09/94 Airport Neighborhood Planx $6.01
� KALISPELL CI-rY AIRPORT
NEIGHBORHOOD PLAN
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I AN AMENDMENT TO THE KALISPELL CITY -COUNTY MASTER Pj
r-AT9101,04-91
City Council
City of Kalispell
Resolution No. 4180
September 19, 1994
Flathead County
Board of Commissione
Resolution No. 1060A
January 30, 1995 1
PREFACE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
CHAPTER 1: INTRODUCTION AND PLANNING PROCESS . . . . . . . . . 2
PUBLIC INVOLV . . . . . . . . . . . . . . . . . . . . 2
DATA SOURCES . . . . . . . . . . . . . . . . . . . . . . . 4
CHAPTER 2: PLANNING AREA . . . . . . . . . . . . . . .
. . . . 6
KALISPELL CITY -COUNTY MASTER P . . . . . . . .
. . . . 6
ZONING . . . . . . . . . . . . . . . . . . . . . .
. . . . 6
LAND USE . . . . . . . . . . . . . . . . . . . . .
. . . . 8
CHAPTER3: AIRPORT FACILITIES . . . . . . . . . . . .
. . . 11
CONCEPT . . . . . . . . . . . . . . . . . . . . .
. . . 11
EXISTING AIRPORT FACILITIES . . . . . . . . . . .
. . . 12
CHAPTER 4: AIRPORT STANDARDS . . . . . . . . . . . . .
. . . 16
DESIGN CHOICE . . . . . . . . . . . . . . . . . .
. . . 16
TARGET STANDARDS . . . . . . . . . . . . . . . . .
. . . 16
CHAPTER 5: SOCIAL AND ECONOMIC CONSIDERATIONS . . . .
. . . 20
ECONOMIC BENEFITS OF KALISPELL CITY AIRPORT . . .
. . . 20
AIRPORT OPERATIONS . . . . . . . . . . . . . . . .
. . . 20
NEARBY INFLUENCES . . . . . . . . . . . . . . . .
. . . 21
CHAPTER 6: PROPOSED P . . . . . . . . . . . . . . .
. . . 24
CHAPTER 7: DEFINITIONS . . . . . . . . . . . . . . . .
. . . 30
EXHIBITS . . . . . . . . . . . . . . . . . . . . . . . . . . 36
EXHIBIT 1: ZONIAG
EXHIBIT 2: GENERAL ROAD CIRCULATION PATTERN
EXHIBIT 3: DIMENSIONS OF RUNWAY PROTECTION ZONE
EXHIBIT RUNWAY & RUNWAY OBJECT rskE AREA
EXHIBIT #•E • •F'CE DIMENSIONS
EXHIBIT 6: RUNWAY & TAXIWAY .. DIMENSIONS
EXHIBIT 7: HIGHWAY 93 SUBDIVISION LAYOUT(SEPARATE
EXHIBIT PLAN MAP (SEPARATE EXHIBIT)
LIST OF APPENDICES
APPENDIX A: KALISPELL AIRPORT AREA SURVEY
APPENDIX B: PARTICIPANTS IN THE PLANNING PROCESS
APPENDIX C: RAUTHE/GABBERT LETTER OF 4/19/91
i • OF AIRCRAFT
APPENDIX OF AIRCRAFT
APPENDIX F: LIST OF AIRCRAFT THAT EXCEED THE Al AND Bl
This document is to be known as the "KALISPELL CITY AIRPORT
NEIGHBORHOOD PLAN". The purpose of the Plan is to provide a
detailed land use analysis of a defined planning area in and around
the city airport. A so-called, "Neighborhood Plan", is generated
from the land use analysis, which is intended to provide [land use]
policy direction for the planning area. The Kalispell City -County
Master Plan must be amended to formally incorporate the
Neighborhood Plan into the city -county planning process.
INTRODUCTION AND PIANNING PROCESS
The integrity and future fate of the Kalispell City Airport has
been an uncertainty since the inception of the landing field in the
early 1930s. In recent years, management of the landing field has
also been in a state of flux -- changing from private operation by
an "Airport Association" back to public operation under the
direction of the City Parks Department. Public safety has also
surfaced as an issue due to several recent plane accidents.
Pressure from real estate interests is also increasing in and
around the airport facility. Land trades or sales by the City of
public land in the area of the airport have resulted in the
segregation of 5 deeded parcels. Several of the private uses on
these parcels are not airport -related and all the parcels affect to
some degree the ability to effectively manage the airport facility.
In May of 1990, the city Council denied a proposal that would have
opened a "window of opportunity" for piecemeal zoning of the city -
owned property around the airport. Instead, The Council requested
that an "overall neighborhood plan" be prepared for the airport and
vicinity.
The study was guided with an underlying presumption that the
airport facility would remain in operation. However, the real
issue to be addressed was at what "scale" and at what "expense".
The ultimate fate of the airport, as determined by this Plan and
Council action, will have various direct and indirect influences on
the surrounding properties.
The original parameters of analysis for the study were formulated
by the staff of the Flathead Regional Development Office. From the
onset, it was generally understood that the airport facility was
the central focus of the planning effort and, as such, much of the
data collection was focused in that direction.
1:1111.1n 1 0 of 1101%lioq
Public participation was basic to the planning process. Initial
efforts by the FRDO staff focused on the public's perception of the
airport facility. A "Kalispell Airport Area Survey" was prepared
for distribution to targeted groups of city and county residents.
A sample copy of the survey is included as Appendix A.
