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03. Chapter 3 - Airport InventoryMASTER PLAN UPDATE - FINAL Kalispell City Airport Chapter 3 AIRPORT INVENTORY 5.1 Introduction This Airport Master Plan Update is being undertaken to evaluate development alternatives for Kalispell City Airport and to present guidelines for future development. The Airport Master Plan Update will provide the City of Kalispell with a comprehensive planning guide for the development of the existing airport facility into the next decade. Publications and studies used to develop this Master Plan Update are summarized below: 3.1.1 Aviation Publications 3.1.1.1 National Plan of Integrated Airport Systems (NPIAS) The National Plan of Integrated Airport Systems (NPIAS) establishes development needs for the nation's civil airports. The currently published NPIAS covers the period 2007-2011. The Kalispell City Airport is categorized for current and future use in the NPIAS as a General Aviation Airport. The NPIAS does not currently reflect the Airport Reference Code designations now being used by the FAA. 3.1.1.2 Montana State Aviation System Plan The Montana State Aviation System Plan published in 1999 designates Kalispell City Airport as a General Aviation Airport. 3.1.2 Existing Planning Studies 3.1.2.1 Airport Layout Plan Update (March, 2009) The most recent planning effort for the Kalispell City Airport was an Airport Layout Plan Update completed by Robert Peccia and Associates in March, 2009. The ALP Update was conducted under AIP 3-30-0043-002. 3.1.2.2 Proposal of Plan to Mitigate Radio Towers in Protected Airspace, KGEZ (AM) Antenna (October 2006) A study prepared by Hatfield & Dawson Consulting Engineers, LLC to identify mitigation options for two (2) AM radio towers which penetrate protected airspace was completed on October 2, 2006. 3.1.2.3 Final Environmental Assessment (December 2002) The Final Environmental Assessment for the preferred alternative from the Kalispell City Airport Site Selection Study was completed by Robert Peccia and Associates on December 17, 2002. 3.1.2.4 Cultural Resource Inventory of the Proposed Kalispell City Airport Project (February 2002) A Cultural Resource Inventory and Report was prepared for the preferred alternative from the Kalispell City Airport Site Selection Study by Ethos Consultants, Inc. in February, 2006. Chapter 3 Airport Inventory 15 MASTER PLAN UPDATE - FINAL Ka[ispe[[ City Airport 3.1.2.5 Site Selection Study (September 2001) A Site Selection Study of the Kalispell City Airport was prepared by Robert Peccia and Associates in September, 2001. 3.1.2.6 Amendment to the Final Master Plan Study/Airport Feasibility Study (December 1999) An Amendment to the Final Master Plan Study/Airport Feasibility Study was prepared by Morrison- Maierle, Inc. in December, 1999. 3.1.2.7 Final Master Plan Study/Airport Feasibility Study (August 1999) The Final Master Plan Study/Airport Feasibility Study for the Kalispell City Airport was prepared by Morrison-Maierle, Inc. in August, 1999. 3.2 Airport Location The Kalispell City Airport is located in northwest Montana, in the southerly Fringe area of the City of Kalispell. The Kalispell City Airport is centrally located in the Flathead Valley and situated favorably between Whitefish, Ferndale/Big Fork, and Polson. Exhibit 3-1 depicts the location of the Airport relative to central and western Montana. Exhibit 3-2 further depicts the location of the airport in relation to the City of Kalispell. 3.3 Airport Classification According to the National Plan of Integrated Airport Systems (NPIAS), and the Montana State Aviation System Plan (MSASP), Kalispell City Airport is classified as a General Aviation, Visual Flight Rule (VFR) Airport. The location ID is S27 and the FAA Site Number is 12417.*A. FAA Advisory Circular 150/5300-13, Airport Design, defines a visual runway as "A runway without an existing or planned straight -in instrument approach procedure". Federal Aviation Regulations Part 77, Objects Affecting Navigable Airspace defines a visual runway as "a runway intended solely for the operation of aircraft using visual approach procedures, with no straight -in instrument approach procedure and no instrument designation indicated on an FM approved airport layout plan, a military service approved military airport layout plan, or by any planning document submitted to the FAA by competent authority. " Based on the above definitions, the existing runway at the Kalispell Airport is currently classified as a visual runway. A Copy of the Airport Master Record (Form 5010) form and information from the current NPIAS are included in Appendix A. 3.4 Airport Operations Kalispell City Airport is owned and operated by the City of Kalispell. Daily operations at the airport are presently managed by a part-time airport manager, employed by the City of Kalispell with guidance provided by an Airport Advisory Council which meets quarterly. The Airport Advisory Council is a seven (7) member panel appointed by the City Manager to advise the Airport Manager and City Manager on aviation issues. Council members must own land in the City and have aviation or related business background. Chapter 3 Airport inventory tL MASTER PLAN UPDATE FINAL Kahspe[[ City Airport „r .. - _•fix-_.. w A. ELL OWN 404'��,-;r1f 4 � .. �h:�'r.'•yy i i wry„ » A � • _ - - •'• • � - , M�Mr►wf•.• ` Y 114 All- ji ;tom ' Pyo°so _ rr �1 "'1 ,�_� � �]y� .. r T i �,;�•.'� �'f `ir�u�rvw�ur�rnh - •-.� •: 'w.:L. vF� .. � .,. cr ;.��w.4s `' �r •..�„ � _ ;fr�eere'� r � •�. i•'i!� • Ly1w ,- �-ti. L'' 1=/t.... Yam•• ! ;: t: j'a... - - '' -^�C •, - ""r� yn �-`� _ _� 4pr,� sw i, r ► •�'�''�• �l , +f. rAeu � '• � � r�".r . � w a'+r • may% W4.�, •R - I 4 u4Hl ^'� _ - �.� ■la..•�•iV [ •��--�,i,,��• 31 J1 -i.w t a.:r••• ,�•� ti �' r, SfR'fiil� .'i, - 7..�. - M�►*Y k '.•µ J,�,1 - .•.� � %• ! NRC - ,.-. iN •lam'- � ,� J•> _ . ," -• �.=, ate.• •�:�� .zr:r, `" �!' •;:�r,-•�. ?� _ ....r W a- •'� Z �-ti �' '• � V ,._•- ..,� �}'� �' � �; 'ter ,��� - r ' - ,� • •4, w.au f ... ii w " � - n... 'it'F�+�4 �: • : �{ , ram. :� �q.{I are• .qrC' • ! �, � wa �""'. � _ .� r�.. • '�1• it ■ Q; Ytw, w+ wr , .y'„ •.i;; ."y�Nyr w irk .•r:..:• L 7•: '•` • �_Sj1.• . !• = XMi�• s• £..� �� J y R k+."} ,� !I'tr M R.•wf �'~pr ..iM.u;;- V• •4• 1��77''J i �• • r _ __ �„r �hw } rnsanr y� 4i' ' x •�A _ - � - � s�yo.•?L w . • �' .�. o � . 'ramtteZP ...- nrN Mrn4� f` r'r•'•=feJ '•,'i f"1',M'a-�•�A.� L.+ .,� • L... ': .. • �+• - i.,..� ECG:• _ • • R-1 _ . ,..�- °� - ' '� •,..+. j• ;�' yam. _ _ � ; ►�.•.�.�. Ii� 'an'11 w _id...�J, r � •' ��_..,• -� .'� � .. � mot., ..kIRMO �'vhr.�a�jj-.- a eurw�,n '•� i["— 1 EXHIBIT 3-1 - Ka[ispe[[ City Airport Location Map Chapter 3 Airport Inventory 17 MASTER PLAN UPDATE - FINAL Ka[ispell City Airport .p. �6. a . 'r t;vrrg�en I tii �" - .....�_•ys •... ���+ ��� f �;. I •�' ''` +� it # . _ .