 Titan
B-I
92
46.3
39.5
13.2
8,400
Cessna-414 Chancellor
B-I
94
44.1
36.4
11.5
6,785
Cessna-421 Golden Eagle
B-I
96
41.7
36.1
11.6
7,450
Embraer-121 Xingu
B-I
92
47.4
40.2
15.9
12,500
Embraer-326 Xavante
B-I
102
35.6
34.9
12.2
11,500
Foxjet ST-600-8
B-I
97
31.6
31.8
10.2
4,550
Hamilton Westwind II STD
B-I
96
46.0
45.0
9.2
12,495
Mitsubishi MU-2G
B-I
119
39.2
39.5
13.8
10,800
Piper 31-310 Navajo
B-I
100
40.7
32.7
13.0
6,200
Piper 40OLS Cheyenne
B-I
110
47.7
43.4
17.0
12,050
Piper 60-602P Aerostar
B-I
94
36.7
34.8
12.1
6,000
Rockwell 690A Turbo Comdr.
B-I
97
46.5
44.3
14.9
10,300
Swearingen Merlin 3B
B-I
105
46.2
42.2
16.7
12,500
Swearingen Metro
B-I
112
46.2
59.4
16.7
12,500
Volvar Turbo 18
B-I
100
46.0
37.4
9 6
10,280
Aerocom Skyliner
A -II
88
54.0
54.3
16.5
12,500
Antonov AN-14
A -II
52
72.1
37.2
15.2
7,607
Antonov AN-28
A -II
88
72.1
42.6
16.1
12,350
Beech'E18S
A -II
87
49.7
35.2
9.5
9,300
OE-11
AC 150/5300-13
9/29/89
Appendix 13
Airport
Appch
Tail
Maximum
Reference
Speed
Wingspan
Length
Height
Takeoff
Aircraft
Code
Knots
Feet
Feet
Feet
Lbs
BN-2A Mk.3 Trislander
A -II
65
53.0
45.7
14.2
10,000
DHC-6-300 Twin Otter
A -II
75
65.0
51.7
19.5
12,500
DH.104 Dove 8
A -II
84
57.0
39.2
13.3
8,950
Dornier DO 28D-2
A -II
74
51.0
37.4
12.8
8,855
Nomad N 22B
A -II
69
54.0
41.2
18.1
8,950
Nomad N 24A
A -II
73
54.2
47.1
18.2
9,400
Pilatus PC-6 Porter
A -II
57
49.7
37.4
10.5
4,850
PZL-AN-2
A -II
54
59.8
41.9
13.1
12,125
PZL-M-15 Belphegor
A -II
62
73.6
41.9
17.6
12,465
Yunshu-11
A -II
80
* 55.7
39.4
15.1
7,150
Beech King Air C90-1
B-II
100
50.2
35.5
14.2
9,650
Beech Super King Air B200
B-II
103
54.5
43.8
15.0
12,500
Cessna-441 Conquest
B-II
100
49.3
39.0
13.1
9,925
Rockwe11.840
B-II
98
52.1
42.9
14.9
10,325
Rockwell 980
C-II
121
52.1
42.9
14.9
10,325
* Approach speeds estimated.
Section 4. Listing Large Airplanes by Airport Reference Code (U.S. customary units)
Airport Appch Tail Maximum
Reference Speed Wingspan Length Height Takeoff
Aircraft Code Knots, Feet Feet Feet Lbs
Aerospatiale SN 601 Corv.
B-I
118
42.2
45.4
13.9
14,550
Dassault FAL-10
B-I
104
42.9
45.5
15.1
18,740
Gates Learjet 28/29
B-I
120
43.7
47.6
12.3
15,000
Mitsubishi Diamond MU-300
B-I
100
43.5
48.4
13.8
15,730
Piaggio PD-808
B-I
117
43.3
42.2
15.8
18,300
Rockwell Sabre 40
B-I
120
44.5
43.8
16.0
18,650
Rockwell Sabre 60
B-I
120
44.5
48.3
16.0
20,000
Gates Learjet 24
C-I
128
35.6
43.3
12.6
13,000
Gates Learjet 25
C-I
137
35.6
47.6
12.6
15,000
Gates Learjet 54-55-56
C-I
128
43.7
55.1
14.7
21,500
HFB-320 Hansa
C-I
125
47.5
54.5
16.2
20,280
HS 125 Series 400A
C-I
124
47.0
47.4
16.5
23,300
HS 125 Series 600A
C-I
125
47.0
50.5
17.2
25,000
HS 125 Series 700A
C-I
125
47.0
50.7
17.6
24,200
IAI 1121 Jet Comdr.
C-I
130
43.3
50.4
15.8
16,800
IAI-1124 Westwind
C-I
129
44.8
52.3
15.8
23,500
Rockwell Sabre 75A
C-I
137
44.5
47.2
17.2
23,300
Gates Learjet 35Af36A
D-I
143
39.5
48.7
12.3
18,300
Casa C-212-200 Aviocar
A -II
81
62.3
49.8
20.7
16,976
Dassault 941
A -II
59
76.7
77.9
30.7
58,400
DH.114 Heron 2
A -II
85
71.5
48.5
15.6
13,500
Dormer LTA
A -II
74 *
58.4
54.4
18.2
15,100
GAC-100
A -II
86
70.0
67.3
24.9
28,900
IAI Arava-201
A -II
81
68.6
42.7
17.1
15,000
LET L-410 UVP-E
A -II
81
65.5
47.5
19.1
14,109
PZL-AN-28
A -II
85
72.4
42.9
16.1
14,330
264
9/29/89
AC 150/5300-13
Appendix 13
Airport
Appch
Tail
Maximum
Reference
Speed
Wingspan
Length
Height
Takeoff
Aircraft
Code
Knots
Feet
Feet
Feet
Lbs
Aerospatiale NORD-262
B-II
96
71.9
63.3
20.4
23,480
Ahrens AR 404
B-II
98
66.0
52.7
19.0
18,500
Air -Metal AM-C 111
B-II
96
63.0
55.2
21.0
18,629
BAe Jetstream 31
B-II
99
52.0
47.2
17.5
14,550
Beech Airliner 1900-C
B-II
120
* 54.5
57.8
14.9
16,600
Cessna Citation II
B-II
108
51.7
47.2
15.0
13,300
Cessna Citation III
B-II
114
53.5
55.5
16.8
22,000
Dassault FAL-20
B-II
107
53.5
56.3
17.4
28,660
Dassault FAL-200
B-II
114
53.5
56.3
17.4
30,650
Dassault FAL-50
B-II
113
61.9
60.8
22.9
37,480
Dassault FAL-900
B-II
100
63.4
66.3
24.8
45,500
Embraer-110 Bandeirante
B-II
92
50.3
49.5
16.5
13,007
FMA IA-50 Guarni II
B-II
101
64.1
48.8
19.1
15,700
Fokker F-28-1000
B-II
119
77.3
89.9
27.8
65,000
Fokker F-28-2000
B-II
119
77.3
97.2
27.8
65,000
Grumman Gulfstream I
B-II
113
78.3
75.3
23.0
36,000
Rockwell Sabre 65
B-II
105
50.5
46.1
16.0
24,000
Shorts 330
B-II
96
74.7
58.0
16.2
22,900
Shorts 360
B-II
104
74.8
70.8
23.7
26,453
VFW -Fokker 614
B-II
ill
70.5
67.5
25.6
44,000
Canadair CL-600
C-II
125
61.8
68.4
20.7
41,250
Grumman Gulfstream III
C-II
136
77.8
83.1
24.4
68,700
Lockheed 1329 JetStar
C-II
132
54.4
60.4
20.4
43,750
Rockwell Sabre 80
C-II
128
50.4
47.2
17 3
24,500
Grumman Gulfstream II
D-II
141
68.8
79.9
24.5
65,300
Grumman Gulfstream II -TT
D-II
142
71.7
79.9
24.5
65,300
Grumman Gulfstream IV
D-II
145
77.8
87 8
24.4
71 780
Lockheed SR-71 Blackbird
E-II
180
55.6
107 4
18 5
170 000
AIDC/CAF XC-2
A -III
86
81.7
65.9
25.3
27,500
Antonov AN-72
A -III
89
* 84.7
84.7
27.0
66,000
DHC-4 Caribou
A -III
77
95.6
72.6
31.8
28,500
DHC-7 Dash 7-100
A -III
83
93.0
80.7
26.2
43,000
DHC-8 Dash 8-300
A -III
90
90.0
84.3
24.6
41,100
Fairchild C-121
A -III
88
110.0
75.8
34.1
60,000
HP Herald
A -III
88
94.8
75.5
24.1
43,000
Ilyushin I1-12
A -III
78
104.0
70.0
30.5
38,000
MAI-QSTOL
A -III
85
100.3
98.4
32.8
85,300
MDC-DC-3
A -III
72
95.0
64.5
23.5
25,200
Aeritalia G-222
B-III
109
93.8
74.4
32.0
61,700
Antonov AN-24
B-III
119
95.8
77.2
27.3
46,305
Antonov AN-30
B-III
112
96.4
80.1
27.3
51,040
AW.660 Argosy C.Mk.l
B-III
113
115.0
89.1
27.0
97,000
BAe 146-100
B-III
113
86.4
85.8
28.3
74,600
BAe 146-200
B-III
117
86.4
93.7
28.3
88,250
Casa C-207A Azor
B-III
102
91.2
68.4
25.4
36,400
Convair 240
B-III
107
91.8
74.7
26.9
41,790
Convair 340
B-III
104
105.3
81.5
28.2
49,100
Convair 440
B-III
106
105.3
81.5
28.2
49,100
Convair 580
B-III
107.