SURVEYS
RANDOM SURVEY: One hundred randomly selected city residents were
mailed copies of the survey in November 1991. Thirty-one responses
were received. Based on a simple majority evaluation of each
survey category, the airport is generally viewed in the following
manner by city residents:
*Kalispell needs the airport (64%)
*The airport should be privately operated (67%)
*The airport should be self-supporting (65%)
*Small jets should not be allowed (64%)
*The airport is not perceived to be hazardous (60%)
ADJOINING LANDOWNERS: The same survey, without the question
pertaining to airport safety, was sent to 30 adjoining landowners
to the airport in October 1991. Nineteen responses were returned
for evaluation. The general perceptions of the adjoining landowners
towards the airport can be summarized as follows:
#Kalispell needs the airport (94%)
*The airport should not be privately operated (78%) �7
#The airport should not be [totally] self-supporting
#Small jets should be allowed (94%)
ROTARIANS: The survey was also distributed • the membership of
the Kalispell Rotarians during one of their luncheon meetings. The
purpose of this survey was to sample the attitudes of community 7
business leaders. Fifty-two surveys were tabulated with the
following results:
*Kalispell needs the airport (95%)
*The airport should be not be privately operated (51%)
*The airport should not be self-supporting (65%)
*Small jets should be allowed (54%)
*The airport is not perceived to be hazardous (80%)
The survey results are interesting but are probably not
statistically reliable for formulating any firm conclusions on
airport operations. In a general sense, it appeared that all the
community "sectors" expressed a need for the airport but a
reluctance for "excessive" tax support of the airport.
INDIVIDUAL AND AGENCY CONTACTS
The planning process included an ongoing dialogue with various
interested and/or affected individuals and organizations. Generous
technical and informational assistance was provided by the airport
users, adjoining landowners, and personnel of state and local
agencies. Appendix B provides a list of these participants.
PUBLIC MEETINGS AND HEARINGS
The original scoping process for the land use study included a
meeting held on February 13, 1992 with many of the airport users.
This meeting introduced the purpose of the study to the airport
DRAFT KALISPELL CITY AIRPORT NEIGHBORHOOD PLAN 3
I
users and encouraged their continued involvement. Public partic-
ipation and involvement will continue with public hearings on the
proposed Neighborhood Plan. The Kalispell City -County Planning
Board & Zoning Commission, the City Council, and the Board of
County Commissioners must schedule public meetings before the Plan
can be adopted as an amendment to the Kalispell City -County Master
Plan.
107NW11P1 Irl
The public and/or agency involvement process provided a wealth of
technical and historical information appropriate to the Kalispell
City Airport. However, much of technical information on airport
design and operation required independent research from a variety
of sources.
IJAXD SURVEY DATA
Survey information was needed to verify the existing location of
all airport -related structures. This information was necessary to
establish an information base that could be manipulated to project
alternative design options for the airport and for determining the
exact location of the Navigational Surfaces.
The survey information was collected in a CAD -format for easy
manipulation with a computer. A base map was generated to depict
the existing location of all airport structures and their spatial
relationship to each other and to adjoining properties.
FAA DESIGN STANDARDS
The existing airport statistics, relative to size and aircraft
[type] use, were reviewed against various FAA circulars for
comparison. The FAA publications served as the principal source of
information on "suggested" airport design. The list of FAA
publications seems endless but key data sources are listed below:
*FAA Advisory circular No:150/5300-13
*FAA Advisory Circular No:150/5190-4A
*FAA Publication of Part 77
*FAA Advisory Circular No:150/5345-28D
*FAA Advisory Circular No:150/5390-2
STATE AERONAUTICS CODES
The regulatory authority of airports in Montana is defined under
Title 67, Aeronautics, of the Montana Code. A topical list of
relevant chapters of the Code follow:
*Chapter 1: General Provisions
*Chapter 4: Noise, Height, and Land Use Regulation
*Chapter 5: Airport Hazard Regulation
*Chapter 6: Airport Zoning Act
*Chapter 10: Municipal Airports
DRAFT KALISPELL CITY AIRPORT NEIGHBORHOOD PLAN 4
*Chapter .. Airport Authority
The Kalispell City Airport Mini -Master Plan (October 1979) provided
13 year-old baseline information on the city airport. It was the
first-ever detailed evaluation of the airport and it was
particularly useful in identifying the long-term needs of the
airport. The Plan provides an in-depth evaluation of the need for
city airports, in general, and discusses the economic benefits of
the city airport. Many of the 179.1 goals remain as goals for the
1931 Plan.
The State Aviation Plan was prepared in 1989 and is intended to
iFuide aviation development in Montana for the next 20 years. it
ftrovides good baseline information on all air fields in the State,
and offers useful information on needed improvements to airport
facilities.
Eel i 1 11''i� 15111111
The GPIA Plan is a good example of an FAA required Airport Layout
Plan. It provides general information on aviation use in Flathead
County, including aircraft forecasts. The plan notes that the city
f ield had 60 base plans in 1987 as compared to 49 at GPIA. The
county -wide total of home-based aircraft for that year was 142.
DRAFT KALISPELL CITY AIRPORT NEIGHBORHOOD PLAN 5
-A-.- 7-000;5
PLANNING AREA
The Kalispell City Airport is the central focus of the planning
area. The perimeter boundaries of the planning area are not
rigidly defined but, instead, attempt to follow a logical area
around the landing field. For puposes of detailed land use eval-
uation, the following area was examined:
*That portion of Section 20, TWN 28N, RNG 21W, P.M.M.,
Flathead County, lying westerly of U.S. Highway 93 and
northerly of Ashley Creek;
*That portion of Section 19, TWN 28N, RNG 21W, P.M.M.,
Flathead County, lying in the E'NEk;
*That portion of Section 18, TWN 28N, RNG 21W, P.M.M.,
Flathead County, lying in the SEkSEk; and
*That portion of Section 17, TWN 28N, RNG 21W, P.M.M.,
Flathead County, lying in the SWhSWk.
KALISPELL CITY -COUNTY MASTER PLAN
Adoption of this Airport Neighborhood Plan will constitute an
amendment to the Kalispell City -County Master Plan. At the present
time, the Master Plan exhibits a variety of land •ase designations
in the vicinity of the airport.
Most of the public -owned properties retain a designation of
"PUBLIC" or "PARK/OPEN SPACE". However, this designation also
encompasses such privately owned uses as the Elks, Aero Inn, Strand
Aviation, and Stockhill Aviation. Most of the area lying in the S�
of Section 20 (westerly of U.S. Highway 93) is anticipated for
"LIGHT INDUSTRIAL" uses or for "COMMERCIAL" uses along the Highway.
That area lying north of 18th Street in the planning area and
extending westerly to First Avenue West is designated for
"COMMERCIAL". A combination of "URBAN RESIDENTIAL", "PUBLIC", or
"HIGH DENSITY RESIDENTIAL" designations apply to the properties
within the planning area that lie westerly of First Avenue West and
Airport Road. Refer to the Master Plan Map of the Kalispell City -
County Master Plan for a visual location of these designations.
