10/79 Airport Mini Master PlanDo
Mini - Master Plan
October -1979
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KALISPELL CITY AIRPORT
KALISPELL, MONTANA
AIRPORT MINI -MASTER PLAN
Developed By:
T.A.P., Inc.
Aviation & Economic Consultants
315 Haggerty Lane
Bozeman, Montana 59715
Sponsored By:
Kalispell Airport Association
and
The City of Kalispell
Through a Grant and Loan
Made Available by the
Montana Aeronautics Division of the DCA
October 1979
ACKNOWLEDGEMENTS
The Aviation Consulting firm of T.A.P., Inc., wishes to thank those
listed below for their cooperation and technical assistance throughout the
Mini -Master Plan effort for the Kalispell City Airport.
Mayor Norma Happ
Councilman Forrest Daly
Airport Assoc. Chairman, Lee Tower
Airport Assoc. Sec./Tres., Harold Lucas
Mountain West Helicopters
Strand Aviation
Stockhill Aviation
Montana National Guard, Kalispell
Montana Aeronautics Division, Kalispell
A special thanks to Montana Aeronautics Division for providing a $1,000
preliminary engineering grant and a loan of $6,850 to the City of Kalispell
for this study.
KALISPELL TABLE OF CONTENTS
Chapter One 1-1
Introduction and Inventory
1-1
Rules and Regulations
1-2
Study Objective
1-3
Airport Facilities
1-4
Alternative Solutions
1-5
Airport Value
1-6
Landing Off the Beaten Path
1-6
Kalispell City Airport Is A Real Asset
1-7
Economic Impact
1-7
Energy Efficiency
1-9
Most General Aviation Flying Is Strictly General
1-10
Chapter Two 2-1
Forecasting 2-1
Chapter Three 3-1
Airport Requirements
3-1
Land Acquisition
3-2
Runway
3-3
Apron
3-3
Taxiways
3-4
Fencing
3-4
Airport Future
3-5
Development and Finance Summary
3-5
KALISPELL TABLE OF CONTENTS
Continued
Chapter Four
4-1
Airport
Rules
and Regulations
4-1
Section
4-100
-- General
4-1
Section
4-200
-- Taxiing Rules
4-3
Section
4-300
-- Landing and Take -off Rules
4-3
Section
4-400
-- Ground Rules
4-4
Section
4-500
-- Fire Regulations
4-6
Section
4-600
-- Penalties
4-7
Section
4-700
-- Fee Rates and Charges
4-7
Section
4-800
-- Building Requirements
4-8
KALISPELL LIST OF TABLES
Table Title Page
2-1
Forecast of Aircraft and Space Needs
2-3
3-1
Forecast of Fuel Tax Income
3-9
3-2
Forecast Annual Tie -down Space Rental
Income
3-10
3-3
Annual Airport Income from Itinerant
R.O.N. Aircraft
3-11
3-4
Forecast Total Annual Airport Income
3-12
3-5
Potential Airport Revenue (Annual)
and Five Year Accumulations
3-13
3-6
Airport Annual Maintenance and
Operation Budget
3-15
3-7
Development Recommendations and
Cost Estimates
3-16
RECOMMENDATIONS
1. Revise as necessary and adopt the suggested airport rules and regula-
tions printed as Chapter Four of this study.
2. Appoint an airport manager.
3. Overlay the runway with a 2" asphaltic mat the summer of 1980.
4. The City and the Association should revise or amend the airport lease
agreement for the mutual benefit of both parties, and to better reflect
the airport changes which have occurred since 1966. This revision or
amendment could be made at any time rather than wait for the lease ex-
piration date of 1985.
S. Proceed with land acquisition of some 9 acres on the southeast end of
the airport.
6. Secure an easement for the future clear zone on the southeast end.
7. Proceed with the development schedule for construction of the items
recommended in this plan.
8. Upon completion of new paved aprons, assign the tie -down spaces and
commence with the rates and charges schedule as set forth in this plan.
9. Make certain all airport land lease income and land sales revenue are
credited to the airports account for future capital expenditures for
construction items.
CHAPTER ONE
Introduction and Inventory
One of the first if not the first known flight from the immediate area of
Kalispell was made on June 21, 1911 from the fairgrounds by Eugene Ely in
a Curtis bi-plane.l This event began a never ending chain of events of
aviation history in the Flathead area. One of the earliest known commuter
airlines existed for a short time between Kalispell and Missoula in 1930.
The barnstorming era of the 20's and 30's was as active in Flathead County
as any other area in Montana.
One of the first known references to the city airport located immediately
adjacent to the southwestern corner of the city is made in a forest service
publication of airplane landing fields in the late 1930's. This publication
lists the city airfield as having all aviation services available to the public.
After World War II aviation in the Kalispell area dwindled to a bare existence
as was the case throughout the nation in the 1950's. For a short period of
time in the late 1950's the Kalispell city airport was officially closed. The
airport appeared to be irrepairable and the few based aircraft that existed
were stationed at the Flathead County Airport. Early in the 1960's a spark
of interest was apparent in the Kalispell area to revitalize the old city airport.
The city of Kalispell did not appear to be overly excited of the possiblity of
re-establishing the airport but they did see fit to be sympathetic with a few
private aircraft owners and a few interested businessmen. This group then
formed the Kalispell Airport Association and took a lease on the airport in
March of 1966. The feeling apparent at that time was that the airport could
be improved and be a convenience air strip for those wanting goods and
services from the city of Kalispell but it would probably never require or
justify any type of commercial activity on the airport. In fact the feeling
was that very possibly no aircraft would be based there but the airport be
open only for day time traffic.
1 Montana and the Sky, Frank W. Wiley, 1966.
1-1
No sooner was the airport revitalized by the Airport Association than aircraft
remained there overnight and in fact year around. The runway was realigned
in the early 1960's and then later lengthened. A pavement was placed on the
runway and the runway lighted with a low intensity system. All types of
aviation activity grew and attracted fixed based operators. It is the fixed
base operators who provide the aviation services that have caused the airport
to grow into what it is today. Mountain West Helicopters, Strand Aviation,
and Stockhill Aviation are the three fixed base operators. The helicopter
service offers a specialized type of transportation to private individuals,
businesses, industry and government. A good deal of their activity is
directly connected with the nearby backcountry and forest products industry.