105.3
81.5
29.2
54,600
Dassault Mercure
B-III
117
100.2
114.3
37.3
124,500
DHC-5D Buffalo
B-III
91
96.0
79.0
28.7
49,200
9.2
AC 150/5300-13
Appendix 13
Airport Appch
Reference Speed Wingspan
Aircraft Code Knots Feet
Tail Maximum
Length Height Takeoff
Feet Feet Lbs
DH.106 Comet 4C
B-III
108
115.0
118.0
29.5
162,000
Fairchild FH-227 B,D
B-III
105
95.2
83.1
27.5
45,500
Fairchild F-27 A,J
B-III
109
95.2
77.2
27.5
42,000
Fokker F-27-500
B-III
102
95.2
82.3
29.3
45,000
Fokker F-28-6000
B-III
113
82.3
97.2
27.8
73,000
Hindustan HS.748-2
B-III
94
98.4
67.0
24.8
44,402
HS.748 Series 2A
B-III
94
98.5
67.0
24.8
44,490
HS.780 Andover C.Mk.l
B-III
100
98.2
78.0
30.1
50,000
Kawasaki C-1
B-III
118 *
100.4
95.1
32.9
85,320
Martin-404
B-III
98
93.3
74.6
28.7
44,900
MDC-DC-4
B-III
95
117.5
93.9
27.9
73,000
MAC-DC-6A/B
B-III
108
117.5
105.6
29.3
104,000
Nihon YS-11
B-III
98
105.0
86.3
29.5
54,010
Aerospatiale SE 210 Caray.
C-III
127
112.5
105.0
28.6
114,640
Airbus A-320-100
C-III
138
111.3
123.3
39.1
145,505
Antonov AN-26
C-III
121
95.8
78.1
28.1
52,920
AW.650 Argosy 220
C-III
123
115.0
86.8
27.0
93,000
BAC 111-200
C-III
129
88.5
93.5
24.5
79,000
BAC 111-300
C-III
128
88.5
93.5
24.5
88,500
BAC 111-400
C-III
137
88.5
93.5
24.5
87,000
BAC 111-475
C-III
135
93.5
93.5
24.5
98,500
BAe 146-300
C-III
121
86.4
104.2
28.1
104,000
Boeing 727-100
C-III
125
108.0
133.2
34.3
169,000
Boeing 727-200
C-III
138
108.0
153.2
34.9
209,500
Boeing 737-100
C-III
137
93.0
94.0
37.2
110,000
Boeing 737-200
C-III
137
93.0
100.2
37.3
115,500
Boeing 737-300
C-III
137
94.8
109.6
36.6
135,000
Boeing 737-400
C-III.
139
94.8
119.6
3.6.6
150,000
Boeing 737-500
C-III
140 *
94.8
101.8
36.6
133,500
Fairchild C-119
C-III
122
109.3
86.5
27.5
77,000
Fokker F-28-3000
C-III
121
82.3
89.9
27.8
73,000
Fokker F-28-4000
C-III
121
82.3
97.2
27.8
73,000
HS.121 Trident lE
C-III
137
95.0
114.8
27.0
135,500
HS.121 Trident 2E
C-III
138
98.0
114.8
27.0
144,000
HS.801 Nimrod MR Mk.2
C-III
125 *
1141.8
126.8
29.7
177,500
Lockheed 188 Electra
C-III
123
99.0
104.6
33.7
116,000
Lockheed P-3 Orion
C-III
134
99.7
116.8
33.8
135,000
MDC-DC-9-10/15
C-III
134
89.4
104.4
27.6
90,700
MDC-DC-9-20
C-III
124
93.3
104.4
27.4
98,000
MDC-DC-9-30
C-III
127
93.3
119.3
27.8
110,000
MDC-DC-9-40
C-III
129
93.3
125.6
28.4
114,000
MDC-DC-9-50
C-III
132
93.3
133.6
28.8
121,000
MDC-DC-9-80
C-III
132
107.8
147.8
30.3
140,000
MDC-DC-9-82
C-III
135
107.8
147.8
30.3
149,500
Tupolev TU-124
C-III
132 *
83.8
100.3
50.0
80,482
Vickers VC-2-810/840
C-III
122
94.0
85.7
26.8
72,500
Yakovlev YAK-40
C-III
128 *
82.2
65.9
21.3
35,275
Yakovlev YAK-42
C-III
128 *
112.2
119.3
32.2
117,950
BAC 111-500
D-III
144
93.5
107.0
24.5
104,500
BAC/Aerospatiale Concord
D-III
162
83.8
205.4
37.4
408,000
HS.121 Trident 3B
D-III
143
98.0
131.2
28.3
150,000
9/30/00
AC 150/5300-13 CHG 6
Appendix 13
Airport
Appch
Tail
Maximum
Reference
Speed
Wingspan
Length
Height
Takeoff
Aircraft
Code
Knots
Feet
Feet
Feet
Lbs
HS.121 Trident Super 3B
D-III
146
98.0
131.2
28.3
158,000
Tupolev TU-134
D-III
144
95.2
121.5
30.0
103,600
Tupolev TU-144
E-III
178
94.8
212.6
42.2
396,000
Boeing YC-14
A -IV
89
129.0
131.7
48.3
216,000
Lockheed 1649 Constellat'n
A -IV
89
150.0
116.2
23.4
160,000
Boeing C97 Stratocruiser
B-IV
105
141.3
110.3
38.3
145,800
Bristol Brittania 3 00/3 10
B-IV
117
142.3
124.2
37.5
185,000
Ilyushin I1-18
B-IV
103
122.7
117.8
33.3
134,640
Ilyushin I1-76
B-IV
119
165.7
152.8
48.4
374,785
Lockheed 1049 Constellat'n
B-IV
113
123.0
113.6
24.8
137,500
Lockheed 749 Constellat'n
B-IV
93
123.0
95.2
22.4
107,000
MDC-DC-7
B-IV
110
127.5
112.3
31.7
143,000
Vickers Vanguard 950
B-IV
119
118.0
122.9
34.9
146,500
Aerospatiale C 160 Trans.