The planning area lies within city and county zoning districts.
Neither zoning codes of the respective jurisdictions incorporate an
airport zoning classification. Visual representation of the
location of specific city and county zoning districts in the
vicinity is shown in Exhibit 1.
IDRAFT KALISPELL CITY AIRPORT NEIGHBORHOOD PLAN 6
��011 I :Cei
P-1: That portion of the planning area occupied by the airport
runway and by the major airport -related facilities is located
within the city limits and is currently zoned P-1 Public. Also
included are the ball and soccer fields in the vicinity of the
airport. The same classification applies to the city shop and the
High School stadium properties.
B-2: General Business B-2 is located in 2 distinct areas along or
near the highway corridor. This includes the privately held
properties south of 18th Street, west of U.S. Highway 93, and north
of the National Guard Armory; the wedge of properties situated
north of 18th Street, west of U.S. Highway 93, and east of First
Avenue East; and the Highway 93 frontage that extends southerly
from the area of the State Social Services building to the area
just north of the Hines Automotive Center.
I-1: Light Industrial I-1 applies to a small tract of land that
has both highway access and frontage along the easterly taxiway and
corresponds to the most southerly (highway) property inside the
city limits.
RA -1: Low Density Residential Apartment RA -1 zoning applies to
several areas along Airport Road near the entrance to.South Meadows
and near the intersection with 18th Street. This zoning classifi-
cation is also found in the area lying southerly of the city shops.
R-4: Two -Family Residential R-4 occurs westerly of First Avenue
west in the vicinity of the school and city shop properties and
also applies to the South Meadows subdivision.
COUNTY ZONING
B-3: Commercial B-3 zoning is comparable to the City B-2
classification. County B-3 is assigned to approximately 400 feet
of highway frontage, extending southerly from the city limits.
I-1: The Light Industrial I-1 classification applies to 2 distinct
areas within the planning area. A Highway segment extends
southerly along Highway 93 from the County B-3 classification to
the southerly boundary of the planning area. The other I-1 zone is
situated in a wedge between the airport runway and city -owned
properties.
SAG -1: Suburban Agriculture SAG -1, having a minimum lot area of 10
acres, follows the area along Ashley Creek, below the above -
referenced I-1 zone. It is also applied to areas lying south of
South Meadows.
DRAFT KALISPELL CITY AIRPORT NEIGHBORHOOD PLAN 7
0
R-1: Residential R-1 is a rural residential zoning classification
with a 1 acre minimum lot size. This zoning classification applies
to most of the "county island" area situated between Airport Road
and [yet -to -be built] north/south extension of South Meadow Drive.
R-5: Residential R-5 is comparable to the city R-4 classification.
It is found adjacent to the city limits, south of the football
stadium.
LAND USE
The land use within and adjacent to the planning area is highly
variable but is generally consistent with the overlying zoning
classifications. Discussion of land use is organized under zoning
headings. Please refer to Exhibit 1 for cross reference.
PUBLIC P-1
This
uses
the
the
zoning classification encompasses most of the airport related
within the planning area. It is also applied to the area of
City shops and the High School football stadium. The area of
airport includes the following uses:
*National Guard Armory;
*Strand Aviation;
*City well;
*Airport runway and taxiways;
*Eagle Aviation;
*Stockhill Aviation;
*Hangar & tie -down facilities;
*City sewage treatment plant;
*US Forest Service maintenance facility;
*Daley Field consisting of 1 pee wee
softball fields; and
*Other athletic fields consisting of 1 pee
and 5 junior soccer fields.
and 5 junior
wee baseball
This city zoning classification follows segments of U.S. Highway
93, both north and south of 18th Street West. Associated developed
uses include:
*Art Gallery
*Car Wash
*Convenience store/gasoline sales
*Grocery store
*Motel (3)
*Restaurant (3)
*Professional office
*Automobile Service (2)
®Private club
*Social service facility
*Bus terminal
*Sign manufacturing
*Animal clinic
*Newspaper business
*Electrical contractor
*Dance studio
*Dwellings (2)
This city zoning classification is found along segments of Airport
Road and south of the City Shops, west of First Avenue West.
Associated uses include:
*Single Family Dwellings
*Multi -family dwelling units
*Manufactured homes
®Auction & storage business
This city zoning classification occurs in the vicinity of the
football stadium and in the area of South Meadows. Most of the
associated lots are occupied with single family dwellings.
This city zoning classification applies to a single tract of land
that extends from U.S. Highway 93 to the airport runway. The land
is presently vacant.
Nei IV I yl� a D #
Uses associated with this county zoning classification include a
retail boat business, an automotive repair shop, an airplane paint
shop, and a building containing an attorneys office and a retail
warehouse outlet.
The uses in this zone adjacent to the city runway include 2 heavy
equipment (truck) shops, a construction yard with an asphalt
crusher, and 2 aircraft hangars. The highway I-1 zone includes a
prefab building company, a camping trailer manufacturing business,
car sales, and a wrecking business.
41 of .I INUMN k - ".1 0) IZZ -
Uses in this area along Ashley Creek are mostly limited to
agricultural activities and to one single family dwelling.
RESIDENTIAL R-1
Most of the R-1 zone west of Airport Road consists of vacant land®
Developed uses include 2 residential dwellings and an animal
clinic.
RESIDENTIAL R-5
This zoned area outside the city limits is presently vacant®
IDRAFT KALISPELL CITY AIRPORT NEIGHBORHOOD PLAN 10
AIRPORT FACILITIES
All airport development which utilizes federal financial assistance
must be done in accordance with an FAA -approved Airport Layout Plan
(ALP). An ALP is a scaled drawing of existing and proposed land
and facilities necessary for the operation and development of the
airport. The plan should reflect current FAA design standards.
The Kalispell City Airport does not appear to be eligible for
federally funded improvements due to its proximity to Glacier Park
International Airport, which is an FAA approved facility. (See
Appendix C for a letter from David P. Gabbert, FAA to Mayor Rauthe,
dated 4/19/91) Although the city airport is not obligated to
comply with the FAA design standards, it is generally accepted that
the FAA standards are desirable (safety) goals to pursue. This
planning study is not intended to qualify as an ALP. The criteria
of that FAA plan pertaining to "wind" and "noise" were not
considered by this planning effort.