The other two operators provide a complete aviation service for the aircraft
owner and user and also have become very familiar with the needs of the
persons using the nearby backcountry and forest products industry as well
as government and private business needs.
At the present time some 60 to 65 based aircraft are located on Kalispell
City Airport with four of these being multi engine and an additional four
or five based helicopters.
Along with the personal and business flying the fixed base operators provide
power line patrol, forest fire patrol, emergency evacuation, delivery of goods
and services into the backcountry, air taxi service, flight instruction, aviation
mechanic services, aerial photography, search and rescue, and governmental
flying.
The two fixed base operators are located on privately owned land within the
city airport property. Therefore the operators are not on a lease with the
city or with the airport association but through the dispensing of fuel do
provide a 2� fuel tax income to the airport coffers. The helicopter operation
is located on a land lease from the airport association.
Rules and Regulations
At the time the airport association took over the maintenance and operation
of the airport, it was determined that the airport should not be developed
1-2
to a point that it would attract executive jet aircraft. Knowing that the
executive jet aircraft are the biggest noise generators; the city and the
association have insisted that the field rules prohibit the use of the airport
by jets. The airport has a traffic pattern which causes the aircraft to avoid
the populated areas as much as possible. Aircraft utilizing runway 13 must
approach from the northeast over the town and depart to the south. The
aircraft utilizing runway 31 are however able to approach from the south-
westerly direction which keeps them away from town and also farther from
the two radio towers some mile and one half from the end of the runway to
the southeast. The Rules and Regulations are included as Chapter 4 in this
report.
The attractiveness of the airport, namely its convenience to the city, is
causing increased aviation activity on the airport to the point that it has
become apparent more planning is needed to better locate the airport facilities
to ensure its continuance for many years to come. This has been the under-
lying justification to conduct this mini -master plan.
U.S. Highway 93 south has grown up with businesses of all types immediately
adjacent to the airport. Supermarkets, stores, implement and auto agencies,
motels and other businesses are located within walking distance of the city
airport. Most all of these businesses find the airport to be advantageous to
their enterprise and they in part were attracted to locate their business in
that area because of the airport.
The Montana National Guard which is a heavy user of aircraft and helicopters
located their Kalispell armory immediately adjacent to the airport and U.S.
Highway 93. This location allows their personnel from other offices to fly
in without the need for ground transportation or the wasting of time and
energy traveling by automobile between the airport and the armory.
Study Objective
The popularity of the airport has attracted some 60-65 based aircraft. The
fixed base operators have provided buildings for their own aircraft but
the private aircraft owner and other general aviation needs have not had the
1-3
advantage of any planning or layout to show their particular tie -down areas,
future hangars and growth areas. The lack of a plan has caused the parking
of aircraft to be a patchwork operation on parcels of ground that are totally
unprepared for this continued use. The lack of a plan has also discouraged
any private building development for storage of aircraft on the airport. The
tieing down of aircraft occurs on both sides of the runway depending on the
private aircraft owners choice in fixed base operations. Both sides of the
runway have a partial parallel taxiway which is in a poor state of repair and
the grass tie -down areas are somewhat irregular.
It has been the practice of the city airport to make property available to
those who want building space but the airport itself has never been in a
financial position to actually construct and rent out buildings. This plan
later deals with the rentable areas available for location of private hangars.
The city and the airport association will have the option in the future of
either leasing properties or selling airport property for the construction of
private hangars. Income from such transactions is to be dedicated back
into the airports budget.
This plan identifies the tie -down areas to be improved and,paved and the
tie -down area to remain turf. The plan sets forth a system of rates and
charges for leases and rentals of building areas or simply tie -down areas
for the individual aircraft.
Airport Facilities
The federal and state aviation records show the Kalispell City Airport as having
a 3600 foot runway with a magnetic heading of 13/31. Actual field checks have
however determined the runway to be 3500' and the width varies from 60 to 75'.
The parallel taxiways are irregular in width and in grade. The taxiways are
in generally poor condition and average approximately 15' in width.
The turf tie -down areas are difficult to remove snow from and rough in the
summer time due to gophers. Most aircraft owners would prefer having an
1-4
assigned area on black top with adequate tie -downs even though a minimal
charge may be imposed, with the opposite being a free tie -down spot on an
unprepared surface.
The airport has a rotating clear and green beacon and low intensity runway
lighting. The past few winters the lighting has suffered damage from snow
removal equipment. The airport has no other navigational facilities.
The FAA has classified the pavement strength as 4,000 Ibs. single wheel
loading. This means that theoretically the airport would be capable of hand-
ling an aircraft weighing up to 8,800 lbs. The runway width and length
classification places the Kalispell City Airport in the basic one category.
Access to the airport is either obtained directly from U.S. Highway 93 or
via the airport road which is on the westerly side of the airport. The air-
port has virtually no road system of its own in that it is so convenient to
both accesses on the easterly and westerly boundaries. The automobile
parking for both sides of the airport is inadequate even though total space
is available. Likewise taxi access from the private areas to the runway por-
tion of the airport is also inadequate.
The security for the entire airport is lax in that it is possible to drive an
automobile directly from the city streets right onto the paved surface of the
airport. Although no known serious incidents have developed from this lack
of security the potential exists for conflict between automobiles and aircraft.
Complete security for the airport cannot be provided until the airport has a
perimeter fence and the apron areas are lighted.
Alternative Solutions
Due to the way the surrounding commercial and industrial business community
has grown around the airport there is no alternative available for runway
realignment. It is further impossible to extend the runway to the northwest.
The possibility does exist for an extension to the southeast. The airport
is not now protected by restrictive covenants or non -development zoning on
1-5
either end of the airport. The only protection the airport has is the fact
it has been able to exist within its own boundary confines and it has compa-
tible neighbors on either end.
