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Chapter 1Kalispell City Airport Feasibility/Master Plan Study August 1999 CHAPTER ONE - INVENTORY EXISTING FACILITIES Kalispell City Airport presently has one runway, designated 13-31 with one full parallel taxiway (on the east side of the runway) and one partial parallel (2,300 feet long, on the west side). Pavement strengths are unknown, but presumed light duty (less than 12,500 single wheel loading (SWL)). Runway dimensions are 3,600 feet in length x 60 feet wide. The Runway Protection Zones (RPZ) are the trapezoidal areas located 200 feet from the thresholds of each runway. FAA AC 15015300-13 Airport Design specifically prohibits residences inside the RPZ, it also encourages the airport sponsor to own the RPZ entirely. The RPZ for Runway 13 is 250 feet x 450 feet x 1,000 feet, and has serious land -use compatibility problems. Some of the RPZ for Runway 13 is owned by private homeowners who live in residences inside the RPZ. The RPZ for Runway 31 is also 250 feet x 450 feet x 1,000 feet and is also not owned by the airport sponsor. There are, however, no residences in this RPZ. The Runway Object Free Area (OFA) is 250 feet wide centered on the runway centerline and extends 240 feet beyond the runway threshold. The runway has stake mounted low intensity runway lights (LIRLs). These lights are mounted on apparently non -frangible, concrete encased stakes. The taxiways have stake mounted retro-reflective markers. There are no airport location signs on the airport. There are two fueling aprons, one on each side of the runway. Red Eagle Aviation located on the east side of the runway has a fueling apron that is approximately 10,000 square feet. Diamond Aire has an approximately 45,000 square foot apron on the west side of the airport. There are two fueling islands (Diamond Aire and Red Eagle Aviation) and three fuel trucks available to service local and itinerant traffic (Diamond Aire, Red Eagle Aviation, and Eagle Aviation.) Presently, aircraft use home-made tie -downs to park in the grass along the edges of the fueling aprons. Overall, there are 68 tie -downs available. There are two nested Tee hangars and eight commercial hangars (including one helicopter hangar) located at the airport. The two nested Tee hangars have a storage capacity of six aircraft each. Of the commercial hangars, Diamond Aire owns one, Red Eagle Aviation owns one (plus one of the storage hangars), one is owned by Sky Corral Air Service, Mountain West Helicopters leases one, Eagle Aviation leases one, and three more are owned by unknown parties. See the airport layout plan in Appendix D. W Kalispell City Airport Feasibility/Master Plan Study August 1999 RUNWAY LENGTH Factors considered when determining runway length is family of aircraft regularly using the airport, the mean maximum temperature of the hottest month of the year, and altitude of the airport. Airports are usually developed in phases and in the first phase the runway is designed so that 75% of all aircraft in the design fleet may depart on during the hottest month of the year. Later, the runwayis extended to its intermediate length where 95% of the aircraft in the design fleet may depart during the hottest month of the year as more demanding aircraft use the field. Finally, when the most demanding aircraft in the design family use the airport regularly, the runway is extended to its ultimate length so that 100% of the aircraft in the design family may depart during the hottest month of the year. Runway lengths for Kalispell City Airport are shown below: Initial Development 75% of the fleet 3,600 feet Intermediate Development 95% of the fleet 4,300 feet Ultimate Development 100% of the fleet 4,700 feet At Kalispell City Airport the ultimate development is shown as 4,700 feet (100% of the fleet). Generally the larger the aircraft, the more demanding it is, and the noisier it is. The product of the FAA Runway Length software is included in Appendix G. DESIGN STANDARDS The following table illustrates a comparison of design standards of the B-I Airport Reference Code and the B-II Airport Reference Code. 6 Kalispell City Airport Feasibility/Master Plan Study August 1999 TABLE 1 -DESIGN STANDARDS FOR BI AND BII AIRCRAFT AIRPLANE DESIGN GROUP ITEM I II Runway Width 60 ft 75 ft 18m 23)m Runway Shoulder Width 10 ft loft 3m 3m Runway Blast Pad Width 80 ft 95 ft 24m 29m Runway Blast Pad Length 100 ft 150 ft 30m 45m Runway Safety Area Width 120 ft 150 ft 36m 45m Runway Safety Area Length 240 ft 300 ft Beyond RW End 72 in 90 m Runway Object Free Area Width 400 ft 500 ft 120 in 150 in Runway Object Free Area Length 240 ft 300 ft Beyond RW End 72 in 90 m Taxiway Separation Width 225 ft 240 ft 67 in 72 in AC 15015300-13 