A basic airport consists of a runway with a full length parallel
taxiway, an apron, and connecting transverse taxiways between the
runway, parallel taxiway, and the apron. A fixed base operator
(FBO) is desirable. The need for an administration building (with
an administrator) for small airfields is optional.
RUNWAY
The runway is a surface that is suitable for landing and takeoff of
airplanes. The length, width, and construction standards of
runways vary in relationship to the type of airplanes expected to
use the facility.
The taxiway system should provide for free movement [of airplanes]
to and from the runways and parking areas. As with the runways, the
location and construction specifications for taxiways are aircraft -
dependent.
Aprons provide parking for airplanes and access to the FBO, fueling
facilities, and surface transportation. Parking aprons offer tie -
down or hangar facilities. It is often desirable to provide
separate parking aprons for transient and based airplane users.
IDRAFT KALISPELL CITY AIRPORT NEIGHBORHOOD PLAN 11
F, 041MMUM
An administration building, or its equivalent, can provide a
central focus to the airport. This building provides user ser-
vices, such as public rest rooms and telephones, food, flight
information, and convenient parking and access to airplanes. In
the absence of an "administration" building, a FBO can be
designated or encouraged to provide these services.
1W_ ISTING AIRPORT FACILITIES
Officially, the Kalispell City Airport consists of a single visual
runway with associated parallel taxiways. The perimeter
description of the landing field is as stated in City Resolution
No. 3306. Unofficially, the airport encompasses other contiguous
public and private structures and uses.
The Kalispell City Airport is under
the management of the City
Parks & Recreation Department. There is no on-site office at the
airport. City personnel maintain
the runway and taxiways,
including the cutting of grass along
those surfaces. The Manager
is also responsible for assessing
all the user fees and for
collecting the gas tax. The annual
airport budget for the 1992
fiscal year was $8,000.
RUNWAY
Runway 13/31 is a utility runway with
a paved surface width of 60+
feet and a total length of = 3,585
feet. The runway was last
resurfaced in 1985.
TAXIWAY
A taxiway parallels both sides of the
runway. The easterly taxiway
follows the full length of the runway,
whereas the westerly taxiway
does not extend to the last 1291,feet
of the runway. Centerline to
centerline separation distances from
the runway to the taxiways
vary within a range of 130 to 135 feet. Taxiway width averages
around 20 feet.
APRON I
Most of the apron areas serving the runway and taxiways are located
on either grass or graveled surfaces on city property. Paved
surfaces are generally limited to small areas around the FBO
premises. Lease rates for city land near the airport is guided by
City Resolution No. 3773.
I
DRAFT KALISPELL CITY AIRPORT NEIGHBORHOOD PLAN 12 1
Ij
TIE -DOWNS: outside tie -downs for airplanes are primarily
concentrated in the areas of Strand Aviation and Stockhill
Aviation.
LOCATION NUMBER
Southerly of Aero Inn 6
South of Strand Hangar Building 7
South of Strand Office 8
Easterly of Stockhill Buildings 32
only 7 of the tie -downs appear to be on private property. Other
tie -downs may be associated with several of the private parcels
along the southwesterly side of the runway.
HANGARS: T -hangars and bulk storage hangars are available for
inside storage of aircraft. The list below distinguishes between
those located on city properties versus private properties.
LOCATION
Helicopter Services Hangar
Eagle Aviation* (city)
Aero -Craftsman" (city)
Potts/Heckle (city)
Billmayer (city)
Stockhill Aviation*-
Torgerson*
Barrett
Stevens Aero Works'
Strand Aviation*
(city) 1 helicopter
5
2
2
6
15+
1
1
2-3
8
Aircraft service and maintenance is provided by the hangar
facilities of those businesses identified in the above list with an
(*). Aero -Craftsman and Stevens Aero Works primarily specialize in
painting. A tenant at the Stockhill facility is manufacturing
(modifying) airplanes.
21MIUM-N-ly
A FBO provides commercial general aviation services. Fuel and
maintenance are integral to any FBO as are other such services as
charters and lessons. These and other services are provided at the
Kalispell City airport by Strand Aviation, Eagle Aviation, and
Stockhill Aviation. The latter business is currently inactive as
an FBO. Eagle Aviation is the only facility located entirely on
city -owned property.
Since 1979, the number of based aircraft at the Kalispell airport
has fluctuated between 50 and 60. The number of annual itinerant
aircraft is unknown. At present, there are no helicopters based at
the airport. The State Aviation System Plan indicates the
following aircraft fleet mix for the Kalispell airport in 1987:
*single engine: 54
*multi engine: 3
*rotor craft: 2
The year 2005 projection for based aircraft at the Kalispell
airport, according to the State plan is 71. The GPIA Plan antic-
ipated a 2% annual increase in County based planes and the transfer
of 48 aircraft from the city field to GPIA by the year 1992. The
latter situation would only result with the closure of the city
field. These 2 forecasts may be conservative given the increased
rate of immigration of people into the valley.
A public road system consisting of U.S. Highway 93, Eighteenth
Street, and Airport Road establish a natural perimeter influence
area for the airport. Refer to Exhibit 2 for the general road
circulation system in the area of the airport. Access to private
and "public" airport -related facilities is uncontrolled from these
travel ways.
Direct vehicular and pedestrian access is available to almost every
use at the airport. Confounding the problem of controlling access
is the use of a private 'connecting' roadway between U.S. Highway
93 and Airport Road. This private road extends across the
southerly approach surface to the runway and is a possible
deterrent to the future extension of the runway. Parking of
automobiles is also generally limited to small areas adjacent to
the FBOs. No centralized "public" parking area has been
designated.
Opportunities for improved circulation in the general area are
forthcoming. The "needs" of city frontage properties and airport
access frdm U.S. Highway 93 can be addressed in a pending study of
the U.S. Highway 93 improvement project (Sommers/Whitefish).
Intersection signals at Eighteenth Street and the Highway are
already programmed. Perimeter fencing can help control access to
airport facilities.