Airport Value
Airports are vulnerable targets, easy to criticize by just about everybody
except an occasional pilot. The problem is some airports are too big, but
not big enough to handle the traffic. The small ones serve a valuable ser-
vice, but frequently fall prey to land developers building on the prosperity
often inspired by the presence of the airport. Converting airports to condo
communities is rather like selling the bridges into Manhattan to real estate
developers. Community airports like the Kalispell City Field, are usually
strategic bridges to outside business and industry. And then there are the
environmental concerns; air pollution, noise, ground traffic. All critical
problems which must be solved if the nation's general aviation system, and
a great deal of the economy, is to function with the efficiency the nation
deserves.
Landing Off the Beaten Path
Beech Aircraft's Research Director reports more than 9,000 plants have been
located in other than urban areas during the past three years. This move
to the country has placed a premium on communities who have or will build
a local airport. The local airport is rapidly becoming the principal gateway
to the nation's modern transportation system. Communities large and small
are realizing that to be without air service today is as detrimental to their
development as being bypassed by the railroads was a century ago, or left
off the highway map 25 years ago. Communities that are not readily acces-
sible to the airways may suffer economic penalties that can affect every local
citizen whether he flies in a general aviation aircraft, uses commercial airlines
or never travels at all. Now that deregulation has ended federal control of
1General Aviation Manufacturers Association
1-6
the nation's airlines, the airlines tend to fly bigger planes between big cities
and drop service on uneconomical routes. The answer is air taxis, commuter
service, and business aviation. As a general aviation expert noted, "We're
not in conflict with the airlines. They do a great job between major metro
areas, always have. But once you get off the beaten path, it's a whole dif-
ferent story."
Kalispell City Airport Is A Real Asset
According to a recent study by the Chamber of Commerce of the United States,
every 100 new industrial jobs creates an economic fallout of a million dollars
in personal income, more than a half million dollars in additional retail sales,
an additional retail store and 68 non -industrial jobs. Surveys of major U.S.
corporations have shown that most of them are reluctant to locate plants and
offices in an area that lacks an airport. A study at Van Nuys, California,
revealed that the average visitor who comes to town through the general
aviation airport spends three times more in the community than the visitor
who arrives by other transportation. Van Nuys Airport, the busiest general
aviation airport in the nation, has an estimated economic impact of well over
$100 million per tear on the central San Fernando Valley.
Economic Impact
The city and the association should do everything within its power to en-
courage the development of the Kalispell City Airport and the improvement
of all fixed base operations to accommodate the forecasted traffic. The air-
port could provide a better entrance to the city in that many of the visitors
to the airport are not just from the area but from distant locations with the
people flying in for both recreational and business purposes. A substandard
runway or shoddy buildings make a very poor entrance to the community
whereas on the other hand it could be a show place to not only the visitors
but also to Flathead Valley residents. The poor taxiway system and lack of
an adequate tie -down area is the first thing the air visitor notices. On the
plus side of the ledger however, is the immediate choice of motels the visitor
has and all within walking distance.
1-7
This airport creates a gross sales from the three fixed base operators of some
two and one half million dollars annually. The payroll of the employees on
the airport is estimated to be in the vicinity of $800,000 annually. The sixty
aircraft based on the airport pay personal property tax averaging approxi-
mately $580 per aircraft per year. This in itself realizes the county some
$35,000 annually. In addition to this are the real estate taxes paid by the
owners of the private buildings on the airport.
Naturally the aircraft owner has a choice of either basing his aircraft on
the city field or out at the county airport. Many aircraft based on the
county airport are the heavier executive twin -engine aircraft and the other
aircraft are owned by persons who find it more convenient to be some 10
miles north of the city as opposed to being immediately adjacent to the
south edge of the city. The county airport board must recognize the fact
that if the city and the Airport Association chose to close the city airport,
the county airport could be impacted overnight by some 60 aircraft at this
particular time and as many as 114 aircraft in 20 years. Such an impact
would cause an immediate capital expenditure to allow for parking aprons
and service taxiways to hangars.
The city receives many benefits from the airport through income from the
real estate tax on the buildings, other property taxes and the economic in-
put to the city from the gross sales and the payroll. The city probably is
also fully aware of the fact that several of the businesses and governmental
agencies immediately adjacent to the airport were placed there because of the
availability of the airport. It is therefore fitting and proper that the city
continue to work with the Airport Association and follow the recommendations
of this plan to not only insure the continuance of the airport but to insure
it at an increase in safety level as well as develop it to its fullest as an air-
port and release the unnecessary lands for other purposes.
Energy Efficiency /1
In one way the energy crisis did General Aviation a favor. When the experts
began looking around for places to save fuel, they assumed one good way
was to ground most privately owned aircraft. After a closer look, general
aviation was encouraged to expand and for good fuel conservation reasons.
During the congressional debate at that time, Representative Bud Schuster,
Chairman of the National Transportation Policy Commission, took the floor
and stated: "Mr. Chairman, I would tell the members of the House that for
many years I was under the mistaken impression that there was great fuel
inefficiency in general aviation. But as Chairman of the National Transportation
Policy Commission, we have held hearings last month and one of the things
we learned --and for me it was a great revelation --was that general aviation
is very fuel efficient. I just never guessed it, but having seen the facts,
I am now persuaded. I think it would be very unwise for us to proceed
under the kind of myth which I proceeded under for many years." By
1980, consumption of fuel in the United States for all forms of transportation
is expected to total about half a billion gallons per day. General aviation
aircraft use less than .8o of the fuel used for transportation and less than
7% of all the fuel used for aviation. For each gallon of fuel used by all
forms of transportation in the U.S. each year, general aviation aircraft
use about two tablespoons.
Those two tablespoons per gallon keep 200,000 general aviation aircraft
flying. When it comes to moving people, they use less fuel per seat -mile
than many larger aircraft. A Boeing 747 averages 40 seat -miles per gallon.