C-IV
124
131.3
106.3
38.7
108,596
Airbus A-300-600
C-IV
135
147.1
177.5
54.7
363,763
Airbus A-300-134
C-IV
132
147.1
175.5
55.5
330,700
Airbus A-310-300
C-IV
125
144.1
153.2
52.3
330,693
Antonov AN-10
C-IV
126
124.8
121.4
32.2
121,500
Antonov AN-12
C-IV
127
124.8
109.0
34.6
121,500
Boeing 707-100
C-IV
139
130.8
145.1
41.7
257,340
Boeing 707-320
C-IV
139
142.4
152.9
42.2
312,000
Boeing 707-320B
C-IV
136
145.8
152.9
42.1
336,600
Boeing 707-420
C-IV
132
142.4
152.9
42.2
312,000
Boeing 720
C-IV
133
130.8
136.2
41.4
229,300
Boeing 720B
C-IV
137
130.8
136.8
41.2
234,300
Boeing 757
C-IV
135
124.8
155.3
45.1
255,000
Boeing 767-200
C-IV
130
156.1
159.2
52.9
315,000
Boeing 767-300
C-IV
130
156.1
180.3
52.6
350,000
Boeing E-3
C-IV
137
145.9
153.0
42.0
325,000
Canadair CL-44
C-IV
123
142.3
136.8
38.4
210,000
Dassault 1150 Atlantic
C-IV
130 *
122.7
104.2
37.2
100,000
Lockheed 100-20 Hercules
C-IV
137
132.6
106.1
39.3
155,000
Lockheed 100-30 Hercules
C-IV
129
132.6
112.7
39.2
155,000
Lockheed 1011-1
C-IV
138
155.3
177.7
55.8
430,000
Lockheed 1011-100
C-IV
140
155.3
177.7
55.8
466,000
Lockheed 1011-200
C-IV
140
155.3
177.7
55.8
466,000
Lockheed 1011-600
C-IV
140 *
142.8
141.0
53.0
264,000
Lockheed 400
C-IV
121 *
119.7
97.8
38.1
84,000
Lockheed C-141A Starlifter
C-IV
129
159.9
145.0
39.3
316,600
Lockheed C-141B Starlifter
C-IV
129
159.9
168.3
39.3
343,000
Marshall (Shorts) Belfast
C-IV
126
158.8
136.4
47.0
230,000
MDC-DC-10-10
C-IV
136
155.3
182.3
58.4
443,000
MDC-DC-8-10
C-IV
131
142.4
150.8
43.3
276,000
MDC-DC-8-20/30/40
C-IV
133
142.4
150.8
43.3
315,000
MDC-DC-8-50
C-IV
137
142.4
150.8
43.3
325,000
MDC-DC-8-62
C-IV
124
148.4
157.5
43.4
350,000
Tupolev TU-114
C-IV
132 *
167.6
177.5
50.0
361,620
Vickers VC- 10-1100
C-IV
128
146.2
158.7
39.5
312,000
Vickers VC- 10-1150
C-IV
138
146.2
171.7
39.5
335,100
Boeing 707-200
D-IV
145
130.8
145.1
41.7
257,340
267
AC 150/5300-13 CHG 6
9/30/00
Appendix 13
Airport
Appch
Tail
Maximum
Reference
Speed
Wingspan
Length
Height
Takeoff
Aircraft
Code
Knots
Feet
Feet
Feet
Lbs
General Dynamics 880
D-IV
155
120.0
129.3
36.0
193,500
General Dynamics 990
D-IV
156
120.0
139.2
39.5
255,000
Ilyushin I1-62
D-IV
152
141.8
174.3
40.5
363,760
Ilyushin I1-86
D-IV
141
157.7
195.3
51.8
454,150
Lockheed 1011-250
D-IV
144
155.3
177.7
55.8
496,000
Lockheed 10 11-5 00
D-IV
144
155.3
164.2
55.8
496,000
Lockheed 1011-500 Ex. Wing
D-IV
148
164.3
164.2
55.8
496,000
MDC-DC-10-30
D-IV
151
165.3
181.6
58.6
590,000
MDC-DC-10-40
D-IV
145
165.4
182.3
58.6
555,000
MDC-DC-8-61
D-IV
142
142.4
187.4
43.0
325,000
MDC-DC-8-63
D-IV
147
148.4
187.4
43.0
355,000
MDC-MD-11
D-IV
155
169.8
201.3
57.8
602,500
Rockwell B-1
D-IV
165 *
137.0
147.0
34.0
477,000
Tupolev TU-154
D-IV
145
123.3
157.2
37.4
216,050
Antonov AN-22
C-V
140 *
211.0
167.0
41.2
500,000
Boeing 747-SP
C-V
140
195.7
184.8
65.8
696,000
MDC-C-133
C-V
128
179.7
157.5
48.2
300,000
Boeing 747-100
D-V
152
195.7
231.8
64.3
600,000
Boeing 747-200
D-V
152
195.7
231.8
64.7
833,000
Boeing 747-300SR
D-V
141
195.7
231.8
64.3
600,000
Boeing 747-400
D-V
154
213.0
231.8
64.3
870,000
Boeing 777-200
D-V
145
199.9
209.1
18.8
286,900
Boeing 777-300
D-V
145
199.9
242.3
18.8
299,370
Boeing B-52
D-V
141 *
185.0
157.6
40.8
488,000
Boeing E-4 (747-200)
D-V
152
195.7
231.8
64.7
833,000
Antonov AN-124
C-VI
124
232.0
223.0
66.2
800,000
Lockheed C-5B Galaxy
C-VI
135
222.7
247.8
65.1
837,000
* Approach speeds estimated.
268
EXHIBIT B
Kalispell City Airport Final Environmental Assessment
a Kalispell, the regional trade center of northwest Montana will continue to increased in
importance as the depth and variety of professional services, including medical and
financial, educational services, and retail continues to expand in the community.
Flathead County will continue to be a desirable location for second -homes and retirement,
new residents will be attracted to the county because of the area's extraordinary natural
resources and quality of life.
3.4 Existing Environmental Conditions
3.4.1 Air Quality
Kalispell City Airport is situated within the Kalispell PM-10 Nonattainment Area. Kalispell was
designated as a PM-10 moderate nonattainment area in November 1990. PM-10 refers to
particulate matter ten microns or less in size. Burning processes are the most common sources of
particulate matter including fly ash (from power plants), carbon black (from automobiles and
diesel engines), and soot (from slash burning, forest fires, fireplaces, and wood stoves). Particles
between 2.5 and 10 microns are usually associated with fugitive dust from wind-blown sand and
dirt from roadways, fields, and construction sites.
A PM-10 control plan for Kalispell was developed and submitted to the ENVIRONMENTAL
PRoTEc,noN AGENcY (EPA) on June 29, 1990. The final plan (November 1991) consisted of
controls on fugitive dust emissions from roads, parking lots, construction, and demolition. The
State received Kalispell PM-10 control plan approval March 19, 1996.
The MoNTANA DEPARTMENT of ENVIRONMENTAL QUALrrY (MDEQ) has identified the
intersection of U.S. Highways 2 and 93 (Idaho and Main) in Kalispell as a nonattainment area of
concern for carbon monoxide (CO). The intersection is included in a Designated CO Area State
Implementation Plan (SIP) Call Boundary established in August 1, 1997. CO monitoring is done
at sites near the Idaho and Main intersection and Laser School.
3. 1.2 Aircraft Noise
Aircraft noise was analyzed to identify existing noise levels at Kalispell City Airport. Big Sky
Acoustics, LLC developed noise contours for the existing and future conditions at the airport in
December 2001.
Airport noise exposure contours are normally presented in terms of Ldn values, in increments of 5
decibels. The day -night average noise level, Ldn, is a single number descriptor that represents the
constantly varying sound level during a continuous 24-hour period. The Ldn includes a 10=decibeI
penalty that is added to noises that occur during the nighttime hours between 10:00 p.m. and 7:00
a.m. to account for people's higher sensitivity to noise at night when the background noise level is
typically low.
3-14
Kalispell City Airport Final Environmental Assessment
The noise contours were developed using the FAA's Integrated Noise Model (INM) Version 6.0c.