The Kalispell runway is a visual runway. The runway and taxiway
lighting system is comprised of 50 low intensity lights and 6
threshold lights at each runway end. The lighting system is over
20 years old and is subject to occasional failure. An airport
beacon light is located in the vicinity of the U.S. Forest Service
shop area. There is no Approach Lighting System (ALS) at either
end of the runway.
I PUBLIC UTILITY SERVICES
J
WATER: The Armory [City] Well is located south of Aero Inn. A 12 -
inch water line follows the Highway and a 6 -inch line crosses the
runway to Airport Road. Other water lines in the vicinity include
a 6 -inch line along Airport Road and 8 -inch lines along 18th
Street.
SEWER: Sewer mains converge in the area of the airport for
collection at the sewage treatment plant. An 8 -inch main crosses
the airfield between Lions Park and Stockhill Aviation. A 12 -inch
main extends from the area of the State Social services Building to
the Sewage Treatment Plant. Another 8 -inch line parallels Airport
road in the area of Eagle Aviation. The relative abundance of
sewer mains on the city properties could be detrimental to new
building construction if these mains are to be located outside the
building footprint areas.
OTHER UTILITIES: The airport vicinity is adequately provided with
telephone, electrical, and natural gas services.
IDRAFT KALISPELL CITY AIRPORT NEIGHBORHOOD PLAN 15
rA19-043-IN WR
The Federal Aviation Administration has established "standards,
recommendations, and guidance for airport design." Many of these
design standards are set forth in an Advisory circular (Ac) NO:
150/5300-13 and Part 77, Federal Aviation Regulations. The
airport design is largely driven by the type of aircraft expected
to use the facility relative to differences in Aircraft Approach
Categories (speeds) and Airplane Design Groups (length of
wingspan).
10
Y041 -WIZ
The existing design of the Kalispell City Airport does not comply
with FAA design standards for any Category of airport design. The
least restrictive standards would apply to a Category A, Airplane
Design Group (ADG) I airport facility. Associated aircraft would
be those small airplanes (<12,500#) with approach speeds of less
than 91 knots and having wingspans of less than 49 feet.
Representative aircraft are listed in Appendix D.
A runway length of 3500 feet is possible with this fleet, which
would be compatible to the existing runway length at the airport.
However, many of the other "AI'® design standards are not being
satisfied at the Kalispell City Airport. The deviation from the
11AI11 standards are discussed in more detail under the heading of
TARGET STANDARDS.
Most of the aircraft expected to use the City airport are likely to
have wingspans of less than 49 feet, which is an ADG-I. However,
a large mix of airplane use is expected to include airplanes with
-approach speeds of more than 91 knots but less than 121 knots,
which is an Aircraft Approach Category "B". Refer to Appendix E
for a list of airplanes that would qualify for a "B" Aircraft
Approach Category. Airport design standards increase
alphanumerically to a possible design of "EVIII (approach speeds of
more than 166 knots and wingspans greater than 214 feet). A
listing of aircraft that may land, on occassion, at the Kalispell
airport that exceed the size, weight, or landing speed of Bl/Al
aircraft are listed in Appendix F.
WIN W �, I W 1 01
The primary distinction between the 11AI11 and 11BI11 design standards
is runway length. Since aircraft use at the Kalispell City Airport
reflects the use of both "All and "B" aircraft, it would be
appropriate to seek design compliance based on the more restrictive
11BI11 category. Airplanes of other design categories can also be
expected to use the airport, on occasion, but the stricter design
IDRAFT KALISPELL CITY AIRPORT NEIGHBORHOOD PLAN 16
standards that would be necessary to accommodate larger wingspans
or faster approach speeds could not be easily or practically
achieved. Therefore, the following discussion will focus on the
°HBI'® standards of airport design.
RUNWAY PROTECTION ZONE
The Runway Protection Zone (RPZ) is trapezoidal in shape and is
centered about the extended runway centerline. It begins 200 feet
beyond the end of the runway with a 250 foot width and extends to
a 450 foot width at a distance of 1000 feet. Refer to Exhibit 3
for a detailed diagram of the RPZ associated with a HHBIHH design
standard.
The function of a RPZ is to 01enhance the protection of people and
property on the ground". Land uses prohibited from the RPZ include
residences and places of public assembly. This zone should be
clear of all objects, although some limited uses are permitted such
as agricultural activities and golf courses.
RUNWAY AND TAXIWAY OBJECT FREE AREA
The Runway Object Free Area (OFA) is an area that must remain free
of all objects other than those fixed by function, such as
navigational aids. The HHBIHH design standard is a width of 250 feet
centered about the runway centerline and extending 300 feet beyond
the runway threshold. Refer to Exhibit 4.for a diagram of the OFA
and how it would apply to the existing length of the Kalispell
runway. The corresponding Taxiway Object Free Area width is 89
feet.
RUNWAY OBSTACLE FREE ZONE (OFZ)
The OFZ is a volume of airspace centered above the runway surface
that corresponds to the elevation of the runway centerline at any
given location. This airspace extends 200 feet beyond each end of
the runway with a width of 250 feet. No objects may penetrate
above this airspace other than certain permitted navigational aids.
THRESHOLD SURFACE
A runway threshold is the beginning of that portion of runway
available for landing. The threshold surface is a three dimen-
sional area that begins at the runway threshold and slopes upward
at a slope of 20 (horizontal) to 1 (vertical). The actual surface
dimensions for a HHBIHH design are shown in Exhibit 5. No object
should penetrate above this threshold surface.
TRANSITIONAL SURFACE
The Transitional Surface extends outward and upward at right angles
to the Threshold Surface and to the Runway Obstacle Free Zone. The
DRAFT KALISPELL CITY AIRPORT NEIGHBORHOOD PLAN 17
slope is 7 (horizontal) to 1 (vertical) until it obtains a height
that corresponds to the Horizontal Surface. No fixed objects are
permitted to penetrate above this surface.
This "imaginary" surface is a horizontal plane 150 feet above the
established airport elevation. The perimeter of the surface is
established by swinging an arc with a 5000 foot radius from the
centerline of each runway and by connecting the adjacent arcs with
lines tangent to those arcs. An obstruction to air navigation
would be any object that protrudes above that 150 foot high
surface.