A six -passenger Piper Lance yields 75 seat -miles per gallon. Even the very
fuel efficient McDonnell Douglas DC-10 does not use fuel as efficiently as
light twins. And this contrast isn't going to change greatly in the fore-
seeable future. The new generation of airline aircraft with anticipated
increases of 50% in fuel efficiency by the year 2000, won't yield as many
seat -miles as a four -passenger Mooney 201 does today. The energy crisis
clearly established general aviation is a fuel efficient/time efficient form
of transportation.
/1 General Aviation Manufacturers Association
1-9
CHAPTER TWO
Forecasting
The historic trend of aircraft ownership on Kalispell City Airport has for the
past few years increased at approximately 154 every five years. This trend
is expected to continue and even though the exact number of aircraft fluc-
tuate seasonally, it can be assumed that in 1980 the based aircraft will num-
ber some 65. The ratio of based twin engine aircraft at Kalispell City Field
has been slightly less than the state wide average. Most airports of this size
will have approximately 10-150 of the total aircraft being multi -engine. In
the case of the city field it is less than 104. Once the airport is improved
as recommended the field will tend to attract more twins and also some of the
present single-engine aircraft owners will probably move up to twins, thus
by the end of the century probably 104 of the total aircraft will be multi -
engine. It is highly doubtful that any of these multi -engine would be turbo-
props, most of those will remain to be based at Glacier Park International
Airport. Nevertheless, with the growth rate as previously mentioned the total
based aircraft will go from 65 in 1980 to approximately 114 by the year 2000.
This plan feels that at least 804 of the local aircraft owners would prefer to
have their aircraft in a hangar as opposed to sitting outside. The Kalispell
weather is not severe in the winter time therefore the less expensive airplanes
still seem to survive without damage and there will always be a certain number
who either can't afford to be located in a hangar or simply prefer to remain
out of doors. At the present time, approximately one half of the based air-
craft are located in hangars with 30 to 40 aircraft remaining out of doors.
Should additional hangar spaces be provided to house the total 804 earlier
mentioned it would mean that 22 additional hangar spaces are needed in 1980.
This of course would free up some of the tie down spots and it would mean
that only 9 additional tie downs are required for the 13 local aircraft that
would want to remain out of doors along with 26 itinerant aircraft. This
plan has assumed that for every local aircraft remaining on the tie -down area,
2 itinerant spots would be desirable for those aircraft either coming in for
2-1
The "straight-line method" of energy conservation as widely promoted by
Beechcraft establishes one of the basic realities of business flying in terms
of other methods of transportation. Beech points out that a Beechcraft
Sierre will take you from Kansas City to Milwaukee in 2 hours, 49 minutes,
on 29 gallons of fuel. They then point out that a mid-sized American car
complying with 1979 EPA estimates probably wouldn't get to Milwaukee from
Kansas City on 29 gallons of fuel, and regardless of fuel consumption, could
never do it in that time. This is the kind of message that businessmen are
finding more and more persuasive.
Most General Aviation Flying is Strictly Business
About three-fourths of general aviation flight hours are devoted to business
and commercial interests. Over half of the Fortune 1000 companies operate
business aircraft, some on a regular basis to communities far from airports
serviced by commercial airlines. Less than 400 airports in the country are
serviced by commercial airlines and many of these are served by only one
airline. General aviation aircraft use about 14,000 airports in this country
and each of those airports is contributing to the economic well-being of the
community it serves. Such is the case at Kalispell.
Other small aircraft business are the increasingly useful air taxi services,
rental planes and commuter operations which, since the deregulation of air-
lines, are playing a critical role in tying the nation's air transportation system
together. More and more farmers, ranchers and medical teams regard airplanes
and helicopters as an important, often critical, tool.
Business aviation has become an important part of the nation's most productive
companies. Each person employed by a Fortune 1000 company using business
aircraft represents about $73,000 worth of goods each year. Companies oper-
ating business aircraft earned more than $3,500 per employee on the average.
(It is interesting to note that companies using business aircraft tend to be
much more profitable than companies which don't.) The business of general
aviation also benefits our nation's economy, contributing about 250,000 jobs
and more than $10 billion to the GNP each year. Even the country's trade
deficit is helped by the general aviation industry since for every airplane
imported into the United States, 35 general aviation planes are sold overseas.
1-10
the day or remaining overnight. Only about 25% of the itinerants remain
overnight. Table 2-1 sets forth the number of based aircraft, the tie -down
requirements, and hangar space requirements. One can see that if the hangar
spaces are not provided for as forecasted, additional paved apron will have
to be provided for that number of aircraft. The hangar spaces recommended
could either be in the form of large bulk storage hangars provided by the fixed
base operators or a condominium type hangar provided by several business
aircraft owners or simply private hangars or T -hangars provided by indivi-
duals or businesses. This plan does not recommend either the city or the
association get into the hangar ownership and rental business. This plan
does strongly recommend however that area is to be set aside for those per-
sons desiring to either rent or buy property on which they can place their
own private hangar which will have direct access to a paved taxiway.
The master plan is set forth in such a manner that the total number of based
aircraft would have space to tie -down outside in the event hangar space is
not available. One must assume that if an area is made available for hangars,
they will be built and that the paved tie -down apron will be necessary for
just those aircraft not desiring hangars plus the itinerant aircraft. Therefore
a total of some 69 tie -down spots will be needed by the end of the planning
period assuming a total of. 91 hangars spaces have become availabl- by that
time.
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CHAPTER THREE
Airport Requirements
This plan recommends that the Kalispell city airport be upgraded from a basic
utility 1 to a basic utility 2 category airport. In essence this means going
from a 3500' runway to a 4300' runway. The existing runway width is ade-
quate and in fact should be squared off so that the actual usable runway
width of properly paved area be 601.
In order to extend the runway to a 4,300' length, additional property will
have to be purchased to the southeast in the vicinity of the existing wrecking
yard. The extension project will also mean the relocation of the road which
now goes along the southerly boundary of the airport serving the new in-
dustrial area near the city sewage plant.