- : wt 11} e � • • � �fi • lily i Fes, vy f * I . ' l.�+r •�F f G ti �• ram. I'. {, _ - - %� _ _r•'~ a�," q; . • �I•. -,.rr , 3_s r { arc T,-{�� .I].�•..L ..�. - 12 f .7¢rv� __. _.._.}- �..- .. t. ^=x�J�•f•� - __'s "�.}� '-�-, .,fir ', '�' �• f�1�. yam. 13 k � , � � f; � { •� �� -c.. .' +r ..L '` i r` ti• ! L'Fr rot' A T S a r I A R E S T �•:^�: —_ Al ;�.�-y.-i,F l •, n{ �. � I. •.1: 1 ^ti' -. `y, w i �� i S; S w� -ti• -...-. ! 5 AIRP6xg- btyA 20 r�� ,r��a •� '` "'f. cr - � f '•1 - err .' z. _' ti I •- i 'fi=.�C' r.0 ter' - .-.:_•_': ''is..�� `-'' i EXHIBIT 3-z-1<alispell City Airport Vicinity Map Chapter 3 Airport Inventory 18 MASTER PLAN UPDATE - FINAL Kalispell City Airport 3.4.1 Airport Funding The airport is operated as an enterprise fund; no funds are used from the City's general fund to operate the airport. Normal operating revenues are generated from aviation fuel taxes, ground leases, commercial business fees, and related on -airport revenues. The following fees and taxes are currently generated on the airport. A copy of Resolution No. 4804 revising the airport fee schedule is attached in Appendix B. Commercial fee = $150.00 per month; Fixed Based Operator based on bids but no less than $1,000.00 per month. Current contract with Red Eagle Aviation includes 18,000 square feet of hangar, shop and office space, lease of fuel depot, and lease of small ramp and grass tie -down area; Fuel Tax = $0.06 per gallon; Ground lease Rate for Hangar Development = $0.19 per square foot; Tie -Down fee = $20.00 per month. Airport revenues typically cover normal airport operating expenses. Airport improvements, land acquisition, and planning studies have been funded through other sources including FAA grants, Montana Aeronautics Division grants and loans, TIF funds, and an Urban Renewal Bond `B' that was issued in 2005. Table 3-1 summarizes the funding source amounts used for improvements and land acquisition. TABLE 3-1 Improvement Funding Summary Montana Aeronautics Division Grants and Loans $1,342,760.00 Urban Renewal Bond `B' $1,970,000.00 Total Improvement Funds $3iS38.664.00 NOTE: Flathead County does not have any ownership or interest in the airport, nor does it contribute any financial assistance. 3.4.2 Airport Businesses There are currently five (5) businesses operating year round at the airport that pay the $150.00 per month business fee. There are also two (2) businesses operating on private property adjacent to the airport (through -the -fence operations) that do not pay the business fee. These businesses combined, employ approximately 20 year-round people and 20 seasonal people. One of these businesses, Red Eagle Aviation, is operating as a Fixed Base Operator (FBO), providing fuel sales and other airport related services. Chapter 3 Airport Inventory 19 MASTER PLAN UPDATE - FINAL Kalispell City Airport 3.4.3 Airport Operating Procedures The City adopted Standard Operating Procedures for the airport which has been in effect since October 1, 2005. These procedures establish requirements for all persons/businesses/groups desiring to engage in any long-term activity at the Airport. The City also adopted Minimum Standard Requirements for Doing Airport Business on the same date. This document provides additional regulation for conducting business at the airport. Copies of both documents are included in Appendix B. 5.5 Airport Development history The earliest record of aircraft activity at the current location of the Kalispell City Airport was in June 1911 when Eugene Ely flew from the County Fairgrounds in a Curtis Bi-Plane'. However, it wasn't until 1929 that the City of Kalispell actually purchased the original 135 acres and established a municipal airport 2. The land was formerly dedicated as an "airpark" at that time. With the exception of a short time during the 1950's, public use of the airport has generally continued uninterrupted. During these early years, the airport primarily functioned as a convenience airstrip and had relatively few, permanently based aircraft. 3.5.1 1966 Airport Revitalization A revitalization effort of the airport began in early 1966 when a group of airport users and concerned businessmen formed the Kalispell Airport Association. At that time, the Association entered into a lease agreement for the airport and implemented its first major improvements. Records of these early improvements are spotty but are generally agreed that land acquisition and grading required to realign and lengthen the runway was completed in 1966; and that the runway was strengthened with gravel and asphalt in 1967. 3.5.2 80's Airport Improvements By 1982 existing taxiways had deteriorated sufficiently enough that they had become unusable. At this time, new taxiways were constructed with greater separation to improve the safety of ground operations at the airport. In 1986, an asphalt overlay was performed on the existing runway. Again these improvements were funded by the Kalispell Airport Association through local donations. During this time, the Kalispell Airport Association dissolved in the face of financial difficulties and a lack of clear lines of authority and direction from the City. Operational and fiscal responsibility passed back to the City at this time.3 5.6 Land Qwnerskip The Kalispell City Airport encompasses 95.99 acres and is owned by the City of Kalispell in fee simple; none of the airport property is held in easement. All of the airport facilities are situated on a contiguous collection of parcels that collectively encompass 82.99 acres. The remaining 13.00 acres are City owned parcels reserved for future airport expansion. Airport property held in fee ownership is summarized in Table 3-2. Exhibit 3-3 depicts land ownership for Kalispell City Airport. Kalispell Mini -Master Plan; TAP, Inc; October 1979; page 1-1 ' Newspaper article, July 3, 1929; www.kalispellcityairport.com 3 Kalispell City Airport Feasibility/Master Plan Study; August 1999; page 2 Chapter 3 Airport Inventory W MASTER PLAN UPDATE - FINAL Ka[ispeR City Airport TABLE 3-2 Fee Ownership Summary Section 20, T28, R21W 1D 2005 RPZ,-APPrq#ch Protection 2.73 1DA 2005 , Hangar Development Area 0.35 1F 1924 Runway Protection Zone 22.36 2A 1928 Obiect Free Area 9.91 2B 1966 Building Restriction Area 6.55 2D 2004 Future Object Free Area 1.68 2F 2004 Future Object Free Area --.... .....................j - --.._..ea ---------- - --- --_--- Future Object Free Area 4.67 - 4.41 3 1995 7CB 1966 _ _ — _ ,r Runway Protection Zone 0.43 3A 1924 A ron/Hangg Development Area 29.90 5G 1957 Future Runway Protection Zone 5.03 Section 29, T28, R21W 5F 1981 Future Runway Protection Zone 4.83 5G+ 1957 Future Road Relocation 0.66 12BA 1957 Additional A' ort Development 2.48 Total 9S•99 3.7 Land use 3.7.1 Existing Laws and Regulations Existing airport facilities and much of the adjacent