•
This surf ace extends outward.m the Horizontal
at a slope of 20 to 1 for a distance of 4,000 feet. Again, any
object protruding above that surface is considered to be an
obstruction to air navigation.
Any fixed or mobile object that is greater in height than 500 feet
(or 200 feet within 3 nautical miles of the airport) is considered
to be an obstruction to navigation.
LENGTH: The length of the runway is
variables that include airplane size,
temperature. Acceptable runway lengths
Airport are as follows:
3,500 ft. (75%);
4,300 ft. (95%); and
4,700 ft. (100%).
The number in parentheses
fleet that can be expected
determined by several
runway elevation, and
for the Kalispell City
indicates the percentage of the 11B111
to use that particular runway length.
WIDTH: The width of the runway is also "plane -dependent". The FAA
standard for runway width at the Kalispell City Airport is 60 feet.
The runway must also include a 10 foot wide shoulder. Refer to
Exhibit 6.
SAFETY AREA WIDTH: A 120 foot wide safety area, centered over the
runway, is necessary for a 11B1" airport. This area must be capable
of supporting airplanes that wander off the runway and also serves
an important role for emergency vehicle access. The transverse
slopes of the shoulder should be within a range of 3-5% and the
remainder of the designated safety area should be maintained at a
1.5-5% slope.
DRAFT KALISPELL CITY AIRPORT NEIGHBORHOOD PLAN 18
WIDTH: The required surface width is 24 feet with a shoulder width
of 10 feet.
SAFETY AREA WIDTH: A 49 foot wide safety area, centered over the
taxiway, is appropriate to a "Bl" airport. The taxiway safety area
serves the same purpose as the runway safety area, which is to
provide a safety margin for misplaced aircraft and for emergency
services. Refer, also, to Exhibit 6.
RUNWAY/TAXIWAY SEPARATION STANDARDS
The centerline to centerline separation distance between the runway
and parallel taxiway is 150 feet. Refer to Exhibit 6.
DRAFT KALISPELL CITY AIRPORT NEIGHBORHOOD PLAN 19 1
HI
The adoption and implementation of any land use plan triggers
various social and economic impacts, some of which may be positive
and some negative. This Chapter discusses some of the economic and
social impact considerations within the planning area. A detailed
evaluation of this subject is beyond the scope of this Plan.
r 5 • • •�,,•
The economic benefit of the city airport to the community cannot be
easily quantified nor was it attempted during the course of this
study. The 1979 Mini Plan established the economic value of the
airport -related businesses in the millions of dollars. The Plan
cited the following figures:
®Gross sales from FBOs: $2.5 million
®Annual aviation payroll: $800,000
®Personal property tax per plane: $580
A value in the millions of dollars can also be assigned to the 50+
aircraft based at the airport. Areal estate value of = $500,000
can be associated with the buildings and real estate of the fixed -
based operators located on the 2 private parcels. A portion of the
Stockhill complex is currently being utilized for airplane
manufacturing. Two aircraft paint shops are also operating from
the airport facility.
The indirect benefits of the airport on the local economy are
difficult to quantify. Each landing of an itinerant plane may
translate to expenditures for hotel rooms, food, car rental, fuel,
and general retail purchases. For 1991, the Aero Inn could
attribute 657 room rentals to pilots for a total revenue of
$25,452.18. Rental car expenditures to pilots in 1991 was $23,562
according to data collected by the Aero Inn. Other motels have
received business from the airport users but the extent of this
trade has not been accurately monitored. Special events at the air
field, such as the Family Fly -In, attract hundreds of visitors from
throughout Montana and other western states.
Implementation of the proposed Plan is intended to improve the
operational safety of the airport. This will be accomplished by
establishing certain "obstacle -free" surfaces and by improving the
layout design of the airport facility. Nearby properties will be
zoned for airport -compatible uses. Opportunities for improvement
to airport operations are greatly facilitated by the relative
DRAFT KALISPELL CITY AIRPORT NEIGHBORHOOD PLAN 20
Pbundance of city -owned property in the vicinity and by runway
expansion possibilities to the south.
The Kalispell landing field has been in operation for 60+ years.
Over that period of time, fewer than 4 "off -the -runway" accidents
have been reported. The two most serious accidents took place in
the last 3 years with one resulting in the death of 4 passengers.
Pilot error, rather than hazards to navigation, were believed to be
responsible for these accidents.
Any identified obstacles to airplane navigation in the vicinity of
the Kalispell City Airport should be eliminated in a timely manner.
The navigational surfaces indicate that only a few man-made
structures are of utmost concern. The FM radio towers located
south of the landing field and the stadium lights are particular
concerns. Strobing the FM towers would be a significant improve-
ment to navigation. Structures are also located within the
threshold surfaces and should either be removed or the runway
"displaced" to eliminate the potential hazard. Establishment of a
building restriction line and enforcement of the transitional
surface will help to eliminate future land use intrusions into the
operational area of the airport. The "costs" necessary to minimize
the hazards will translate to direct capital expenditures and may
also include the costs of "lost" opportunities for private
landowners.
The proposed changes to the airport layout should benefit airport
operations. Access will be regulated and the functional aspects of
the airport will be segregated. It is expected that the plan will
provide a positive assurance to the airport users that the facility
will remain open. This should encourage increased private
investment for airport improvements. Some of the private stimulus
will need to be generated from public investment in airport
infrastructure. A lengthened runway and paved aprons would be
positive contributions that could be cost -shared between the public
and private parties. A user fee system can be developed in
cooperation with the airport users to help offset airport
operational expenses.
As noted previously, the airport has the ability to influence the
use of nearby properties. The range of influence of any airport
can extend for miles, but the primary range of influence for the
Kalispell City Airport tends to remain in a wedge-shaped area
between U.S. Highway 93 and Airport Road, north of Cemetery Road.
DRAFT KALISPELL CITY AIRPORT NEIGHBORHOOD PLAN 21
The intersection area of Airport Road and 18th Street is within the
approach surface to runway 13. Existing structures within that
"surface" (north of 18th Street) are considered to be hazards to
navigation and should be removed. Alternatively, the threshold for
runway 13 can be displaced further to the south with the
lengthening of the runway. This would also be a solution to
concerns related to the stadium lights. The installation of a
Precision Approach Path Indicator (PAPI) on Runway 13 will provide
pilots with a visual glideslope guidance during approach for
landing, which will improve landing safety at that end of the
runway.