The first order of priority for the future runway extension will be to secure
the property. Once that is secured and fenced and the road relocated the
pressure is off until the city and the association can actually afford the con-
struction project itself. By acquiring the property and removing the ,ob-
struction fencing and roadway, the useability of the Kalispell City Airport is
increased tremendously.
The extension of the runway is recommended for the sole purpose of making
the airport safer to both the flying public and the surrounding neighbors.
The extension will not attract any heavier aircraft or aircraft of a different
category, but would better accommodate the aircraft now using the airport.
The old category of basic utility 1 would be nearly satisfactory if the airport
had full control of the clear zones and they had no obstructions. That is
not the case however, and to make the airport perfectly safe for the category
of aircraft now using the airport the basic utility 2 is desirable. The land
purchase for the existing southeast clear zone which will in fact be the area
for the future extension, is approximately 8 3/4 acres. It would be desirable
at this time to also secure an easement for the ultimate clear zone even further
to the southwest, this clear zone would be at a 20:1 angle and from the newly
3-1
Airport Future
The recommendations made in this plan in terms of land purchases, layout,
construction, and all other changes are not solely for the future needs but
are also for existing needs. In the case of the Kalispell City Airport, the
aircraft owner has been getting by with the bare necessity in the past and
as traffic increases one is sacrificing safety if the airport doesn't comply
with physical needs or dimensional criteria. For example, as traffic increases
the need for a parallel taxiway becomes necessary to the point of being man-
datory in order to eliminate the taxiing of aircraft down the active runway
while other aircraft are landing and taking off. Likewise as traffic increases
the ground congestion in terms of tie -down areas and hangar locations reaches
the point of being not just undesirable but unsafe. Irrespective of traffic
increases the need is paramount to protect the approach surfaces especially
on the southeast end. The safer the airport can be made the more assurance
the City, the Association, and the aircraft owner have that the airport can
remain a public use airport indefinitely. If nothing is done in terms of im-
provements of the physical plant or improvements to the approaches, one can
be assured that the possibility for accident or incident increases. As the
safety decreases the life of the airport also decreases. Therefore, the owners
and operators of this airport, namely the City, the Airport Association, and
the aircraft owners, should do everything within their power to follow the
land acquisition and construction recommendations of this plan because the
other alternative is no airport at all. By following the recommendations of
this plan and by periodically updating the plan to review what has actually
happened every three to five years, this airport should remain a viable safe
airport for the remainder of the century. By not following the recommendation
of the plan the airport could cease to be an airport within five years.
Development and Finance Summary
Upon completion of this airport master plan the lands which are necessary
for future airport development can be identified. At the commencement of
this plan it was unknown whether or not the layout could be arranged to
provide enough area on the airport for the needed hangars and paved apron
3-5
relocated road would extend some 700' to the southeast. Such clear zone
would entail an easement over approximately 6.4 acres. There is no need
to own this clear zone as long as the owner will agree to a height limitation
on the objects within that area under the clear zone, and provided there are
no residences in the zone.
At such time the pavement is extended by 800' to make a new runway length
of 4,300', there will be approximately 80 to 100 aircraft based on the airport.
At this particular point in time this plan sees no need to provide a parallel
taxiway to the extreme end of the new runway 31. This however should be
monitored very carefully and in the event funds are available and construction
costs are not unreasonable the taxiway should be extended but only on the
side of the runway that seems to be producing the greatest amount of general
aviation activity.
Land Acquisition
Of the non -construction items of this plan the most important recommendation
is for the purchase of property on the southeast end of the airport.
At the time the runway was extended a parcel of property was acquired for
the runway extension. The runway was offset within this parcel. Now with
the possibility of parallel taxiways and a perimeter fence and with the advent
of private hangars southwest of the runway, it is very important to complete
the land acquisition or control of the property for a 400' width or 200' either
side from the runway centerline.
In addition to the above, approximately 8.8 acres should be acquired within
the wrecking yard adjacent to the southeast end of the runway. This pro-
perty is the present clear zone and will be needed for the future runway
extension. A new road now goes through this area and the road must be
relocated at the time of land purchase.
Beyond this purchase to the southeast will be the continuation of the south-
east clear zone for the extended runway. A height restriction easement
should be obtained for that area.
EWA
This study has purposely not attempted to establish a value for the property
recommended for acquisition. Such attempt could be misleading and detrimental
to the transaction without first having the property appraised.
Runway
It is the recommendation of this plan that the association and the city pro-
ceed as soon as possible with a 2" pavement overlay on the existing runway
of 3500' by 60'. Such an overlay will protect the existing pavement, provide
better rideability on the existing surface and will delay any major rebuilding
project caused by the raveling of the pavement or actual removal of the pave-
ment from winter snow plowing and the freeze/thaw cycles that this airport
experiences.
In order to establish a proper order of development it would be highly desir-
able to provide paved tie -down aprons for the general aviation aircraft on
both sides of the runway. This action will set the stage to future orderly
development and allow for the placement of additional fixed base operator
buildings and improvements as well as for private owners. The pavement can
be placed in progression or as the traffic dictates, it certainly does not have
to all be placed in one particular year. This plan is recommending that the
area directly northeasterly of Stockhill Aviation be paved to provide for the
tie -downs for approximately 40 aircraft. An additional area to be paved is
located directly southeast of Strand Aviation. In time, all of the area of the
most northerly ballpark will have to be utilized for aircraft parking. The
ballfields have provided a perfect buffer between the airport and the highway
for several years and this plan foresees only the northerly ballfield ever being
removed for airport expansion purposes. The other ballfields may be sold or
traded over a period of time, with the monies assigned to future airport
development.
3-3
Taxiways
The third construction priority recommended by this plan will be the stub
taxiway system to serve the aforementioned paved tie -down aprons. The
fourth priority will be the parallel taxiways the full length of the runway.
These taxiways will have to be re-established at the proper setback which
is 150' from the runway centerline. The taxiways should be 20' in width.