properties are within City limits. All property within the City limits of Kalispell fall under the jurisdiction of the City of Kalispell's Zoning Regulations. Specific lands designated for airport use are exempt from zoning regulations and fall under the direct control of City staff responsible for the airport. Flathead County has enacted zoning for the lands in the unincorporated area of the expanded urban renewal district established in the South Kalispell/Airport Redevelopment Plan. The Kalispell City Airport Affected Area (AAA) Regulations were adopted by the City of Kalispell and Flathead County in 2006. The AAA Regulations provide airspace protection and land use compatibility with operations at the airport. A copy of the AAA Regulations is included in Appendix C. In addition, the City of Kalispell adopted a Growth Policy in 2003 which designates future land use in the greater Kalispell area. Other related planning tools include: 4, Kalispell City Airport Neighborhood Plan (1994); mk Kalispell City Airport/Athletic Complex Redevelopment Plan Analysis (1996); Airport inventory 21 •br :xx xx•�. � ' •:'�'r»vwi:: v:•:r.::::��:r.':::x � • ^�,i•- _ � !t'-- • •Sz.�a:?� :: •• �� -.+arc.' c•r.•c._Ar i •::r•a::i r nr. Y :� i :•t: •-... ':!F �"•"`I� - �1 �l A:.::'� :'.'.. � :' � 1:.�:❖ �'�. • _. 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'tiii•:�:.: •ram Y .. •S• �n S:sl"iF r:.::l�:::.: •. �..i . ri'.•�.lf.'':Y. ,.,, f • itic^i•'' .::T' • ' 7" :-:..'. • ••.Y.?lrl ti '•:dti:: • .xArir::«�. ^ir:... s vis?i•: ter. :ri:•. .•.; :•.�:c•::. .yam "s� •L.�r A .•',••:. r.�r.`• ..i::.: i�Mii�i'~:: � •-„• it h•.TS' - 1 W. � . i.b .:.Y-:- �:: �:i:;•: is � r � .� Lip ................ ........ 1�r• .......... 40 Y.: ' - .- ram. � • `y `�:.:::� : ,, �1 ' � f i:•��::•:s• ors � � 1 � [• rr��lfti x ,::'�rpr.r.:•:w: • •ri. �r rr � ��:�.� ram?% •L r.�:. ".. MASTER PLAN UPDATE - FINAL Kalispell City Airport 4. Tax Increment Finance District (TIF) (1997) 4 South Kalispell/Airport Redevelopment Plan (2009) 3.7.2 Current Land Uses The airport property is zoned Public Use (P-1) or Light Industrial (I-1). Adjacent properties are zoned General Business (B-2), Public Use (P-1), Residential (R-1, R-4, R-5), Residential Apartment (RA-1, RA-3), Industrial (I-1, I-2), and Agriculture (SAG-10). Exhibit 3-4 depicts the City and County zoning within the South Kalispell/Airport Redevelopment Plan Area.4 Land uses along US Highway 93 are generally commercial uses with a few industrial uses mixed in. These commercial properties are adjacent to airport property, on the east side of the airport. East of U.S. Highway 93, including the airport, is a mix of residential, industrial, and commercial uses. There is also a significant amount of vacant, undeveloped land in this area. The City of Kalispell's Wastewater Treatment Plant property is contiguous to airport property just to the southwest of the airport. Land south of the airport and north of the U.S. Highway 93 Alternate Route includes some sizable areas of undeveloped agriculture property mixed in with industrial, commercial, and residential uses. Exhibits 3-5 and 3-6 depict existing and future desired land use within the South Kalispell/Airport Redevelopment Plan Area.5 5.8 E_xisting Airport Facilities Description Current facilities at the Kalispell City Airport include a 60-foot by 3,600-foot asphalt runway (Runway 13/31); a 20-foot by 3,600-foot parallel taxiway on the east side of Runway 13/31 with connector taxiways at each runway end and two (2) at mid -field; a 20-foot by 2,285-foot parallel taxiway on the west side of Runway 13 with connector taxiways at Runway 13 and two (2) at mid- field; a 94-foot x 107-foot asphalt apron on the east side of the runway and a 366-foot x 508-foot asphalt apron on the west side of the runway; several taxilanes of various widths for hangar access, lighted wind sock; and rotating beacon. Runway 13-31 has a medium intensity runway edge lighting system; there are no approach aids at either runway end. Pavement strengths are unknown but presumed light duty, less than 12,500 lbs single wheel gear. 3.8.1 Runways Kalispell City Airport has one active paved runway, with an orientation of 13/31. Left traffic is the prescribed pattern for both Runway 13 and Runway 31. The 3,600-foot long strip is 60 feet wide with four (4) east -side connector taxiways, two (2) at mid -field, one (1) at Runway 13, and one end at Runway 31 and three (2) west -side connector taxiways, two (2) at mid -field and one (1) at Runway 13. The Kalispell City Airport's elevation is 2932 MSL with the mean maximum temperature of the hottest month 80.5° F. Table 3-3 provides a summary of the data for Runway 13/31. 4 South Kalispell/Airport Redevelopment Plan; September 2009; page 15 5 South Kalispell/Airport Redevelopment Plan; September 2009; pages 14 and 16 Chapter 3 Airport Inventory 23 MASTER PLAN UPDATE - FINAL Kalispell City Airport �; = r•r.. �,_� 7r �' ,4 a> t 1 S �.� � {• - Existing Land U58 m1 i t r ''ij _ r>�r� ii irtd1O" Vpani Cvrrmbaal it wa rtpM 011usmsp �. + r 4 1• i �4' �; : 1 Paorrssonal brae or Iwom Carr ., re„nrrv:rhr h'c;isrns w % 1I i S � Quphx, tiI'+rRllpl}I'Q .: � Svrgre Fmr�y R�w�cruar • . 8.12* Fymity Rx,rr Use !L ►wrpM C ufmorm FaMoanm Schad ChLxrh, A%soum. Commurdly FarA+Oy - n" d5j _ C3arnrr+rneM Faa4ty i - OAdgi74Co" S•ommy. GCpsovo orl Fa&Arwl 1 • Wcwl w Rghl el V4y ' � i • � TO ds iklnm+mil c` IT . 6 uA `a CMtEF;l.,tY A _ m IEA[ nR ALL DR i COOT r y W: P!GAN 13FR DR �• y7 �" r W� ICE I 1 CunerlS Airport Tex Incmmmnl Finance listrkA AtDWR 9faliSO8WArpuR Redevelopment Plan Area y � Ctiy Li+nds } j Propvaed Bypass Rau le — Plot Date" July 2e. 2009 City of Kalispell Planning Deot (4065t$8•19411 EXHIBIT 3-4 — Existing Land Use Chapter 3 Airport Inventory 24 MASTER PLAN UPDATE - FINAL Ka[ispe[[ City Airport q„t 5tw` 5ns••'STE Y ---- — A3nMEg Lagoad oy _y Cfy of Kal"s 2cnwo tq,H 5 m E 0-1 040PUD. 13-2, 0-21PUD; e-3, &3rPUD &i, 6-5, e-WLM; PUSW' DMNERCIAL_CFFtCE 4 ' 31H S, 61 ©w1 An1EoC& t n,rtsw 1 z oIt + � Y F . �, O P-1 til.1 S,W n �' < _PLGMJLTI FAMILY. RA- 1; RA.1rPUo;"Z RA SrL c1E m Q P11D!&NGSE FAMILY; R-t: R---, R-21P1.Y1: R-]; R-)RUD Q RJ; R-40PUD R-5;R-5^0 - - Q C.wy Zq kn R-Z - D-z = ZON44GUSE LE" cow,Tr S kl AAL%*FENUM RE AMEFAWRMOM N Yaw)ll FAbVN=1X Ri WFURYAMEB I •t 1�Tt, S>•E II Sr Rs "'afMRRD"MA M,1 Wrl: RRUTY�NRILBF Ru RwmcmRSmrruwia,aR I t y', .t RM R0919MIY A"XiM0711 wI IEANUM R-1 . .I RIieW 000t fie 1 �� COUNTY 0 �� b �•iit 7q H 1YIR PJWSS K I"%.ZNfifiA Y at IGW ,Ma IId81VIL FAY Mldxs E3 1 r ,r F1 RWC R—'2 = STAG LN— �aht RA E3.2 I-1 RFL�19 Re c°'+H ra _ RE[iYPrif R. ,y q5J L $MEADONS Dn •F j y 4 R-5 S 3 TEAL DR 5AG-1 0 �y R-4 B-2 g 8.2 ravrarll Da R`3 � y ', P-4 �! R-5 4 t-1 6-2 �.1 MERG NSER R =__ A 1-- 4 9-2 F' rm"AtRFnpR . R-1 NONAME rn:,utrc x R-4 ro- wit R-1 S Q t SAG-1 0 R-5 Z } SarEFFERoµ R-1 a mu w R-5 ' `- 0 340 680 1,360 2,040 s Feet Current Airport Tax Increment Finance District V-1 H ouch KalispelVAirport Redevelopment Plan Area City Lam$ Plot Date: July 28. 