The INM has been the FAA's standard tool since 1978 for determining the predicted noise impact
in the vicinity of airports. INM is designed to estimate the average annual noise levels due to the
operations at an airport. Therefore, differences between predicted and actual noise levels may
vary because important physical conditions are not modeled explicitly.
The contours are based on the annual number of flight operations at an airport, and the airport fleet
mix. The FAA considers the Ldn metric useful for airport noise studies because it uses a single
number to describe the constantly fluctuating noise levels at a receiver location during an average 24-
hour day. The use of Ldn contours is meant to provide a general indication of impact and is not
intended to determine the reaction of people due to individual events.
The noise contours for the proposed action were developed based on the forecast flight
operations provided in Chapter Two of the Feasibility/Master Plan Study For Kalispell City
Airport (Morrison-Maierle, Inc., August 1999), and the fleet mix and percentages of runway
usage provided in the Amendment to the Final Master Plan Study (Morrison-Maierle, Inc.,
December 1999). These are briefly summarized in TABLE 3-3. The estimated 1.9% annual
growth rate stated in the Master Plan was used to estimate the total number of flight operations in
the Present Year (2002).
Table 3-3: Assumed Fleet Mix for Present Year (2002)
Total Flight Operations for 2002: 37,163
Aircraft
Percentage
Percentage
Percentage
Percentage
Model
of Total
of Daytime
of Evening
of Nighttime
Description
Operations
Operations
Operations
O erations
—Group
GASEPF
Single engine propeller
1
68%
88%
10%
2%
aircraft, under 200 hp
GASEPV
Single engine propeller
24%'
88%
10%
2%
aircraft, 200 to 600 h
Twin engine piston
BEC58P
aircraft, 600 hp per
4%Z
100%
0%
0%
enRine or less
Twin engine turboprop
CNA441
aircraft, 800 hp per
4%2
100%
0%
0%
engine or less
Notes:
1. It was assumed that 25% of the total flight operations for an aircraft type were approaches, 25% were
departures, and 50% were touch-and-go's.
2. It was assumed that 50% of the total flight operations for an aircraft type were approaches, and 50%
were departures. It was assumed that these aircraft do not conduct touch-and-go operations.
FIGURE 3-4 shows the INM calculated noise contours for existing conditions at Kalispell City
Airport. The outside contour represents a noise level of 55 Ldn and the innermost contour is 75
Ldn. The current noise exposure contours show the 65 Ldn contour extends beyond the existing
airport property along the eastern side of the airport and along the extreme southwestern edge of
the property. There are no noise -sensitive land uses like residences located in these areas.
3-15
t� t
Its ,
>3n� � ,� } - Ste. r .,at r .� - (1 • • � �..
Ax
A -A :P 2
4 '� .$ � �3 � .ram '� ����?�.•i. �'��'\ _.—__ —'— `— —
,• � ' r� l •4 `' �$.` j. -'� � ' alp n',' � �T..—�-. '•
f�
<' `�; : "2926_ . -��:J , r .�I � I r• .� ..I \:.. ` i • :'� r-f - _ .. 293� f
r•r. � -.— �:.. .: 1, ;, � ., '.-}•' i \ a r ,1 Y 29 2;� �•�'•r`��: � I'
Otbfioga' f '• o ' _ ��
c=3� c
.20
ell
:: t'.\\
1\ -
1:
ti ell
l _ ••rs
JD—
- m
r:. tit - �`` - ::.::::.. �� , tl ••
� ': ;. °,',!i'• -r- -- iiiiiiii`''�si:::::::7k-��': �
V\2
���. ` t 1, , •'
Storage Bins$°qoe� ! 2926 r
NOISE LEVELS <- Radio
EXCEEDING 65 LDN o
KG E
sss o 625 1250 � '- — -- � -- —� .; --• — .. _ ! � �� 'K,.l_i
FIGURE 3.4:
(SCALE IN FEET) EXISTING AIRCRAFT NOISE LEVELS AT KALISPELL CITY AIRPORT
EXHIBIT C
ASSURANCES
Airport Sponsors
A. General.
1. These assurances shall be complied with in the performance of grant agreements for airport
development, airport planning, and noise compatibility program grants for airport sponsors.
2. These assurances are required to be submitted as part of the project application by sponsors
requesting funds under the provisions of Title 49, U.S.C., subtitle VII, as amended. As used
herein, the term "public agency sponsor" means a public agency with control of a public -use
airport; the term "private sponsor" means a private owner of a public -use airport; and the
term "sponsor" includes both public agency sponsors and private sponsors.
3. Upon acceptance of the grant offer by the sponsor, these assurances are incorporated in and
become part of the grant agreement.
B. Duration and Applicability.
1. Airport development or Noise Compatibility Program Projects Undertaken by a Public
Agency Sponsor. The terms, conditions and assurances of the grant agreement shall remain
in full force and effect throughout the useful life of the facilities developed or equipment
acquired for an airport development or noise compatibility program project, or throughout
the useful life of the project items installed within a facility under a noise compatibility
program project, but in any event not to exceed twenty (20) years from the date of
acceptance of a grant offer of Federal funds for the project. However, there shall be no limit
on the duration of the assurances regarding Exclusive Rights and Airport Revenue so long as
the airport is used as an airport. There shall be no limit on the duration of the terms,
conditions, and assurances with respect to real property acquired with federal funds.
Furthermore, the duration of the Civil Rights assurance shall be specified in the assurances.
2. Airport Development or Noise Compatibility Projects Undertaken by a Private
Sponsor. The preceding paragraph 1 also applies to a private sponsor except that the useful
life of project items installed within a facility or the useful life of the facilities developed or
equipment acquired under an airport development or noise compatibility program project
shall be no less than ten (10) years from the date of acceptance of Federal aid for the project.
3. Airport Planning Undertaken by a Sponsor. Unless otherwise specified in the grant
agreement, only Assurances 1, 2, 3, 5, 6, 13, 18, 30, 32, 33, and 34 in section C apply to
planning projects. The terms, conditions, and assurances of the grant agreement shall remain
in full force and effect during the life of the project.
C. Sponsor Certification. The sponsor hereby assures and certifies, with respect to this grant that:
General Federal Requirements. It will comply with all applicable Federal laws,
regulations, executive orders, policies, guidelines, and requirements as they relate to the
application, acceptance and use of Federal funds for this project including but not limited to
the following:
Federal Legislation
a. Title 49, U.S.C., subtitle VII, as amended.
b. Davis -Bacon Act - 40 U.S.C. 276(a), et sea.1
C. Federal Fair Labor Standards Act - 29 U.S.C. 201, et sea.
d. Hatch Act - 5 U.S.C. 1501, et sea.
Airport Assurances (3/2005)
e. Uniform Relocation Assistance and Real Property Acquisition Policies Act
of 1970 Title 42 U.S.C. 4601, et seg.1 2
f. National Historic Preservation Act of 1966 - Section 106 - 16 U.S.C.
470(f).1
g. Archeological and Historic Preservation Act of 1974 - 16 U.S.C. 469
through 469c.1
h. Native Americans Grave Repatriation Act - 25 U.S.C. Section 3001, et
seq.
i. Clean Air Act, P.L. 90-148, as amended.
j. Coastal Zone Management Act, P.L. 93-205, as amended.
k. Flood Disaster Protection Act of 1973 - Section 102(a) - 42 U.S.C.
4012a. I
1. Title 49 ,U.S.C., Section 303, (formerly known as Section 4(f))
M. Rehabilitation Act of 1973 - 29 U.S.C. 794.
n. Civil Rights Act of 1964 - Title VI - 42 U.S.C. 2000d through d-4.
o. Age Discrimination Act of 1975 - 42 U.S.C. 6101, et sea.
P. American Indian Religious Freedom Act, P.L. 95-341, as amended.
q Architectural Barriers Act of 1968 -42 U.S.C. 4151, et seg.I
r. Power plant and Industrial Fuel Use Act of 1978 - Section 403- 2 U.S.C.