It is recognized that on the south westerly quadrant of the field the taxiway
system would encroach onto private property. This plan recommends that
negotiations be held between the private owners and the airport association
allowing the airport to construct the taxiway system in accordance with FAA
setbacks, and for that right allow those owners of the private property on
the southwest of the airport free access onto the taxiway system as long as
the area remains an airport. It should also be further understood with those
neighboring owners that their building line set -back be 200' from the center-
line of the runway which would also be the perimeter fence line of the airport.
Once the parallel taxiway system is installed the old parallel taxiway system
will be abandoned and as a matter of practicality the existing parallel taxiway
system will probably need to be excavated out and used as part of the sub-
base material for the new taxiway system.
Fencing
This plan strongly recommends that the entire perimeter of the airport be
fenced in a manner that will preclude automobiles, motorcycles or pedestrians
from wandering onto the airport by accident or otherwise. The most critical
area to be fenced is the area behind the Elk's Club and Thrifty Scot Motel.
Another highly desireable security measure would be to place ramp lighting
on the front building line to protect those aircraft tied down and also to
illuminate the main entrances to the various hangars and offices. This lighting
need not be a sophisticated system but simply a mercury vapor or street light
provided by the power company on a monthly street lighting rate.
3-4
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space. This has been accomplished and in fact excess lands are available for
non -airport related purposes. These lands are in the area north of the city
sewer lagoon in the vicinity of a sand lot baseball field on the westerly side
of the airport. This area is approximately $12 acres or 375,000 square feet.
It is the recommendation of this plan that those lands be sold and that the
monies be deposited into the Airport Association account and earmarked for
future capital expenditures on the airport. This plan has not attempted to
appraise property or out -guess the appreciation of land values for future
years. Once the decision has been made by the city and the Airport Asso-
ciation to dispose of these properties or lease any other airport properties
for aeronautical purposes legal surveys must be made and appraisals devel-
oped for the subject property. This plan cannot recommend strongly enough
the necessity for the income derived from any lease or sale to be deposited
in the airport account. This source of income will be the primary life blood
of the future airport development, without that income the airport will not
be able to operate.
This plan further recommends that the area between the National Guard and
the Thrifty Scot Motel be allocated to a long-term use for National Guard
expansion. The new hockey rink can be relocated to behind the Elks Club.
The plan further shows that the area between the motel and the runway and
taxiway complex in this general area be allocated to the parking of National
Guard helicopters. This is a natural growth area for the guard and the guard
has in the original lease between the city and the Airport Association been
given free access to the airport. Parking space for the aircraft and rotocraft
is mandatory and they must have egress and ingress from the runway complex
to their building complex. In return for this long range land use assignment,
this plan recommends that the Airport Association propose to the Montana
National Guard that as an exchange or trade for the aforementioned airport
property the National Guard deed to the Airport Association an unused armory
previously used by the special service forces on the corner of Second Avenue
East -north and Montana in Kalispell. The Airport Association would then be
able to dispose of that property and again assign the revenue to the capital
improvement account of the airport. If necessary an appraisal should also
be made on both of properties.
19.1
This master plan has identified individual lots for leasing to persons desiring
to build private or commercial hangars adjacent to the future apron. The lots
are identified numerically with 1 being located east of Mountain West Helicopters
and adjacent to the building restriction line near the future parallel taxiway.
It is the recommendation of this plan that as nearly as possible the lot leasing
should follow in a chronological order although this is not mandatory. Within
each 100 by 100 foot area a common building line should be established facing
the apron. The tenants could lease as many lots as necessary and within
their leased area they would have room for not only their building but vehicles
and aircraft parking as well. This series of lots should also be made available
for the development of a future fixed base operation or the expansion of the
existing fixed base operations. This plan has assumed that on the easterly
side of the airport the expansion adjacent to Highway 93 that is the area
consuming the most northerly ballfield, would be made available to the expan-
sion of Strand Aviation. If there is no desire on the part of Strand Aviation
for that location it could be made available to another operator. Due to the
fact however it is contiguous to the existing Strand property the first right
of refusal should be given to Strand. The same applies to Stockhill Aviation
and the lots on the westerly side numbered 4, 5, and 6.
The Airport Association has the option of leasing these lots on say a five
year basis with renewable clauses and gauge the rental rate at either 10 per-
cent of the value of the lot per year or on a flat rate based on a square
footage charge. Table 3-4 of this report indicates that the method used for
calculating the income for these lots has been based on a charge per square
foot per year with the rate increasing in five year increments. It is virtually
impossible to predict acceptable rates for beyond a five year period, therefore,
all rates and charges on airport should be looked at at least every five years.
These lots should be legally surveyed and an appraisal would also be highly
desirable. This plan does not know of any restriction which would preclude
the sale of such lots as opposed to the leasing of the lots. In fact the Asso-
ciation should be ever mindful of the possibility of trading certain properties
for the needed acreage southeast of the runway end which will be necessary
for airport expansion. Such a trade could be done in combination with cash.
3-7
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Table 3-2
FORECAST ANNUAL TIE -DOWN SPACE RENTAL INCOME
3-10
Monthly Rates/Aircraft
Year
Aircraft
$10
$15
$20
$25
1980
13
$1,560
$2,340
$3,120
$3,900
1985
15
1,800**
2,700
3,600
4,500
1990
17
2,040
3,060**
4,080
5,100
1995
20
2,400
3,600
4,800**
6,000
2000
23
2,760
4,140
5,520
6,900**
** Recommended Rate
Note:
Upon completion
of the paved
tie -down aprons
the tie -down
fees noted
above
should be imposed as recommended.
3-10
Table 3-4
FORECAST TOTAL ANNUAL AIRPORT INCOME
Airport Income
Fuel Tax
Tie -down fees (local)
RON fees (Itin.)