2009 �lopo&ed Bypass Route ",City of Kalispell F lanryng Dept L4p6175&7$4D EXHIBIT 3-5 - Redeve[opment Plan Area Zoning Chapter 3 Airport Inventory 25 MASTER PLAN UPDATE - FINAL Kahspe[[ City Airport R�1151;r � xA `r d• �i lOI Yi r � lil SY 'V yr Y iM1 P x = tiro 51 waareTr�3�e t4R 8),r"Sp�R+f Al t 5 MERE; Dr:^. r:ra L7 a rEAI OR ur a WPIGIANSER D1 X WO tw,!E NO !n3 O.wnn P.icy t nd Vs. onwndwlYs growth DoYcy Owred Futurc Imaut Fa >� rYeyr�a�lwea Csrrrcl.fr,,d* IF1:af..W-0 ua ils,lwt `4•.91 Ce-Is ty Ra Y•!rM•Y I _.art 00,1019,6l 3u00". Rd r Eda+Y � �trw+ar+rnr =a: sfr Gr YY1w Pi.Lc-'�OM�N'f 3sw.r Y•NvyN naw C4.wmry to VrAk PLOCOPW" i W a r pFSY RO[3SR�DR tE!!1 l N c tiRl[yE �,: 1� r. 3; , +uveaY; �} - if Vtz t" DR 9 LElsuFt'r r7c Et I :,rr. T4VP. ACRES L5a nnhsE - Nt7 !!hM¢ :J s�Yl..� •�.�arrsa „- ti W) khY^ aWfERET OF + WEiF W NMI J11 Cur,enl Avport Tax Increment Finance District u16 Kalispell/Airport Redeveloomenl Plan Area Plot Dale JLIy 26, 2009 i cy Limits 0 360 720 1,440 2,160 CHy of Kalispell Plarning Dept Proposed Bypass Route Feet (406) 758-7940 EXHIBIT 3-e -Growth Policy Future Land Use Chapter 3 Airport inventory 26 MASTER PLAN UPDATE - FINAL Ka[ispeR City Airport TABLE 3-3 Runway 13/31 Data True Bearing S 330 06' 10" E 60' x 3,600' Useable (surveyed) Length wr 3,602' Wind Coverage (10.5 kts/13 kts) 93.0/95.9% Effective Gradient 0.0°Io Pavement Surface Asphalt Concrete Pavement Pavement Strength ' < 12,500 lbs SWG _...._..---._.............._............._.-- ------ Lighting__ MIRL Marking Basic — - -- --- !----•--- Basic------ -Safety Area (RSA) - W x L 120' x 4,000' Object Free Area (ROFA) - W x L 250' x 4,000' Obstacle Free Zone (ROVZ) - W x L 250' x 4,000' _Runway -Protection Zone-(RPZ) - W x W_x L 250' x 450' x 1,000' 250' x 450' x 1,000' RunwayEnd - Latitude ( )NAD83 480 10' 50.9" — 480 10' 21.1" _Runway End - Longitude (NAD83) 1140 08' 27.3" 1140 17' 57.2" Runway End Elevation 2932.0 2932.0 Touchdown Zone Elevation 2932.0 2932.0 Approach Surface Slope 20:1 20:1 Approach Type VFR VFR 3.8.1.1 Runway Designations Runway numerals are determined from the approach direction to the runway end and should be equal to one -tenth of the magnetic azimuth of the runway centerline, measured in a clockwise direction from magnetic north. Although the true bearing of a runway will not change over time, the magnetic bearing will change as the location of magnetic north shifts. The magnetic declination in the Kalispell area is approximately 14' 25'29" East (March, 2012). 3.8.1.2 Runway Length, Gradient, and Condition The existing paved Runway 13/31 has a reported length of 3,600 feet and a width of 60 feet. The runway is essentially flat with an effective gradient of 0.0 percent. The surveyed length is 3,602 feet and the surface area is 216,985 square feet. The flat longitudinal grade is well below the allowed gradient under FAA design standards for runways serving aircraft of less than 12,500 pounds, single - wheel gear (SWG). Although the Kalispell City Airport is included in the NPIAS and is a part of the State Aviation System Plan, there has not been a Pavement Condition Index (PCI) Survey conducted at the airport Chapter 3 Airporr Inventory 27 MASTER PLAN UPDATE - FINAL Kalispell City Airport because there has not been any federal funding for the existing pavements. Runway 13/31 is surfaced with asphalt pavement; the condition is noted as "good" in the current Airport Master Record. Visual inspections of the pavement show some transverse and longitudinal cracking and weathering/oxidation, typical of pavements of this age. As noted previously, the pavement strength is unknown but is expected to be rated less than 12,500 lbs. single wheel gear (SWG) loading. 3.8.1.3 Runway Dimensional Criteria The existing Runway Safety Area (RSA) is 120 feet in width and 4,080 feet it length. It extends 240 feet beyond each runway end. The existing Runway Object Free Area (ROFA) is 250 feet in width and 4,080 feet in length. It also extends 240 feet beyond each runway end. Both of these critical areas meet the FAA's design standards for ARC B-I, Small Aircraft Exclusively. The existing Runway Object Free Zone (ROFZ) is 250 feet in width and 4,000 feet in length. It extends 200 feet beyond each runway end. It meets the FAA's design standards for "small airplanes with approach speeds of 50 knots or more". Exhibit 3-7 depicts Runway 13/31 and critical design elements associated with the runway. 3.8.1.4 Runway Protection Zones (RPZ) The existing Runway Protection Zones (formerly termed clear zones) begin 200 feet beyond the end of each runway end and are 250 feet in width at the narrow end, 450 feet in width at the wide end, and 1,000 feet in length. These dimensions meet the FAA's dimensional standards for "Small Aircraft Exclusively". Exhibit 3-8 shows the existing RPZ's and approach surfaces to Runways 13 and 31. The airport does not control the necessary land interests to protect either of the RPZs. Approximately half of the land within the Runway 13 RPZ is owned by private land owners. There are also several residences or portions of residences that fall directly inside the RPZ. Nearly all of the Runway 31 RPZ is held by private landowners. However, most of this land is vacant. 3.8.2 Taxiways The East -Side Parallel Taxiway provides access to both ends of the runway from the hangar and apron facilities on the east side of the airport. The East -Side Parallel Taxiway centerline is situated 135 feet from the centerline of Runway 13/31. It is a full-length taxiway with a length of 3,600 feet and a width of 20 feet. The West -Side Parallel Taxiway provides access to Runway 13 and a mid- field location, approximately 1,400 feet north of Runway 31, from the hangar and apron facilities on the west side of the airport. The West -Side Parallel Taxiway centerline is situated 135 feet from the centerline of Runway 13/31. It is a partial -length taxiway with a length of 2,285 feet and a width of 20 feet. There are two (2) mid -field connector taxiways that join the East -Side Parallel Taxiway to Runway 13/31; and two (2) mid -field connector taxiways that join the West -Side Parallel Taxiway to Runway 13/31. Exhibit 3-7 shows the configuration and location of existing taxiways in relation to Runway 13/31 and apron areas. The pavement strength of the taxiway system is unknown but is expected to be rated less than 12,500 lbs. single wheel gear (SWG) loading. Chapter 3 Airport Inventory MASTER PLAN UPDATE - FINAL Ka[ispe[[ City Airport S IiIBITL 10 1 c1 � ..�-,t1►~- qw 'IDE n " T �- SEE ]EXI 13 i'1- -g a,v tAp ik POP-' � ■ 3 _aN" � Lh Ilk •:�.