8373.1
S. Contract Work Hours and Safety Standards Act - 40 U.S.C. 327, et seq.'
t. Copeland Anti kickback Act - 18 U.S.C. 874.1
U. National Environmental Policy Act of 1969 - 42 U.S.C. 4321, et seq.'
V. Wild and Scenic Rivers Act, P.L. 90-542, as amended.
W. Single Audit Act of 1984 - 31 U.S.C. 7501, et seq.
X. Drug -Free Workplace Act of 1988 - 41 U.S.C. 702 through 706.
Executive Orders
Executive Order 11246 - Equal Employment Opportunityl
Executive Order 11990 - Protection of Wetlands
Executive Order 11988 —Flood Plain Management
Executive Order 12372 - Intergovernmental Review of Federal Programs.
Executive Order 12699 - Seismic Safety of Federal and Federally Assisted New
Building Construction'
Executive Order 12898 - Environmental Justice
Federal Regulations
a. 14 CFR Part 13 - Investigative and Enforcement Procedures.
b. 14 CFR Part 16 - Rules of Practice For Federally Assisted Airport
Enforcement Proceedings.
C. 14 CFR Part 150 - Airport noise compatibility planning.
d. 29 CFR Part 1 - Procedures for predetermination of wage rates.'
e. 29 CFR Part 3 - Contractors and subcontractors on public building or
public work financed in whole or part by loans or grants from the United
States.'
f. 29 CFR Part 5 - Labor standards provisions applicable to contracts
covering federally financed and assisted construction (also labor standards
provisions applicable to non -construction contracts subject to the Contract
Work Hours and Safety Standards Act).'
g. 41 CFR Part 60 - Office of Federal Contract Compliance Programs, Equal
Employment Opportunity, Department of Labor (Federal and federally
assisted contracting requirements).'
Airport Assurances (3/2005)
h. 49 CFR Part 18 - Uniform administrative requirements for grants and
cooperative agreements to state and local governments.3
i. 49 CFR Part 20 - New restrictions on lobbying.
j. 49 CFR Part 21 - Nondiscrimination in federally -assisted programs of the
Department of Transportation - effectuation of Title VI of the Civil Rights
Act of 1964.
k. 49 CFR Part 23 - Participation by Disadvantage Business Enterprise in
Airport Concessions.
1. 49 CFR Part 24 - Uniform relocation assistance and real property
acquisition for Federal and federally assisted programs.12
M. 49 CFR Part 26 — Participation By Disadvantaged Business Enterprises in
Department of Transportation Programs.
n. 49 CFR Part 27 - Nondiscrimination on the basis of handicap in programs
and activities receiving or benefiting from Federal financial assistance.
o. 49 CFR Part 29 — Government wide debarment and suspension (non -
procurement) and government wide requirements for drug -free workplace
(grants).
P. 49 CFR Part 30 - Denial of public works contracts to suppliers of goods
and services of countries that deny procurement market access to U.S.
contractors.
q. 49 CFR Part 41 - Seismic safety of Federal and federally assisted or
regulated new building construction.I
Office of Management and Budget Circulars
a. A-87 - Cost Principles Applicable to Grants and Contracts with State and
Local Governments.
b A-133 - Audits of States, Local Governments, and Non -Profit
Organizations
These laws do not apply to airport planning sponsors.
These laws do not apply to private sponsors.
49 CFR Part 18 and OMB Circular A-87 contain requirements for State and Local
Governments receiving Federal assistance. Any requirement levied upon State
and Local Governments by this regulation and circular shall also be applicable
to private sponsors receiving Federal assistance under Title 49, United States
Code.
Specific assurances required to be included in grant agreements by any of the above laws,
regulations or circulars are incorporated by reference in the grant agreement.
2. Responsibility and Authority of the Sponsor.
a. Public Agency Sponsor: It has legal authority to apply for the grant, and
to finance and carry out the proposed project; that a resolution, motion or
similar action has been duly adopted or passed as an official act of the
applicant's governing body authorizing the filing of the application,
including all understandings and assurances contained therein, and
directing and authorizing the person identified as the official representative
of the applicant to act in connection with the application and to provide
such additional information as may be required.
b. Private Sponsor: It has legal authority to apply for the grant and to
finance and carry out the proposed project and comply with all terms,
conditions, and assurances of this grant agreement. It shall designate an
official representative and shall in writing direct and authorize that person
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to file this application, including all understandings and assurances
contained therein; to act in connection with this application; and to provide
such additional information as may be required.
3. Sponsor Fund Availability. It has sufficient funds available for that portion of the project costs
which are not to be paid by the United States. It has sufficient funds available to assure operation
and maintenance of items funded under the grant agreement which it will own or control.
4. Good Title.
a. It, a public agency or the Federal government, holds good title, satisfactory
to the Secretary, to the landing area of the airport or site thereof, or will
give assurance satisfactory to the Secretary that good title will be acquired.
For noise compatibility program projects to be carried out on the property
of the sponsor, it holds good title satisfactory to the Secretary to that
portion of the property upon which Federal funds will be expended or will
give assurance to the Secretary that good title will be obtained.
5. Preserving Rights and Powers.
a. It will not take or permit any action which would operate to deprive it of
any of the rights and powers necessary to perform any or all of the terms,
conditions, and assurances in the grant agreement without the written
approval of the Secretary, and will act promptly to acquire, extinguish or
modify any outstanding rights or claims of right of others which would
interfere with such performance by the sponsor. This shall be done in a
manner acceptable to the Secretary.
b. It will not sell, lease, encumber, or otherwise transfer or dispose of any
part of its title or other interests in the property shown on Exhibit A to this
application or, for a noise compatibility program project, that portion of
the property upon which Federal funds have been expended, for the
duration of the terms, conditions, and assurances in the grant agreement
without approval by the Secretary. If the transferee is found by the
Secretary to be eligible under Title 49, United States Code, to assume the
obligations of the grant agreement and to have the power, authority, and
financial resources to carry out all such obligations, the sponsor shall insert
in the contract or document transferring or disposing of the sponsor's
interest, and make binding upon the transferee all of the terms, conditions,
and assurances contained in this grant agreement.
For all noise compatibility program projects which are to be carried out by
another unit of local government or are on property owned by a unit of
local government other than the sponsor, it will enter into an agreement
with that government. Except as otherwise specified by the Secretary, that
agreement shall obligate that government to the same terms, conditions,
and assurances that would be applicable to it if it applied directly to the
FAA for a grant to undertake the noise compatibility program project.
That agreement and changes thereto must be satisfactory to the Secretary.
It will take steps to enforce this agreement against the local government if
there is substantial non-compliance with the terms of the agreement.
d. For noise compatibility program projects to be carried out on privately
owned property, it will enter into an agreement with the owner of that
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property which includes provisions specified by the Secretary. It will take
steps to enforce this agreement against the property owner whenever there
is substantial non-compliance with the terms of the agreement.
e. If the sponsor is a private sponsor, it will take steps satisfactory to the
Secretary to ensure that the airport will continue to function as a public -use
airport in accordance with these assurances for the duration of these
assurances.
f. If an arrangement is made for management and operation of the airport by
any agency or person other than the sponsor or an employee of the
sponsor, the sponsor will reserve sufficient rights and authority to insure
that the airport will be operated and maintained in accordance Title 49,
United States Code, the regulations and the terms, conditions and
assurances in the grant agreement and shall insure that such arrangement
also requires compliance therewith.
6. Consistency with Local Plans. The project is reasonably consistent with plans (existing at
the time of submission of this application) of public agencies that are authorized by the State
in which the project is located to plan for the development of the area surrounding the
airport.
7. Consideration of Local Interest. It has given fair consideration to the interest of
communities in or near where the project may be located.
8. Consultation with Users. In making a decision to undertake any airport development
project under Title 49, United States Code, it has undertaken reasonable consultations with
affected parties using the airport at which project is proposed.
9. Public Hearings. In projects involving the location of an airport, an airport runway, or a
major runway extension, it has afforded the opportunity for public hearings for the purpose
of considering the economic, social, and environmental effects of the airport or runway
location and its consistency with goals and objectives of such planning as has been carried
out by the community and it shall, when requested by the Secretary, submit a copy of the
transcript of such hearings to the Secretary. Further, for such projects, it has on its
management board either voting representation from the communities where the project is
located or has advised the communities that they have the right to petition the Secretary
concerning a proposed project.