Land Leases �1
Annual Totals
1980
1985
1990
1995
2000
$ 5,850
$ 9,000
$12,900
$17,640
$23,940
--
1,800
3,060
4,800
6,900
--
3,836
5,840
9,120
12,140
300
2,000
5,000
9,000
10,500
$ 6,150
$16,636
$26,800
$40,560
$53,480
�1 2 lots at $150 each - 3�/s.f.
5 lots @ 4�/s . f . for 1985
10 lots @ 5�/s . f . for 1990
15 lots @ 6�/s . f . for 1995
15 lots @ 7�/s.f. for 2000
NOTE: Assumption is made that the airport lots will be leased rather than
sold. In the event of a sale, that amount would also be airport income.
3-12
Table 3-5
KALISPELL CITY AIRPORT
POTENTIAL AIRPORT
REVENUE (ANNUAL)
AND
FIVE YEAR
ACCUMULATIONS
Local
R. 0. N.
Land
F. Y.
Fuel Tax
Tie -Down
Fees
Leases
Total
1981
$ 6,480
$ --
$ --
$ 300
$ 6,780
1982
7,110
--
--
725
7,835
1983
7,740
1,500
2,500
1,150
12,890
1984
8,370
1,600
3,300
1,575
14,845
1985
9,000
1,800
3,836
2,000
16,636
Total
$38,700
$4,900
$9,636
$5,750
$58,986
1986
$ 9,270
$ 2,040
$ 4,200
$ 2,600
$ 18,110
1987
9,548
2,280
4,600
3,200
19,628
1988
9,834
2,520
5,000
3,800
21,154
1989
10,130
2,760
5,400
4,400
22,690
1990
12,900
3,060
5,840
5,000
26,800
Total
$51,682
$12,660
$25,040
$19,000
$108,382
1991
$13,287
$ 3,300
$ 6,496
$ 5,800
$ 28,883
1992
13,685
3,600
7,152
6,600
21,027
1993
14,096
3,900
7,808
7,400
33,204
1994
14,519
4,300
8,464
8,200
35,483
1995
17,640
4,800
9,120
9,000
40,560
Total
$73,227
$19,900
$39,040
$37,000
$169,167
1996
$ 19,215
$ 5,220
$ 9,724
$ 9,300
$ 43,459
1997
20,790
5,640
10,328
9,600
46,358
1998
22,365
6,060
10,932
9,900
49,257
1999
23,152
6,480
11,536
10,200
51,368
2000
23,940
6,900
12,140
10,500
53,480
Total
$109,462
$30,300
$54,660
$49,500
$243,922
3-13
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[y:rl2 is ZaINWI:
AIRPORT RULES AND REGULATONS
Kalispell City Airport
Kalispell, Montana
These rules and regulations shall supercede all previous rules and reg-
ulations heretofore applying to Kalispell City Airport and have been adopted
by the Kalispell Airport Association with respect to the use of the airport to
provide for the safety of all persons using the airport.
Nothing in these Rules and Regulations shall be construed as permitting
any violations of any of the existing State and Federal laws governing said
Airport.
Section 4-100 -- General
4-101 All aeronautical activities at Kalispell City Airport and all flying
of aircraft departing from or arriving at the Airport in the airspace
which constitutes the airport t-affic zones at the Airport shall be
conducted in conformity with the current pertinent provisions of
the Federal Air Regulations.
4-102 Kalispell City Airport lies within the limits of the State of Montana,
all laws and regulations of the State shall apply to all activities,
construction, traffic, etc., at the airport facilities.
4-103 The Airport Association shall appoint an airport manager, the airport
manager shall at all times, have authority to take such action as may
be necessary to safeguard the public in attendance at the airport.
4-104 The airport manager may suspend or restrict any or all operations
without regard to weather conditions whenever such action is deemed
necessary in the interests of safety.
4-105 Instructors shall fully acquaint their students with the rules and
shall be responsible for the conduct of the flight under their
4-1
Section 4-200 --Taxiing Rules
4-201 No person shall taxi an aircraft until he has ascertained that there
will be no danger of collision with any person or object in the im-
mediate area, and when available shall obtain assistance and infor-
mation from airport attendants.
4-202 Aircraft shall be taxied only at a safe and reasonable speed.
4-203 Aircraft not equipped with adequate brakes will not be taxied near
buildings or parked aircraft unless an attendant is at a wing of
the aircraft to assist the pilot.
4-204 No aircraft or aircraft engine shall be started or operated without
a competent person at the controls.
4-205 Taxiing for take -off from either end of runway will be confined to
parallel taxiway whenever possible, runway will be used for taxiing
only after pilot is certain that no other aircraft is in approach pat-
tern or take -off process.
4-206 Aircraft awaiting take -off shall stop in the runup area well clear of
the runway and in a position to provide direct view of any aircraft
approaching for a landing.
Section 4-300 --Landing and Take -off Rules
4-301 During and after take -off the pilot of radio equipped aircraft shall
guard the Aeronautical Advisory (Unicom) frequency until outside
the airport traffic zone.
4-302 Landings and take -offs shall be made directly into the wind or on
the runway most nearly aligned with the wind as designated by
the windsock. When the wind is calm or less than 5 knots velocity,
landings and take -offs are to made to the southeast. Exceptions
will be made as authorized by the Airport Manager.
4-3
4-303 The traffic pattern altitude is 800' above ground level and the
pattern legs are indicated within the segmented circle around the
wind cone. The approach/departure on Runway 13 is to and
from the northeast and the approach/departure on Runway 31 is
to and from the southwest.
4-304 Aircraft while on final approach to land or while landing have the
right of way over aircraft in flight or operating on the surface.
When two or more aircraft are approaching the airport for the pur-
pose of landing, the aircraft at the lower altitude has the right of
way, but it shall not take advantage of this rule to cut in front of
another aircraft which is on final approach to land or to overtake the
aircraft.
4-305 All take -offs will be made from the end of the runway in use, thus
providing the safety factor of the full length of the runway.
4-306 Rotocraft shall be flown in a pattern to avoid the flow of fixed wing
aircraft. Rotorcraft will guard the Aeronautical Advisory (Unicom)
frequency until landed.