No habitable structures are presently located within the runway 31
threshold surface but some work may be necessary to improve the
"grade" within the area of the runway object free area. The land
along the proposed runway extension as well as the associated
approach surface should be purchased for public ownership.
MV.*JVqZ&11WW 8 - IRAW.Xel
This surface will have very little impact on existing structures
other than those adjacent to the runway 13 threshold surface. The
only structure adjacent to the physical runway that would protrude
into this surface is the Strand T -Hangar.
Airport operations will have no direct land use impact to any of
the properties situated on the west side of Airport Road or the
east side of U.S. Highway 93. Although the issue of "noise" was
not considered, the Plan is recommending that the existing aircraft
use of the facility remain essentially the same, and as such, noise
is not likely to significantly increase. A more detailed
evaluation of the land uses within the immediate proximity of the
airport runway follows.
SOCCER FIELDS: A group of 5 junior soccer fields and 1 pee wee
baseball field is situated on a 15± acre area of city property
between Stockhill Aviation and the city sewage treatment plant.
These fields are primarily used by the Greater Kalispell Youth
Soccer Association for spring, summer, and fall soccer games. An
adult league and High School teams also use the fields. The early
fall recreation soccer involves over 1,100 children. Early spring
select soccer is played by z 220 children. Their is a desire by
the Association to improve the existing fields and to actually add
2 more fields with an ultimate goal of hosting state soccer
tournaments.
IDRAFT KALISPELL CITY AIRPORT NEIGHBORHOOD PLAN 22
The city has expended approximately $10,000 to improve the fields.
The Association participated with much of the costs associated with
the fencing, bleachers, and irrigation. Additional improvements
anticipated by the Association include rest room facilities,
concession stand, parking, and a storage facility. The Association
has a 20 year lease from the City.
This assemblage of people is a particular concern to the airport
users. The use of the soccer fields tends to correspond to the
busy season of the airport when itinerant aircraft are more common.
Visiting pilots are less familiar with the airport and are more
likely to error in approaches and takeoffs than home-based pilots.
The safety of the children in close proximity to an airfield is a
recognized concern. An alternative location for soccer fields has
not been identified.
D BALL FIELDS: These ball fields are situated on z18.6 acres
of city property along U.S. 93, south of the National Guard Armory
and consist of 1 pee wee and 5 junior softball fields. The pee wee
field is used by the Kalispell Pee Wee Baseball, Inc., which is a
32 team, 500 child organization. The other 5 fields are used by
the Kalispell Youth Softball Association.
The fields have not been built to comply with any standard
construction design. city maintenance is minimal. The close prox-
imity to the Highway and airfield is a recognized safety concern,
especially relative to vehicular and pedestrian safety and public
assemblage near landing fields.
The Pee Wee association is seeking to
Cemetery Road to create a single ball
property is city -owned and may offer
forms of summer recreation.
develop a 40 -acre site off of
field complex. The subject
some opportunities for other
The highway frontage of the existing fields offers other excellent
land use alternatives that may be less of a safety risk than the
current uses. Design standards could be enforced to provide
opportunities for certain retail or airport -related uses. Refer to
Exhibit 7 of an example of how the 18+ acre tract could develop
under private ownership.
ADJOINING PRIVATE PARCELS: The private properties that abut the
city airfield or nearby properties that utilize the services of the
airport should be regulated to ensure airport -compatibility. This
can be accomplished with zoning and subdivision review. This
regulation does not necessarily translate to lost value since the
zoning may actually stimulate a higher and better use for the
property.
DRAFT KALISPELL CITY AIRPORT NEIGHBORHOOD PLAN 23
I
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The proposed plan represents a strategy that will improve airport
operation and safety while enhancing opportunities for increased
[private] investment and development in the area. This chapter
identifies the land use goals and strategies for the airport
influence area. The Land Use Map (Exhibit 8) is an integral
element of the plan and should be consulted when any goal or
strategy statements reference "locations".
m
R
Seek compliance towards FAA airport design standards for a B1
category ! •,•
CMaintain a 60 foot wide paved runway with less than 2% slope
deviation.
*Extend the runway in a southerly direction to obtain a
desired runway length of at least 4300 to 4700 feet.
*Extend a single parallel taxiway to match the entire length
of the extended runway.
*Increase taxiway width to a minimum of 24 feet.
*Provide for a minimum centerline to centerline separation
distance of 150 feet between the runway and parallel taxiways.
*Attempt to remove all objects within the Runway Protection
Zones and maintain those zones under public ownership.
®Identify and remove all objects identified as hazards within
the (Bl) Runway Threshold Surface, Runway Object Free Area,
Horizontal Surface, Conical Surface, and Transitional Surface.
*Maintain runway and taxiway safety areas per FAA guidelines.
*Attempt to "strobe" the KGEZ radio towers.
*Restrict helicopter use of the airport pending development of
helicopter navigational surfaces. Said surfaces must be found
to be compatible with the Bl surfaces and not contribute to
the imposition of any additional "clear" zones on private
property.
improve approach conditions to the runway.
*Install a PAPI navigational system on runway 13.
*Attempt to accommodate a more southerly displaced threshold
for Runway 13.
*Install a new runway and taxiway lighting system.
®Eliminate the private road that crosses the runway protection
zone of runway 31.
*Provide an improved overrun area near the threshold of runway
31.
Regulate uncontrolled access onto the airport taxiway and runway.
®Access of airplanes from individual private lots that front
along the runway or taxiways should be restricted to shared or
common points of access.
®Individual airport user agreements shall be required for all
pilots that access the airport from private lots/tracts.
®The fence shall restrict general access to the airport by
limiting gated openings to the area of the FBOs and leased
airport properties.
*The primary purpose of the fence is to prevent unwanted
vehicular traffic and to provide additional security to
aircraft and associated facilities.
Establish a half-time to full-time Airport Manager.
®The manager should be an experienced aviator or professional
airport manager who can manage the day-to-day operations of
the airport.
®The manager should maintain an office at the airport, either
in a stand-alone facility or within a FBO building.