10. Air and Water Quality Standards. In projects involving airport location, a major runway
extension, or runway location it will provide for the Governor of the state in which the
project is located to certify in writing to the Secretary that the project will be located,
designed, constructed, and operated so as to comply with applicable air and water quality
standards. In any case where such standards have not been approved and where applicable
air and water quality standards have been promulgated by the Administrator of the
Environmental Protection Agency, certification shall be obtained from such Administrator.
Notice of certification or refusal to certify shall be provided within sixty days after the
project application has been received by the Secretary.
11. Pavement Preventive Maintenance. With respect to a project approved after January 1,
1995, for the replacement or reconstruction of pavement at the airport, it assures or certifies
that it has implemented an effective airport pavement maintenance -management program
and it assures that it will use such program for the useful life of any pavement constructed,
reconstructed or repaired with Federal financial assistance at the airport. It will provide such
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reports on pavement condition and pavement management programs as the Secretary
determines may be useful.
12. Terminal Development Prerequisites. For projects which include terminal development at
a public use airport, as defined in Title 49, it has, on the date of submittal of the project grant
application, all the safety equipment required for certification of such airport under section
44706 of Title 49, United States Code, and all the security equipment required by rule or
regulation, and has provided for access to the passenger enplaning and deplaning area of
such airport to passengers enplaning and deplaning from aircraft other than air carrier
aircraft.
13. Accounting System, Audit, and Record Keeping Requirements.
a. It shall keep all project accounts and records which fully disclose the
amount and disposition by the recipient of the proceeds of the grant, the
total cost of the project in connection with which the grant is given or
used, and the amount or nature of that portion of the cost of the project
supplied by other sources, and such other financial records pertinent to the
project. The accounts and records shall be kept in accordance with an
accounting system that will facilitate an effective audit in accordance with
the Single Audit Act of 1984.
It shall make available to the Secretary and the Comptroller General of the
United States, or any of their duly authorized representatives, for the
purpose of audit and examination, any books, documents, papers, and
records of the recipient that are pertinent to the grant. The Secretary may
require that an appropriate audit be conducted by a recipient. In any case
in which an independent audit is made of the accounts of a sponsor relating
to the disposition of the proceeds of a grant or relating to the project in
connection with which the grant was given or used, it shall file a certified
copy of such audit with the Comptroller General of the United States not
later than six (6) months following the close of the fiscal year for which
the audit was made.
14. Minimum Wage Rates. It shall include, in all contracts in excess of $2,000 for work on any
projects funded under the grant agreement which involve labor, provisions establishing
minimum rates of wages, to be predetermined by the Secretary of Labor, in accordance with
the Davis -Bacon Act, as amended (40 U.S.C. 276a-276a-5), which contractors shall pay to
skilled and unskilled labor, and such minimum rates shall be stated in the invitation for bids
and shall be included in proposals or bids for the work.
15. Veteran's Preference. It shall include in all contracts for work on any project funded under
the grant agreement which involve labor, such provisions as are necessary to insure that, in
the employment of labor (except in executive, administrative, and supervisory positions),
preference shall be given to Veterans of the Vietnam era and disabled veterans as defined in
Section 47112 of Title 49, United States Code. However, this preference shall apply only
where the individuals are available and qualified to perform the work to which the
employment relates.
16. Conformity to Plans and Specifications. It will execute the project subject to plans,
specifications, and schedules approved by the Secretary. Such plans, specifications, and
schedules shall be submitted to the Secretary prior to commencement of site preparation,
construction, or other performance under this grant agreement, and, upon approval of the
Secretary, shall be incorporated into this grant agreement. Any modification to the approved
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plans, specifications, and schedules shall also be subject to approval of the Secretary, and
incorporated into the grant agreement.
17. Construction Inspection and Approval. It will provide and maintain competent technical
supervision at the construction site throughout the project to assure that the work conforms
to the plans, specifications, and schedules approved by the Secretary for the project. It shall
subject the construction work on any project contained in an approved project application to
inspection and approval by the Secretary and such work shall be in accordance with
regulations and procedures prescribed by the Secretary. Such regulations and procedures
shall require such cost and progress reporting by the sponsor or sponsors of such project as
the Secretary shall deem necessary.
18. Planning Projects. In carrying out planning projects:
a.
It will execute the project in accordance with the approved program
narrative contained in the project application or with the modifications
similarly approved.
b.
It will furnish the Secretary with such periodic reports as required
pertaining to the planning project and planning work activities.
C.
It will include in all published material prepared in connection with the
planning project a notice that the material was prepared under a grant
provided by the United States.
d.
It will make such material available for examination by the public, and
agrees that no material prepared with funds under this project shall be
subject to copyright in the United States or any other country.
e.
It will give the Secretary unrestricted authority to publish, disclose,
distribute, and otherwise use any of the material prepared in connection
with this grant.
f.
It will grant the Secretary the right to disapprove the sponsor's employment
of specific consultants and their subcontractors to do all or any part of this
project as well as the right to disapprove the proposed scope and cost of
professional services.
g.
It will grant the Secretary the right to disapprove the use of the sponsor's
employees to do all or any part of the project.
h.
It understands and agrees that the Secretary's approval of this project grant
or the Secretary's approval of any planning material developed as part of
this grant does not constitute or imply any assurance or commitment on the
part of the Secretary to approve any pending or future application for a
Federal airport grant.
19. Operation and
Maintenance.
a. The airport and all facilities which are necessary to serve the aeronautical
users of the airport, other than facilities owned or controlled by the United
States, shall be operated at all times in a safe and serviceable condition and
in accordance with the minimum standards as may be required or
prescribed by applicable Federal, state and local agencies for maintenance
and operation. It will not cause or permit any activity or action thereon
which would interfere with its use for airport purposes. It will suitably
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operate and maintain the airport and all facilities thereon or connected
therewith, with due regard to climatic and flood conditions. Any proposal
to temporarily close the airport for non -aeronautical purposes must first be
approved by the Secretary.
In furtherance of this assurance, the sponsor will have in effect
arrangements for-
(1) Operating the airport's aeronautical facilities whenever
required;
(2) Promptly marking and lighting hazards resulting from airport
conditions, including temporary conditions; and
(3) Promptly notifying airmen of any condition affecting
aeronautical use of the airport.
Nothing contained herein shall be construed to require that the airport be
operated for aeronautical use during temporary periods when snow, flood
or other climatic conditions interfere with such operation and maintenance.
Further, nothing herein shall be construed as requiring the maintenance,
repair, restoration, or replacement of any structure or facility which is
substantially damaged or destroyed due to an act of God or other condition
or circumstance beyond the control of the sponsor.
b. It will suitably operate and maintain noise compatibility program items
that it owns or controls upon which Federal funds have been expended.
20. Hazard Removal and Mitigation. It will take appropriate action to assure that such
terminal airspace as is required to protect instrument and visual operations to the airport
(including established minimum flight altitudes) will be adequately cleared and protected by
removing, lowering, relocating, marking, or lighting or otherwise mitigating existing airport
hazards and by preventing the establishment or creation of future airport hazards.
21. Compatible Land Use. It will take appropriate action, to the extent reasonable, including
the adoption of zoning laws, to restrict the use of land adjacent to or in the immediate
vicinity of the airport to activities and purposes compatible with normal airport operations,
including landing and takeoff of aircraft. In addition, if the project is for noise compatibility
program implementation, it will not cause or permit any change in land use, within its
jurisdiction, that will reduce its compatibility, with respect to the airport, of the noise
compatibility program measures upon which Federal funds have been expended.