� fGtt V-SDo rg� SktL' Cl ilY 3-OVOIR RP7, EXHIBIT 3-7 — EXisting Airport Chapter 3 Airport /nventory 29 MASTER PLAN UPDATE - FINAL Kalispell City Airport 1 Rr f x Vk 0 r 1 r ..' r ,• �a r r� ram,. 41rLill� TOFA s zn; I Ai'PRC1A[ iFSiII AC'E ./� ... RP% A � I if ''f � �'• � r• -�� OVA--- •C • ; *4 r �ROP -RTY POPMARY EXISTING RUNWAY 13 RUNWAY PROTECTION ZONE TIV, �"V"rti ;R � � � „ � [: �l :::��>'.,., r� - .tip//J � r. � t�•' �'r� i .` f ff:'`T{,' { !t^1i 40 2' f y sue..',-•'� Y� �^ RSA r 20-t APPROACH SURFACE - Ids •_j — RSA —ROF PROPERTY BOUNDARY ! r r EXISTING RUNWAY 31 RUNWAY PROTECTION ZONE EXHIBIT 3-8 — F-xisting VTZs 30 Chapter 3 Airport Inventory MASTER PLAN UPDATE - FINAL Ka[ispe[[ City Airport 3.8.3 Apron Areas There are several areas available for short term and long-term aircraft parking around the airport. The only public aircraft parking ramp is located to the west of the runway near the airport entrance and consists of approximately 190,000 square feet of parking area with 33 aircraft tie -downs. There are also a few smaller, private -use apron areas located at different locations around the airport. On the west side of the airport there is one small turf tie -down area on private property at the north end used by Kalispell Air Repair. At the south end, Diamond Aire, a business operating on private property adjacent to the airport, has a small apron area with several tie -downs. There are also a few undeveloped turf areas adjacent to existing hangars used for tie -downs. On the east side of the airport, Red Eagle Aviation leases a small paved ramp area with several tie downs and a strip of turf adjacent to the parallel taxiway which accommodates several aircraft tie -downs. Exhibits 3-9 and 3- 10 depict the various apron areas at the airport. 3.8.4 Terminal, FBO, and Hangar Areas There is no terminal at Kalispell City airport, but there is one FBO, Red Eagle Aviation. It is located on the east side of the airport and offers fueling and flight training. Its facilities include an office/garage, and two hangar buildings. There are four (4) rows of hangar buildings to the north of the main apron area, two of which (A1 and A2) tee -hangars with ten (10) total hangar spaces for smaller aircraft and two box hangars that can house larger airplanes. Diamond Aire operates an FBO type business on private property on the west side of the airport. Facilities include two (2) hangars, a shop, and two (2) office/garage buildings. This business is a "through -the -fence" operation since it is located on private property and is therefore not considered an FBO. The City of Kalispell has been involved in litigation with the Owner for several years trying to acquire the property and mitigate the through -the -fence operations. To the north of Diamond Aire are two (2) large hangar/shops (A7 and A8) and eight (8) privately owned smaller hangars. 3.8.5 Navigational Aids The runway has low intensity runway lights (LIRLs) mounted on non -frangible, concrete encased stakes along the runway. Along the taxiways, there are stake mounted retro-reflective markers. A lighted Windcone is located on the east side of the airport, approximately mid -field and a rotating beacon is located on the west side of the airport near the US Forest Service complex. There are no approach aids at either runway end or weather reporting equipment at the airport. The nearest radio navigational aid is located at Glacier Park International approximately 8 nautical miles to the north. 3.8.6 Fueling Facilities Red Eagle Aviation operates the self -serve and full -serve fuel facility on the east side of the airport. This fueling system is owned by the City of Kalispell and leased to Red Eagle Aviation under their FBO contract. Both 100 LL and Jet A Fuel are available at the airport. Diamond Aire also owns and operates a fueling facility on the west side of the airport with 100 LL fuel only. Chapter 3 Airport Inventory 31 MASTER PLAN UPDATE - FINAL Kalispell City Airpt)rz �F u�� RZ K 0\ I < i• �r rsr� z y , x ' � Q � z 4 Q 0 fi 4 EXHIBIT a-3 - Existing West Hangar K Terminal Area C,aprer 3 Airport Inventory 32 MASTER PLAN UPDATE - FINAL Kalispell City Airport lip r z 0 � +� �10 } mobmono i ,r Z4 • G7 o x� ti W ba` EXHIBIT 3-1 o - Existing -East Hangar & Termina[ Area Chapter 3 Airport inventory 33 MASTER PLAN UPDATE - FINAL Kalispell City Airport 3.8.7 Snow Removal Facilities Snow removal on airport facilities is provided by the City of Kalispell's road maintenance department. 3.8.8 Utilities Because the airport is located in a semi -urban area on the south end of Kalispell, all major utilities are available on site or nearby. This includes City water and sewer, electrical, gas, phone, and cable. The City Wastewater treatment plant is located across Airport Way, to the south of the main airport entrance. 3.8.9 Airport Access and Parking The majority of the airport can be accessed by car on the west end off Airport Way/Airport Road. There is parking throughout the facility near all hangars, offices, and aprons. Red Eagle Aviation has an access road and parking lot located through the east fence and Diamond Aire has a similar entrance on the West side of the airport. 3.9 Airspace The Federal Aviation Administration (FAA) Act of 1958 established the FAA as the responsible agency for the control and use of navigable airspace within the United States. The FAA has established the National Airspace System (NAS) to protect persons and property on the ground and to establish a safe and efficient airspace environment for civil, commercial, and military aviation. The NAS covers the common network of U.S. airspace, including: air navigation facilities; airports and landing areas; aeronautical charts; associated rules, regulations, and procedures; technical information; and personnel and material. The system also includes components shared jointly with the military. 3.9.1 Airspace Structure Airspace within the United States is broadly classified as either "controlled" or "uncontrolled". The difference between controlled and uncontrolled airspace relates primarily to requirements for pilot qualifications, ground -to -air communications, navigation and air traffic services, and weather conditions. Six classes of airspace have been designated in the United States as shown on Exhibit 3- 11. Airspace designated as Class A, B, C, D, or E is considered controlled airspace. 