CH4, Table 3.1, Runway design standards for aircraft approach category A & B visual runways and runways with not lower than 3/4-statute mile (1 200 m) approach visibility minimums. Kalispell City Airport Feasibility/Master Plan Study August 1999 Figure 1 Aerial Photo of Kalispell City Airport N. LAND USE AND ZONING Zoning and Land Use is discussed in more detail in Chapter Three. The current zoning resolution in force establishes airport perimeter boundaries. Height restrictions have been in place since 1980. The current zoning resolutions protect the PAR Part 77 imaginary surfaces of a B-1 small aircraft airport, and may require further amendment if a B-11 facility is developed. GROUND ACCESS, CIRCULATION AND PARKING The airport presently can be accessed from U.S. Highway 93 on the east, from Airport Road on the west, 18`h Street West on the north, and a private road on the south. There is a partial perimeter fence on the east side which was erected as the outfield fence for the four Little League® fields. A similar fence separates the landing field from the soccer fields located immediately west of the landing field. No other fences exist. Parking is unrestricted on the airport; however, parking is generally confined to close proximity of the fixed base operators (FBO). ENVIRONMENTAL DATA This subject will be discussed in detail in Chapter Three of this study. Kalispell City Airport Feasibility/Master Plan Study August 1999 AIR TRAFFIC MANAGEMENT There are two classes of airways in the United States, "Victor" and "Jet". Victor airways extend from minimum en route altitude or minimum safe altitude up to 18,000 feet above mean sea level (MSL). Jet routes extend upward from 18,000 feet MSL. Victor airways are also known as the very high frequency omnirange, (VOR) system or low altitude federal airways. There are apparently no published military training routes located near Kalispell. This is subject to change. Generally, military training routes are shown on sectional aeronautical charts. Figure 2 shows the current location of Victor airways and military training routes in the vicinity of Kalispell. Figure 3 is copied from the Great Falls Sectional Aeronautical Chart (541h Edition, January 29, 1998) which became obsolete on the publication of the next edition on July 16, 1998. The airspace in the greater Kalispell area is Class E airspace with floor elevation 700 feet above the surface and is controlled by the Air Traffic -Control Center in Salt Lake City, Utah. METEOROLOGICAL DATA According to the Glacier Park International Airport Master Plan Update conducted by CH2M Hill in 1995, visual flight rules (VFR) weather occurs in the Flathead Valley 92% of the time. During 12 mile per hour winds, Runway 12-30 provides 93.01 % coverage. It is assumed that the Kalispell City Airport Runway 13-31 provides similar coverage. Federal Aviation Administration design guidance emphasizes the desirability of airport runways providing wind coverage 95% of the time. In fact, in some cases the FAA will fund construction of a crosswind runway where 95% wind coverage is not possible with one runway; however, given the proximity of Glacier Park International Airport, development of a crosswind runway at Kalispell City Airport is not expected. FINANCIAL DATA Cost estimates for development of Kalispell City Airport to B-II Non -Precision Instrument (NPI) standards at its present location, and for similar development at a "generic" location in the vicinity ofKalispell, are included in Appendix C. The following notes and assumptions are in effect. Land acquisition expenses account 45% of the development costs at the existing location, and are based on recent land sales in the vicinity of the airport. • Development costs at both locations include $622,000 for Tee hangar and pilot lounge development, which is neither required nor eligible for Federal funds. 0 t x ..wr � r $ j III -.. y Loren t: s N Area Airspace and Airports Other than hard -surfaced runway VOR-nMF OHard -surfaced runway 1500 ft. to 8069 ft. in length Non -Directional Radiobeacon ®Private "(Pvt)" - Non-public use having emergency or — Class E Airspace d landmark value. Obstruction with high -intensity lights. May operate Q Unverified part-time j� Airport with services during normal working hours M Group Obstruction �T depicted by ticks around basic airport symbol Glider Operations �r Rotating airport beacon in operation sunset to sunrise I T-r"r Compass . Kalispell City Airport Feasibility/Master Plan Study August 1999 • Land acquisition at a new location is expected to be eligible for Federal participation, even though there has been no such commitment from the Federal Aviation Administration. • Land acquisition and obstruction removal, although