4-307 Fixed wing jet aircraft are not permitted to use the Kalispell City
Airport. Jet helicopter and turbo -prop aircraft are allowed.
Section 4-400 --Ground Rules
4-401 At no time shall engines be "run up" when other aircraft, hangars
shops, other buildings, or persons on the observation areas are in
the path of the propeller stream. Aircraft moving away from the
parking ramps shall avoid damaging other parked airplanes with their
propeller stream.
HEI
Section 4-500 -- Fire Regulations
4-501 All persons using in any way the airport area or the facilities of
the airport shall exercise the utmost care to guard against fire
and injuries to persons and property.
4-502 No person shall be permitted to smoke within 100 feet of such air-
craft during fueling or de -fueling operations.
4-503 No aircraft shall be fueled while the engine is running, or being
heated by an open flame type heater.
4-504 All aircraft without exception shall be electrically grounded when
being refueled.
4-505 The following is prohibited in aircraft storage hangars:
a. Starting or taxiing of aircraft.
b. Open flame tools or heaters.
C. Flammable material storage.
A-506 In case of an accident on or near a runway, aircraft in the air
will continue to circle the field or land, wind permitting, on an
unobstructed segment of the runway or as directed by Aeronautical
Advisory (Unicom) Radio.
4-507 In case of an accident occuring on the airport, no vehicle or per-
sonnel shall be permitted on the landing area without express
approval of the Airport Management except emergency equipment,
vehicles and personnel responding to the emergency.
4-508 Persons involved in aircraft accidents occuring on the airport shall,
within 24 hours, make a full report thereof to the Airport Management.
4-509 Within five (5) days after notification, wrecked or damaged aircraft
must either be removed from the airport or stored in a designated
area. If not removed or stored, the Airport Management will re-
move said aircraft from the airport at the expense of the owner.
4-6
Section 4-600 -- Penalties
4-601 In addition to penalties provided by state and federal law, any
person operating or handling any aircraft in violation of these
rules, or refusing to comply therewith, may be promptly removed
or ejected from the airport by or under the authority of the airport
manager, and upon the order of the airport association, may be
deprived of the further use of the airport and its facilities for
such length of time as may be required to insure the safeguarding
of the same and the public and its interest therein.
4-602 Any person violating any of the provisions of the Aeronautics Act
or any of the rules, regulations or orders issued pursuant thereto,
shall be guilty of a misdemeanor and punishable by a fine of not
more than $500.00 or by imprisonment in a county jail for not more
than 90 days or both.
Section 4-700 -- Fee Rates and Charges
This section is not intended to abrogate the existing contracts of the
Kalispell Airport Association with tenants or lessees of Kalispell City Airport.
(The following is for use in the established part of the fees and charges for
commercial aircraft operating from Kalispell City Airport).
4-701 All aircraft operating on a commercial basis on Kalispell City Air-
port, other than lessees and established operators will be charged
a minimum fee for the use of the airport facilities. Such fees will
be established, altered or amended by the Kalispell Airport Associ-
ation from time to time. If, in the opinion of the Airport Manager
such aircraft are causing more than normal wear and depreciation
on the airport facilities the minimum fee may be raised in an amount
sufficient to cover maintenance and repair to such items. All such
fees are due and payable in advance to the Kalispell Airport Associ-
ation through the Airport Manager.
4-7
4-702 All ground leases for personally owned aircraft hangars, and other
private use facilities shall be for a period and at a rate to be es-
tablished from time to time by the Kalispell Airport Association.
Upon termination or expiration of such lease the property shall
revert to the Association.
4-703 All leases, agreements, contracts, between persons and the Kalispell
Airport Association are non -transferable except on official approval
of the Kalispell Airport Association.
Section 4-800 -- Building Requirements
4-801 All structures erected on the Kalispell City Airport premises shall
meet the state of Montana Building Code. All such structures
shall be of a design harmonious with the surrounding structures.
All structures will be located in the area specific for their par-
ticular use on the Airport Master Plan, as designated by the
Kalispell City Airport Association.
4-802 All buildings, leased areas, and privately owned facilities must be
maintained in accordance with the pertinent State Codes and the
rules and regulations of the Montana Division of Aeronautics,
Kalispell Airport Association, and the City of Kalispell.
4-803 Access shall be provided the airport manager and officers of the
Kalispell Airport Association to all buildings for periodic inspection
purposes.
4-804 Before any structural alteration, major repair, or additional equip-
ment installation is made, prior approval must be obtained in
writing from the Kalispell Airport Association.
4-805 All refueling installations will be located only in the areas so desig-
nated in writing by the Kalispell Airport Association, and fuel
storage installations will be located only in a designated common
tank farm.
4-806 All facilities and areas at the Kalispell City Airport may be used
only for purposes directly connected with, or incident to, aviation,
except as expressly provided, in writing, by Kalispell Airport
Association.
4-807 All tenants will be subject to the reasonable requirements, requests,
and directions of the Airport Manager.
4-808 The Airport Association reserves the right to make such other and
further rules and regulations as in its judgment may from time to
time be necessary for the safety and cleanliness of, and for the
preservation of good order at the Kalispell City Airport.
THE FOREGOING RULES AND REGULATIONS WERE PASSED BY
THE BOARD OF DIRECTORS OF THE KALISPELL AIRPORT
ASSOCIATION, KALISPELL, MONTANA,
BY ORDER OF THE KALISPELL AIRPORT ASSOCIATION.
Chairman Signed , 19_
Secretary , Attest , 19_
M•
KALISPELL CITY AIRPORT
KALISPELL MONTANA
ELEVATION 2935'
DATE= 10-10-79 DRAWN 8V%NC
SCALE: V'-' CHECKED BY:�
IAT ITUDE= 49 1100 FAA SITE NO. 12417.A
LONOfTUDE: -' 1G 00. LOCATION (DENT, 827
�/ ..V ULTIMATE AIRPORT LAYOUT -111 - ' I l
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