3.9.1.1 Class A Airspace Class A airspace includes all airspace from 18,000 feet mean sea level (MSL) to flight level (FL) 600 (approximately 60,000 feet MSL). This airspace is designated in Federal Aviation Regulation (F.A.R.) Part 71.193, for positive control of aircraft. The Positive Control Area (PCA) allows flights governed only under IFR operations. The aircraft must have special radio and navigation equipment, and the pilot must obtain clearance from an air traffic control (ATC) facility to enter Class A airspace. In addition, the pilot must possess an instrument rating. Chapter 3 Airport Inventory 34 MASTER PLAN UPDATE - FINAL Kalispell City Airport Airspace at -a -Glance FL600 Class A 12•000 tnsl AOPA Air Safety Foundation • 800- USA-AOPA • www.asf.org vl.sao mnl Class E CI Class C u [.l Class C '°° Communication Requirements and - CL"A A Class a Class C Class 0 Class F cum a MlrlmumPllett2u311t1c31Ion 1 strume tR3ting Student• Student• Sutler;• Slunent• Student Entry Requirements IFR: ATC Cle3rance ,ATC CleafaDse IFR;ATC Clearance IFR: ATC Clearance fFR: ATC Clearance None VFR' Oceral Ions VFR: Two Way VFR: Two Way Vf? tine, ProhlrAtea Cmmakslcn C,vnmun"tl--o W/ATC w/ ,ATC VFR Vlsb!!Ity NIA 3 Statute Vlles 3 St atdte MCes 3 Statute Miles 3 Stat!;te MIIes Dif- IStatuteMlle Below 10.000 rrr4 WJ1- 3St3tute Mlles VFR Cloud Cle3r3nce NJA Cq:w _r C,cuds 500 Below 54--0 Below �,DO Belcw 500 Below Below 10.000 MS1 LOCO Above 1.CCQ Above 1.�7]^ Ab-Ve 1.000 Above 2.000 Honzcntal 2.0J0 Horlrc:ntal 1.0]0 I-crl_orta 2.000 Horiz.••• VFR VlsbWty N;'A 3 Statute V: c> 3 Statute M%es 3 Statute hTle=_ S 5;,7L;e Mlles 5 Statute Mlles 10.000 msl and Above• VFR Cloud Clearance N C `--r c. G%-Uds 500 Below SOD Belax 1,C00 Nelcw 1.000 Below 10,000 msl and Above LOCO Above LOCO Above t,CDO, Abavc- 1,000 Above 2.000 Horironl3l 2.CC0 Horizontal 1 Statute M,le 1 Statute Mile Hx¢o^la; Hall l nu EXHIBIT 3-1 1 - AirspaceC[assiflcatlon Chapter3 Airport Inventoryt 35 MASTER PLAN UPDATE - FINAL Ka[ispe[[ City Airport 3.9.1.2 Class B Airspace Class B airspace has been designated around some of the country's major airports to separate arriving and departing aircraft. Class B airspace is designed to regulate the flow of uncontrolled traffic, above, around, and below the arrival and departure airspace required for high-performance, passenger -carrying aircraft at major airports. There is no Class B airspace in Montana. 3.9.1.3 Class C Airspace The FAA has established Class C airspace at 120 airports around the country, as a means of regulating air traffic in these areas. Class C airspace is designed to regulate the flow of uncontrolled traffic above, around, and below the arrival and departure airspace required for high-performance, passenger -carrying aircraft at major airports. To operate inside Class C airspace, the aircraft must be equipped with a two-way radio, an encoding transponder, and the pilot must have established communication with ATC. Aircraft may fly below the floor of the Class C airspace, or above the Class C airspace ceiling without establishing communication with ATC. There is no Class C airspace in the vicinity of Kalispell City Airport. The nearest Class C airspace is Logan International Airport in Billings. 3.9.1.4 Class D Airspace Class D airspace is controlled airspace surrounding airports with an operating Air Traffic Control Tower (ATCT). The Class D airspace typically constitutes a cylinder with a horizontal radius of four or five nautical miles (NM) from the airport, extending from the surface up to a designated vertical limit, typically set at approximately 2,500 feet above the airport elevation. If an airport has an instrument approach or departure, the Class D airspace sometimes extends along the approach or departure path. The airspace surrounding Glacier Park International (GPI) Airport is defined as Class D airspace and is a factor in evaluating aviation operations at the Kalispell City Airport due to it's close proximity to GPI. 3.9.1.5 Class E Airspace Class E airspace consists of controlled airspace designed to contain instrument flight rules (IFR) operations near an airport, and while aircraft are transitioning between the airport and enroute environments. Unless otherwise specified, Class E airspace terminates at the base of the overlying airspace. Only aircraft operating under IFR are required to be in contact with air traffic control when operating in Class E airspace. While aircraft conducting visual flights in Class E airspace are not required to be in radio communications with air traffic control facilities, they can only be conducted in visual flight rules (VFR) conditions. Kalispell City Airport lies on the fringe of Class E airspace which extends from the ground surface to Class A airspace; and lies beneath Class E airspace which extends from 700 feet above the ground to Class A airspace. 3.9.1.6 Class G Airspace Airspace not designated as Class A, B, C, D, or E is considered uncontrolled, or Class G, airspace. Air Traffic Control does not have the authority or responsibility to exercise control over air traffic within this airspace. Class G airspace lies between the surface and the overlaying Class E airspace (700 to 1,200 feet above ground level [AGL]). Class G airspace extends below the 700 foot floor of the Class E airspace overlying the Kalispell City Airport. Chapter 3 Airport Inventory 36 MASTER PLAN UPDATE - FINAL Ka[ispeR City Airport Because most operations at Kalispell City Airport are from small aircraft and all operations are under visual flight rule (VFR) conditions, most aircraft operate within Class G airspace without any contact to Air Traffic Control. Federal regulations specify minimum altitudes for flight. F.A.R. Part 91.119, Minimum Safe Altitudes: generally states that except when necessary for takeoff or landing, pilots must not operate an aircraft over any congested area of a city, town, or settlement, or over any open air assembly of persons, at an altitude of 1,000 feet above the highest obstacle within a horizontal radius of 2,000 feet of the aircraft. Over less congested areas, pilots must maintain an altitude of 500 feet above the surface, except over open water or sparsely populated areas. In those cases, the aircraft may not be operated closer than 500 feet to any person, vessel, vehicle, or structure. Finally, this section states that helicopters may be operated at less than the minimums prescribed above if the operation is conducted without hazard to persons or property on the surface. In addition, each person operating a helicopter shall comply with any routes or altitudes specifically prescribed for helicopters by the FAA. 3.9.1.7 Special Use Airspace Special use airspace is defined as airspace where activities must be confined because of their nature or where limitations are imposed on aircraft not taking part in those activities. These areas include Military Areas, Military Training Routes, Wilderness Areas, and Victor Airways. The Kalispell City Airport is well -located for access to the existing low altitude airway route structures. As shown in Exhibit 3-12, there are three (3) primary VOR (VHF Omnidirectional Range) routes connected to Glacier Park International: V-536 connects to Mullan Pass and Great Falls, V-448 connects to VOR-DME (VHF Omnidirectional Range —Distance Measuring Equipment) Cour d' Alene, and V-231 connects to VOR-DME Missoula. VOR routes use VOR, VORTAC (VOR and TACtical Air Navigation), or VOR-DME navigational aids to define low altitude airways from 1,200 feet AGL to 18,000 feet MSL. The 8-nautical mile wide routes are designated with an alphanumeric code and a number. Victor airway entry does not require clearance or communication, although an awareness of potential air traffic is necessary. 