generally considered an eligible expense, is not eligible at present location (see Helena Airports District Office letter to Clarence Krepps, dated February 21, 1997, Appendix F). • Earthwork, drainage, and pavement assumes 1.88 feet deep ditches on both sides of the runway, subsurface drains, 1 foot deep excavation, a layer of geotextile fabric, 9 inches of crushed aggregate base course, and 3 inches aggregate -bituminous surface course (pavement). • The total acreage required for acquisition at the present location is 64.20 acres, which is the minimum required to protect the Runway Object Free Area (OFA) and the 7:1 transitional surface; however, the FAA has agreed that this amount may be reduced so that only the OFA is protected. This would require 53.96 acres. AVIATION ACTIVITY, SOCIO-ECONOMIC, AND DEMOGRAPHIC DATA One of the most difficult tasks of conducting an inventory of existing facilities is accurately determining the current level of aviation activity. The importance of this data cannot be overstated, since they are the basis of forecasts of future aviation demand, and these forecasts are used to determine facility requirements. There are many possible sources for this information, for this study FAA Form 5010 Airport Master Record, first-hand observation, and a survey of local area pilots. The FAA Form 5010 Airport Master Record for Kalispell City Airport dated August 13, 1998, is included in Appendix E. Form 5010 indicates that there are 56 single -engine aircraft, three multi -engine aircraft, one helicopter, one sailplane, and three ultralights. It further indicates that there are 6,400 air taxi,13,600 general aviation (GA) local,14,000 GA itinerant, and 1,000 military air operations. In May 1998, Morrison-Maierle personnel observed 38 single -engine aircraft, six multi - engine aircraft, and three sailplanes tied down at Kalispell City Airport. Additionally, there are 18 hangar spaces which are assumed to be occupied, although occupancy was not confirmed. No helicopters nor ultralight aircraft were observed. Although a number of air operations were observed, these observations were insufficient to confirm or deny the operations estimates from FAA Form 5010. All aircraft observed were small airplanes with wingspans less than 49 feet. 7Air operations are defined as one takeoff, one landing, or one touch-and-go. 11 Kalispell City Airport Feasibility/Master Plan Study August 1999 In July 1998, Morrison-Maierle surveyed 223 local area pilots, and received 96 responses. The objectives of the survey were to: 1. Determine the most demanding aircraft that regularly uses the Kalispell City Airport (defined as at least 500 take -offs, landings, or touch-and-gos). 2. Determine the total number of air operations per year. 3. Determine the total number of based aircraft. 4. Determine the average stage length for aircraft departures. 5. Determine primary reason for use of Kalispell City Airport. 6. Determine how many passengers are carried from Kalispell City Airport. 7. Determine level of interest for hangar development at Kalispell City Airport. 8. Determine average maximum acceptable hanger lease rate. Survey respondents indicated a wide variety of small aircraft, all with gross weights less than 12,500 and wingspans less than 49 feet. Twenty respondents indicated that they base their aircraft at Kalispell City Airport. The total air operations, based on the survey response, is 16,271. Respondents indicated they carry on passengers every other time they fly, on average. Thirty nine respondents indicated that they would be interested in leasing hangar space on the airport, and the average maximum acceptable rate would be $115 per month. A summary of survey response is included in Appendix H. A monthly distribution of annual air operations may be computed using fuel sales at the airport. City Service, Inc supplies bulk fuel for all three fuel retailers on the airport. The table below shows the total fuel shipped to retailers on the airport over a three year period on a monthly basis. 12 Kalispell City Airport Feasibility/Master Plan Study August 1999 TABLE 2 FUEL SALES TO KALISPELL CITY AIRPORT (Gallons) 1995 1996 1997 Monthly Average Monthly Average as a Percent of Annual Total January 1,749 175 2,791 1,572 2.95 February 1,071 886 592 850 1.59 March 2,767 3,473 2,546 2,929 5.49 April 2,295 2,081 1,332 1,903 3.57 May 2,790 2,450 0 1,747 3.28 June 14,928 5,518 7,889 9,445 17.71 July 9,536 16,060 9,454 11,683 21.91 August 6,999 14,081 4,983 8,688 16.29 September 6,715 5,992 12,841 8,516 15.97 October 1,772 2,619 2,424 2,272 4.26 November 958 704 0 554 1.04 December 1,089 528 7,888 3,168 5.94 Total 52,669 54,567 52,740 53,325 l:0::0:-:E011 Source: City Service, Inc., Kalispell, MT 13