22. Economic Nondiscrimination.
a. It will make the airport available as an airport for public use on reasonable
terms and without unjust discrimination to all types, kinds and classes of
aeronautical activities, including commercial aeronautical activities
offering services to the public at the airport.
b. In any agreement, contract, lease, or other arrangement under which a right
or privilege at the airport is granted to any person, firm, or corporation to
conduct or to engage in any aeronautical activity for furnishing services to
the public at the airport, the sponsor will insert and enforce provisions
requiring the contractor to-
(1) furnish said services on a reasonable, and not unjustly discriminatory,
basis to all users thereof, and
(2) charge reasonable, and not unjustly discriminatory, prices for each
unit or service, provided that the contractor may be allowed to make
reasonable and nondiscriminatory discounts, rebates, or other similar
types of price reductions to volume purchasers.
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C. Each fixed -based operator at the airport shall be subject to the same rates,
fees, rentals, and other charges as are uniformly applicable to all other
fixed -based operators making the same or similar uses of such airport and
utilizing the same or similar facilities.
d. Each air carrier using such airport shall have the right to service itself or to
use any fixed -based operator that is authorized or permitted by the airport
to serve any air carrier at such airport.
e. Each air carrier using such airport (whether as a tenant, non tenant, or
subtenant of another air carrier tenant) shall be subject to such
nondiscriminatory and substantially comparable rules, regulations,
conditions, rates, fees, rentals, and other charges with respect to facilities
directly and substantially related to providing air transportation as are
applicable to all such air carriers which make similar use of such airport
and utilize similar facilities, subject to reasonable classifications such as
tenants or non tenants and signatory carriers and non signatory carriers.
Classification or status as tenant or signatory shall not be unreasonably
withheld by any airport provided an air carrier assumes obligations
substantially similar to those already imposed on air carriers in such
classification or status.
f. It will not exercise or grant any right or privilege which operates to prevent
any person, firm, or corporation operating aircraft on the airport from
performing any services on its own aircraft with its own employees
[including, but not limited to maintenance, repair, and fueling] that it may
choose to perform.
g. In the event the sponsor itself exercises any of the rights and privileges
referred to in this assurance, the services involved will be provided on the
same conditions as would apply to the furnishing of such services by
commercial aeronautical service providers authorized by the sponsor under
these provisions.
h. The sponsor may establish such reasonable, and not unjustly
discriminatory, conditions to be met by all users of the airport as may be
necessary for the safe and efficient operation of the airport.
i. The sponsor may prohibit or limit any given type, kind or class of
aeronautical use of the airport if such action is necessary for the safe
operation of the airport or necessary to serve the civil aviation needs of the
public.
23. Exclusive Rights. It will permit no exclusive right for the use of the airport by any person
providing, or intending to provide, aeronautical services to the public. For purposes of this
paragraph, the providing of the services at an airport by a single fixed -based operator shall
not be construed as an exclusive right if both of the following apply:
a. It would be unreasonably costly, burdensome, or impractical for more than one
fixed -based operator to provide such services, and
b. If allowing more than one fixed -based operator to provide such services would
require the reduction of space leased pursuant to an existing agreement
between such single fixed -based operator and such airport.
It further agrees that it will not, either directly or indirectly, grant or permit any person, firm,
or corporation, the exclusive right at the airport to conduct any aeronautical activities,
including, but not limited to charter flights, pilot training, aircraft rental and sightseeing,
aerial photography, crop dusting, aerial advertising and surveying, air carrier operations,
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10
aircraft sales and services, sale of aviation petroleum products whether or not conducted in
conjunction with other aeronautical activity, repair and maintenance of aircraft, sale of
aircraft parts, and any other activities which because of their direct relationship to the
operation of aircraft can be regarded as an aeronautical activity, and that it will terminate any
exclusive right to conduct an aeronautical activity now existing at such an airport before the
grant of any assistance under Title 49, United States Code.
24. Fee and Rental Structure. It will maintain a fee and rental structure for the facilities and
services at the airport which will make the airport as self-sustaining as possible under the
circumstances existing at the particular airport, taking into account such factors as the volume of
traffic and economy of collection. No part of the Federal share of an airport development, airport
planning or noise compatibility project for which a grant is made under Title 49, United States
Code, the Airport and Airway Improvement Act of 1982, the Federal Airport Act or the Airport
and Airway Development Act of 1970 shall be included in the rate basis in establishing fees,
rates, and charges for users of that airport.
25. Airport Revenues.
a. All revenues generated by the airport and any local taxes on aviation fuel
established after December 30, 1987, will be expended by it for the capital or
operating costs of the airport; the local airport system; or other local facilities
which are owned or operated by the owner or operator of the airport and which
are directly and substantially related to the actual air transportation of
passengers or property; or for noise mitigation purposes on or off the airport.
Provided, however, that if covenants or assurances in debt obligations issued
before September 3, 1982, by the owner or operator of the airport, or provisions
enacted before September 3, 1982, in governing statutes controlling the owner
or operator's financing, provide for the use of the revenues from any of the
airport owner or operator's facilities, including the airport, to support not only
the airport but also the airport owner or operator's general debt obligations or
other facilities, then this limitation on the use of all revenues generated by the
airport (and, in the case of a public airport, local taxes on aviation fuel) shall
not apply.
As part of the annual audit required under the Single Audit Act of 1984, the
sponsor will direct that the audit will review, and the resulting audit report will
provide an opinion concerning, the use of airport revenue and taxes in
paragraph (a), and indicating whether funds paid or transferred to the owner or
operator are paid or transferred in a manner consistent with Title 49, United
States Code and any other applicable provision of law, including any regulation
promulgated by the Secretary or Administrator.
c. Any civil penalties or other sanctions will be imposed for violation of this
assurance in accordance with the provisions of Section 47107 of Title 49,
United States Code.
26. Reports and Inspections. It will:
a. submit to the Secretary such annual or special financial and operations reports
as the Secretary may reasonably request and make such reports available to the
public; make available to the public at reasonable times and places a report of
the airport budget in a format prescribed by the Secretary;
b. for airport development projects, make the airport and all airport records and
documents affecting the airport, including deeds, leases, operation and use
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II
agreements, regulations and other instruments, available for inspection by any
duly authorized agent of the Secretary upon reasonable request;
C. for noise compatibility program projects, make records and documents relating
to the project and continued compliance with the terms, conditions, and
assurances of the grant agreement including deeds, leases, agreements,
regulations, and other instruments, available for inspection by any duly
authorized agent of the Secretary upon reasonable request; and
d. in a format and time prescribed by the Secretary, provide to the Secretary and
make available to the public following each of its fiscal years, an annual report
listing in detail:
(i) all amounts paid by the airport to any other unit of government and the
purposes for which each such payment was made; and
(ii) all services and property provided by the airport to other units of government
and the amount of compensation received for provision of each such
service and property.
27. Use by Government Aircraft. It will make available all of the facilities of the airport
developed with Federal financial assistance and all those usable for landing and takeoff of
aircraft to the United States for use by Government aircraft in common with other aircraft at
all times without charge, except, if the use by Government aircraft is substantial, charge may
be made for a reasonable share, proportional to such use, for the cost of operating and
maintaining the facilities used. Unless otherwise determined by the Secretary, or otherwise
agreed to by the sponsor and the using agency, substantial use of an airport by Government
aircraft will be considered to exist when operations of such aircraft are in excess of those
which, in the opinion of the Secretary, would unduly interfere with use of the landing areas
by other authorized aircraft, or during any calendar month that -
a. Five (5) or more Government aircraft are regularly based at the airport or
on land adjacent thereto; or
b. The total number of movements (counting each landing as a movement) of
Government aircraft is 300 or more, or the gross accumulative weight of
Government aircraft using the airport (the total movement of Government
aircraft multiplied by gross weights of such aircraft) is in excess of five
million pounds.
28. Land for Federal Facilities. It will furnish without cost to the Federal Government for use
in connection with any air traffic control or air navigation activities, or weather -reporting
and communication activities related to air traffic control, any areas of land or water, or
estate therein, or rights in buildings of the sponsor as the Secretary considers necessary or
desirable for construction, operation, and maintenance at Federal expense of space or
facilities for such purposes. Such areas or any portion thereof will be made available as
provided herein within four months after receipt of a written request from the Secretary.