3.9.1.8 Airspace Control The FAA is responsible for the control of aircraft within the Class A, Class C, Class D, and Class E airspace described above. The Salt Lake City Air Route Traffic Control Center (ARTCC) located in Salt Lake City, Utah, provides air traffic control service to aircraft operating on instrument flight rules (IFR) flight plans within controlled airspace. The Salt Lake City ARTCC provides approach and departure service to Glacier Park International Airport as well as enroute service in controlled airspace. The area of jurisdiction for the Salt Lake City center encompasses most of the Northwest including Montana. The Spokane Terminal Radar Approach Control (TRACON) facility, based at Spokane International Airport, provides part-time approach and departure services for IFR flights in and out of Glacier Park International Airport. The Glacier Park Airport Traffic Control (ATC) provides ground service, initial departure service, and final approach service to IFR flights at Glacier Park International Airport. The tower is only part-time, operating between 8:00 AM and 12:00 AM. Chapter 3 Airport inventory 37 MASTER PLAN UPDATE - FINAL Kalispell City Airport EXHIBIT 3- 1 2 — Acronautica[ Chart Chapter 3 Airport inventory MASTER PLAN UPDATE - FINAL Kahspe[[ City Airport 3.9.1.9 Navigational Aids GPS (Global Positioning System) was initially developed by the United States Department of Defense for military navigation around the world. However, GPS is now used extensively for a wide variety of civilian uses, including civil aircraft navigation. GPS uses satellites placed in orbit around the globe to transmit electronic signals, which pilots of properly equipped aircraft use to determine altitude, speed, and navigational information. This provides more freedom in flight planning and allows for more direct routing to the final destination. A GPS modernization effort is underway by the FAA and focuses on augmenting the GPS signal to satisfy requirements for accuracy, coverage, availability, and integrity. For civil aviation use, this includes the development of the Wide Area Augmentation System (WAAS), which was launched on July 10, 2003. The WAAS uses a system of reference stations to correct signals from the GPS satellites, for improved navigation and approach capabilities. The present GPS provides for enroute navigation and instrument approaches with both course and vertical navigation. The WAAS upgrades are expected to allow for the development of approaches to most airports with cloud ceilings as low as 250 feet above the ground and visibilities restricted to three-quarters mile, after 2015. 3.9.2 FAR Part 77 The FAA has established standards for determining obstructions to airports in Part 77 of the Federal Aviation Regulations. These standards set up "civil imaginary surfaces" which are discussed in greater detail in Chapter 5. Objects that extend above these surfaces are considered obstructions and should be removed or marked and lighted, depending on the nature of the obstruction and the feasibility of its removal. Dimensional criteria related to these "surfaces" vary according to the critical aircraft (weight and approach speed) using the airport. Runway 13/31 at the Kalispell City Airport is considered a "Utility and Visual Runway". Part 77 defines a Utility Runway as "a runway that is constructed for and intended to be used by propeller driven aircraft of 12,500 pounds maximum gross weight and less". A Visual Runway is defined as "a runway intended solely for the operation of aircraft using visual approach procedures, with no straight -in instrument approach procedure and no instrument designation indicated on an FAA approved airport layout plan..." From this basis, the following was found concerning the "civil imaginary surfaces" described under Part 77. 3.9.2.1 Primary Surface The primary surface is a surface longitudinally centered on the runway and extends 200 feet beyond each end of the runway. The primary surface for Runway 13/31 at Kalispell City Airport is 250-feet by 4,000-feet. 3.9.2.2 Approach Surfaces Approach surfaces extend outward from the primary surface at each end of the runway. The visual approach surfaces for Runway 13 and Runway 31 extend outward and upward at a 20:1 slope from a point which is located 200 feet beyond the threshold and at the same elevation as the threshold. A 20:1 approach means that for every 20 feet measured outward (horizontally), the approach surface slopes upward (vertically) one foot. The surface expands outward from an inner width of 250 feet to a width of 1,250 feet at a distance of 5,000 feet. Chapter 3 Airport /nven1tory 39 MASTER PLAN UPDATE - FINAL Kalispe[[ City Airport 3.9.2.3 Horizontal Surface The horizontal surface is a horizontal plane 150 feet above the established airport elevation, the perimeter of which is constructed by swinging arcs of specified radii from the center of each end of the primary surface of each runway end and connecting the adjacent arcs by lines tangent to those arcs. The radius of each arc is 5,000 feet for all runways designated as utility or visual. 3.9.2.4 Conical Surface The conical surface extends outward and upward from the periphery of the horizontal surface at a slope of 20:1 for a horizontal distance of 4,000 feet. 3.9.2.5 Transitional Surfaces Transitional surfaces extend outward from the edge of the primary surface and approach surfaces at a 7:1 slope until they intersect the horizontal or conical surfaces. Transitional surfaces parallel to Runway 13/31 begin 125 feet either side of runway centerline. 3.9.3 Area Airports Public airports within 50 nautical miles (nm) of the Kalispell City Airport are summarized in Table 3-4 and shown in Figure 3-12. Airport Master Record (Form 5010) forms for each airport are included in Appendix D. TABLE 3-4 Public Airports Approximately So Nautical Miles from Kalispell City Airport Glacier Park International (GPI) Whitefish (58S Femdale (53 Polson (8S l ) Bear USFS (8U4 Hot Springs (S09) Ronan (7SO) Meadow Creek USFS (OS 1) Schafer USFS (8U2) Condon USFS (SO4) Libby (S59) 8 Commercial 13 GA 14 I GA 30 GA ---33__- 36` 38 42 43 _ 46 48 --GA - _ - - _GA — GA 150' x 9,007' (Paved) 75' x 3,504' (Paved) 75' x 2,560' (Turf) 95' x 3,500' (Turf) 75' x 4,195' (Paved) 500' x 4,000' (Water) 78' x 3.800' (Turf) 45' x 3.550' 75' x 4,800' (Paved) 100' x 2,830' (Turf) GA 60' x_ 3,200' (Turf)__ GA 135' x 2,575' (Turf) GA 75' x 5,000' (Paved) .E1 Chapter 3 Airport Inventory MASTER PLAN UPDATE - FINAL Kalispell City Airport 3.1 O Fligkt Procedures 3.10.1 Instrument Approach Procedures Instrument approach procedures are a series of predetermined maneuvers established by the FAA, using electronic navigational aids that assist pilots in locating and landing at an airport, especially during instrument flight conditions. The capability of an instrument approach is defined by the visibility and cloud ceiling minimums associated with the approach. Visibility minimums define the horizontal distance the pilot must be able to see in order to complete the approach. Cloud ceilings define the lowest level a cloud layer (defined in feet above the ground) can be for the pilot to complete the approach. Kalispell City Airport does not have a published instrument flight procedure. 3.10.2 Visual Flight Procedures All flights at Kalispell City Airport are conducted under visual flight rules (VFR). Under VFR, the pilot is responsible for maintaining aircraft separation. While VFR aircraft arriving and departing Kalispell City Airport are not required to contact the Spokane TRACON or Salt Lake City ARTCC, they may do so to expedite their progress through the area. Kalispell Airport is located under Class E airspace•, therefore, aircraft approaching or departing the airport must remain clear of the Class E airspace or obtain an ATC clearance before entering. In most situations, under VFR, the pilot is responsible for navigation and choosing the arrival and departure flight paths to and from the airport. The results of individual pilot navigation for sequencing and collision avoidance are that aircraft do not fly a precise flight path to and from the airport. Therefore, aircraft can be found flying over a wide area around the airport for sequencing and safety reasons. While aircraft can be expected to operate over most areas of the airport, the density of aircraft operations is higher near the airport. This is the result of aircraft following the established traffic patterns for the airport. The traffic pattern is the traffic flow that is prescribed for aircraft landing or taking off from an airport. The components of a typical traffic pattern are upwind leg, crosswind leg, downwind leg, base leg, and final approach. 4 Upwind Leg - A flight path parallel to the landing runway in the direction of landing. 4 Crosswind Leg - A flight path at right angles to the landing runway off its departure end. 46 Downwind Leg - A flight path parallel to the landing runway in the direction opposite to landing. The downwind leg normally extends between the crosswind leg and the base leg. +�b Base Leg - A flight path at right angles to the landing runway off its approach end. The base leg normally extends from the downwind leg to the intersection of the extended runway centerline. 4- Final Approach - A flight path in the direction of landing along the extended runway centerline. The final approach normally extends from the base leg to the runway. Essentially, the traffic pattern defines which side of the runway aircraft will operate. For example, at Kalispell City Airport, Runway 13 and Runway 31 have an established left-hand traffic pattern. For these runways, aircraft make a left turn from base leg to final for landing. Therefore, aircraft on approach to Runway 13 will be west of the airport on downwind and north of the airport on base and Chapter 3 Airport Inventory W1 MASTER PLAN UPDATE - FINAL Kalispell City Airport final. Similarly, aircraft on approach to Runway 31 will be west of the airport on downwind and south of the runway on base and final. While the traffic pattern defines the direction of turns that an aircraft will follow on landing or departure, it does not define how far from the runway an aircraft will operate. The distance laterally from the runway centerline an aircraft operates or the distance from the end of the runway is at the discretion of the pilot, based on the operating characteristics of the aircraft, number of aircraft in the traffic pattern, and metrological conditions. The actual ground location of each leg of the traffic pattern varies from aircraft operation to aircraft operation for reasons of safety, navigation and the sequencing described above. The distance that the downwind leg is located laterally from the runway will vary based mostly on the speed of the aircraft. Slower aircraft can operate closer to the runway as their turn radius is smaller. The direction which aircraft approach and depart is generally dependent on wind conditions. Both approaches and departures should be performed into the predominant wind direction. When wind is not a factor, approach and departure runways are typically at the discretion of the pilot unless there are local flight regulations prescribing otherwise. At Kalispell City Airport, local flight regulations are in place to limit the noise over the south areas of the City. When wind is not a factor, pilots are encouraged to make departures on Runway 31. 3.1 1 Meteorological Conditions 3.11.1 Winds Winds are the traditional factor in determining runway alignment. Generally the runways align with the direction of the prevailing wind. The FAA recommends that an airport have a minimum of 95 percent wind coverage for a 13-knot cross wind component. If 95 percent coverage cannot be realized on one runway, a crosswind runway may be justified and eligible for Federal participation. Wind coverage is typically analyzed by the percent of time a wind comes from a certain direction and the wind velocity. Historically, there has not been a wind study performed at Kalispell City Airport, but there is wind data available at Glacier Park International Airport, approximately 8 nautical miles to the northeast. A wind rose was prepared for Runway 13/31 on the 1999 Airport Layout Plan Update. This wind rose indicates that Runway 13/31 has a 95.9 percent wind coverage for a 13-knot cross wind component and a 93.0 percent wind coverage for a 10.5-knot cross wind component. 3.11.2 Temperatures & Precipitation Average climatic data for the Kalispell area was acquired from the Weatherbase.com website for a 48-year period. Average monthly temperatures and precipitation are summarized in Table 3-5. Chapter 3 Airport Inventory 42 MASTER PLAN UPDATE - FINAL Ka[ispe[[ City Airport TABLE 3-5 Average Monthly Temperatures and Precipitation Temperatures CF) Month Max Min January 28 13 February 35 18 Mean (fiiches) 21 1.5 27 1.1 March 43 23 33 0.9 April 55 31 43 1.1 MaY__ _ June 65 39 .52 1.9 72 81 + 84 69 - -- 45 48 47 .59 65 64 2.4 1.3 1.3 July-_ - August September October 39 30 54 43 1.2 1.0 55 November 39 24. 32 1.4 December 31 I7 24 1.6 Annual SS Y 43 I 1 8 Chapter 3 Airport /nventory 43 MASTER PLAN UPDATE - FINAL Ka[ispe[[ City Airport Chapter 3 Airport Inventory