29. Airport Layout Plan.
a. It will keep up to date at all times an airport layout plan of the airport
showing (1) boundaries of the airport and all proposed additions thereto,
together with the boundaries of all offsite areas owned or controlled by the
sponsor for airport purposes and proposed additions thereto; (2) the
location and nature of all existing and proposed airport facilities and
structures (such as runways, taxiways, aprons, terminal buildings, hangars
and roads), including all proposed extensions and reductions of existing
airport facilities; and (3) the location of all existing and proposed
nonaviation areas and of all existing improvements thereon. Such airport
layout plans and each amendment, revision, or modification thereof, shall
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12
be subject to the approval of the Secretary which approval shall be
evidenced by the signature of a duly authorized representative of the
Secretary on the face of the airport layout plan. The sponsor will not make
or permit any changes or alterations in the airport or any of its facilities
which are not in conformity with the airport layout plan as approved by the
Secretary and which might, in the opinion of the Secretary, adversely
affect the safety, utility or efficiency of the airport.
b. If a change or alteration in the airport or the facilities is made which the
Secretary determines adversely affects the safety, utility, or efficiency of
any federally owned, leased, or funded property on or off the airport and
which is not in conformity with the airport layout plan as approved by the
Secretary, the owner or operator will, if requested, by the Secretary (1)
eliminate such adverse effect in a manner approved by the Secretary; or (2)
bear all costs of relocating such property (or replacement thereof) to a site
acceptable to the Secretary and all costs of restoring such property (or
replacement thereof) to the level of safety, utility, efficiency, and cost of
operation existing before the unapproved change in the airport or its
facilities.
30. Civil Rights. It will comply with such rules as are promulgated to assure that no person
shall, on the grounds of race, creed, color, national origin, sex, age, or handicap be excluded
from participating in any activity conducted with or benefiting from funds received from this
grant. This assurance obligates the sponsor for the period during which Federal financial
assistance is extended to the program, except where Federal financial assistance is to
provide, or is in the form of personal property or real property or interest therein or structures
or improvements thereon in which case the assurance obligates the sponsor or any transferee
for the longer of the following periods: (a) the period during which the property is used for a
purpose for which Federal financial assistance is extended, or for another purpose involving
the provision of similar services or benefits, or (b) the period during which the sponsor
retains ownership or possession of the property.
31. Disposal of Land.
a. For land purchased under a grant for airport noise compatibility purposes,
it will dispose of the land, when the land is no longer needed for such
purposes, at fair market value, at the earliest practicable time. That portion
of the proceeds of such disposition which is proportionate to the United
States' share of acquisition of such land will, at the discretion of the
Secretary, (1) be paid to the Secretary for deposit in the Trust Fund, or
(2) be reinvested in an approved noise compatibility project as prescribed
by the Secretary, including the purchase of nonresidential buildings or
property in the vicinity of residential buildings or property previously
purchased by the airport as part of a noise compatibility program.
b. For land purchased under a grant for airport development purposes (other
than noise compatibility), it will, when the land is no longer needed for
airport purposes, dispose of such land at fair market value or make
available to the Secretary an amount equal to the United States'
proportionate share of the fair market value of the land. That portion of
the proceeds of such disposition which is proportionate to the United
States' share of the cost of acquisition of such land will, (1) upon
application to the Secretary, be reinvested in another eligible airport
improvement project or projects approved by the Secretary at that airport
or within the national airport system, or (2) be paid to the Secretary for
deposit in the Trust Fund if no eligible project exists.
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13
C. Land shall be considered to be needed for airport purposes under this
assurance if (1) it may be needed for aeronautical purposes (including
runway protection zones) or serve as noise buffer land, and (2) the revenue
from interim uses of such land contributes to the financial self-sufficiency
of the airport. Further, land purchased with a grant received by an airport
operator or owner before December 31, 1987, will be considered to be
needed for airport purposes if the Secretary or Federal agency making such
grant before December 31, 1987, was notified by the operator or owner of
the uses of such land, did not object to such use, and the land continues to
be used for that purpose, such use having commenced no later than
December 15, 1989.
d. Disposition of such land under (a) (b) or (c) will be subject to the retention
or reservation of any interest or right therein necessary to ensure that such
land will only be used for purposes which are compatible with noise levels
associated with operation of the airport.
32. Engineering and Design Services. It will award each contract, or sub -contract for program
management, construction management, planning studies, feasibility studies, architectural
services, preliminary engineering, design, engineering, surveying, mapping or related
services with respect to the project in the same manner as a contract for architectural and
engineering services is negotiated under Title IX of the Federal Property and Administrative
Services Act of 1949 or an equivalent qualifications -based requirement prescribed for or by
the sponsor of the airport.
33. Foreign Market Restrictions. It will not allow funds provided under this grant to be used to
fund any project which uses any product or service of a foreign country during the period in
which such foreign country is listed by the United States Trade Representative as denying
fair and equitable market opportunities for products and suppliers of the United States in
procurement and construction.
34. Policies, Standards, and Specifications. It will carry out the project in accordance with
policies, standards, and specifications approved by the Secretary including but not limited to
the advisory circulars listed in the Current FAA Advisory Circulars for AIP projects, dated
and included in this grant, and in accordance with applicable state policies, standards,
and specifications approved by the Secretary.
35. Relocation and Real Property Acquisition. (1) It will be guided in acquiring real property,
to the greatest extent practicable under State law, by the land acquisition policies in Subpart
B of 49 CFR Part 24 and will pay or reimburse property owners for necessary expenses as
specified in Subpart B. (2) It will provide a relocation assistance program offering the
services described in Subpart C and fair and reasonable relocation payments and assistance
to displaced persons as required in Subpart D and E of 49 CFR Part 24. (3) It will make
available within a reasonable period of time prior to displacement, comparable replacement
dwellings to displaced persons in accordance with Subpart E of 49 CFR Part 24.
36. Access By Intercity Buses. The airport owner or operator will permit, to the maximum
extent practicable, intercity buses or other modes of transportation to have access to the
airport, however, it has no obligation to fund special facilities for intercity buses or for other
modes of transportation.
37. Disadvantaged Business Enterprises. The recipient shall not discriminate on the basis of
race, color, national origin or sex in the award and performance of any DOT -assisted
contract or in the administration of its DBE program or the requirements of 49 CFR Part 26.
The Recipient shall take all necessary and reasonable steps under 49 CFR Part 26 to ensure
Airport Assurances (3/2005)
14
non discrimination in the award and administration of DOT -assisted contracts. The
recipient's DBE program, as required by 49 CFR Part 26, and as approved by DOT, is
incorporated by reference in this agreement. Implementation of this program is a legal
obligation and failure to carry out its terms shall be treated as a violation of this agreement.
Upon notification to the recipient of its failure to carry out its approved program, the
Department may impose sanctions as provided for under Part 26 and may, in appropriate
cases, refer the matter for enforcement under 18 U.S.C. 1001 and/or the Program Fraud Civil
Remedies Act of 1986 (31 U.S.C. 3801).
38. Hangar Construction. If the airport owner or operator and a person who owns an aircraft
agree that a hangar is to be constructed at the airport for the aircraft at the aircraft owner's
expense, the airport owner or operator will grant to the aircraft owner for the hangar a long
term lease that is subject to such terms and conditions on the hangar as the airport owner or
operator may impose.
39. Competitive Access.
a. If the airport owner or operator of a medium or large hub airport (as
defined in section 47102 of title 49, U.S.C.) has been unable to
accommodate one or more requests by an air carrier for access to gates or
other facilities at that airport in order to allow the air carrier to provide
service to the airport or to expand service at the airport, the airport owner
or operator shall transmit a report to the Secretary that -
I. Describes the requests;
2. Provides an explanation as to why the requests could not be
accommodated; and
3. Provides a time frame within which, if any, the airport will be able
to accommodate the requests.
b. Such report shall be due on either February 1 or August 1 of each year if
the airport has been unable to accommodate the request(s) in the six month
period prior to the applicable due date
Airport Assurances (3/2005)