V:..VN a PIS
Establish a single designated area for FBOs.
*The central focus and primary public entrance to the airport
shall be the designated FBO area.
®No more than 2 FBOs shall operate at the airport.
®FBO status for existing operators outside the designated FBO
area shall terminate with the expiration of existing leases.
*The designated FBO area may also include building facilities
for the airport manager.
#The primary tie -down location for itinerant aircraft shall be
within the designated FBO area.
®Paved apron improvements, including areas for tie -downs and
taxilanes, shall receive priority within the FBO area.
A transient apron for z 20 airplanes should be
established in the FBO area.
I
H11"I"
*A ratio of approximately 360 sq yrds per airplane is a
general rule for the sizing of a transient apron.
GA tie -down apron for FBO-owned airplanes should expect
an apron need of 300 sq yrds per airplane.
#An area for paved public parking shall be established in the
FBO area.
*The FBO facilities shall be encouraged to offer public
information services, rest rooms, and dining opportunities.
Establish a designated area on city property for airport -related
leasing opportunities.
*The city lease area shall be reserved for private aircraft
hangars, tie -downs, and general aviation service and
maintenance facilities.
#FBO-type facilities shall not be permitted in this lease
area.
*All facilities shall adhere to strict development standards
and adhere to all required taxilane obstacle free widths and
wing -tip separation standards.
Maintain a defined building restriction line fox- all structures
adjacent to the airport facilities.
*The BRL shall be established at a distanceof195 feet from
the centerline of the runway and continue beyond the runway
threshold to a point of intersection with the perimeter of the
runway protection zone.
*All new uses shall adhere to the BRL and height limitations
of the Transitional Surface.
*Existing structures that protrude beyond the BRL or into the
Transitional Surface shall be grandfathered but any additions
to those structures shall conform to the established
standards.
F-ly U My 0"
identify city -owned properties in the area of the existing airport
that are not airport -dependent.
*Certain highway frontage properties should be released for
sale by the city.
@All identified properties shall be subject to strict
performance standards that emphasize landscaping,
substantial setbacks, and a common architectural
treatment.
I
@Driveway access to individual lots shall be from a
single linear road system that extends parallel to the
highway, along the rear of the properties. The frontage
road shall include connecting approaches off the highway
at the most extreme north and south boundaries of the
"parent" parcel.
@Permitted uses within this area shall be regulated by
zoning and covenants. Encouraged uses shall include
professional office buildings and restaurants.
*Property in the area of the sewage treatment facility should
be released for sale by the city.
@General access to this area shall be limited to the
existing public road that currently serves the STP
facility.
@Permitted uses in this area should include warehouse and
other similar light industrial uses.
'49 V 111r4ly V
Apply zoning regulations to establish the type, location, and size
*f permitted uses within the airport influence area.
*Adopt airport zoning regulations [as an overlay zone] to
enforce the height limitations of the imaginary obstruction
surfaces as authorized by 67-6-201, MCA.
GThe airport influence area extends beyond the city
limits so coordination between city and county zoning
authorities will be necessary to achieve this objective.
*Adopt a separate "airport" zoning classification for the city
and county zoning ordinances that identifies acceptable land
uses within or adjacent to airports.
@Apply this classification to private properties situated
adjacent to or within the designated boundaries of the
Kalispell airport and to those properties influenced by
the proposed Transitional or Threshold surfaces or by the
Runway Protection Zone.
*Apply an office -type zoning classification with design -based
covenants to the city -owned properties adjoining the Highway.
*Apply a Public zoning classification to the city -owned
properties within the designated boundaries of the airport.
*Apply a Light Industrial classification with "use -
restrictive" covenants to the city -owned properties in the
vicinity of the Sewage Treatment facility.
*Retain the current city and county zoning classifications for
those properties lying easterly of U.S. Highway 93 and that
portion of Airport Road lying south of 18th Street. %
DRAFT KALISPELL CITY AIRPORT NEIGHBORHOOD PLAN 27
I
*Modify other adjacent zoning classification only as necessary
to consider the influence of the Transitional and Threshold
surfaces and of the Ranway Protection Zone.
.Apply subdivision regulations to all land divisions adjacent to or
within the designated airport boundary.
*Utilize conditions of approval for any proposed land
divisions to gain compliance with the goals and policies of
this plan, especially pertaining to:
GBuilding setbacks;
@Fencing/security;
@Access;
@Height restrictions;
#Airport use regulations; and
GDesign standards, if applicable.
Attempt to apply municipal review authority to all airport abutting
properties when the associated land use proposals are airport -
dependent.
*Require annexation or "waivers of the right to protest
annexation" from adjoining landowners who have or desire
access and/or use of the airport runway.
GOAL
TO ESTABLISH FUNDING MECHANISMS FOR AIRPORT OPERATIONS
STRATEGIES
Establish reasonable airport user fees.
*Annual FBO operation fees
*Annual runway access fees for adjoining users on private lots
*Annual land lease fees for private hangars and tie -downs on
city-ownd land
*Annual runway fees for airport -based planes
*Special event fees
*Transient landing fees
Utilize tax revenue to fund costs for routine airport maintenance.
*Runway and taxiway maintenance should qualify as a routine
city function on a comparible basis to other such city
provided services as street and park maintenance.
*Reinvest [to the airport] gas tax revenues and aircraft
licensing fees.
*Investigate the feasibility of establishing a tax increment
district to provide a long-term tax reinvestment strategy for
airport facility improvements.
DRAFT KALISPELL CITY AIRPORT NEIGHBORHOOD PLAN 28
Designate monies from the sale of city properties to an airport
fund.
*Utilize proceeds from the sale of the highway 93 properties
and the Airport Road properties for reinvestment into the city
airport.
STRATEGIES
Designate sort -term (1 to 5 years) capital priorities for plan
implementation.
*Attempt to purchase or gain the 'closure of the private road
located within the threshold surface of Runway 31.
*Fence the perimeter of the designated boundaries of the
airport.
*Purchase or trade for land to permit the extension of runway
31 by a minimum dimension of 700 X 320 feet.
*Install a DAPI navigational system on Runway 13.
*Install strobe lights on the FM towers south of the city®
*Improve the wiring system of the runway lights.
Designate long-term (5-15 years) capital priorities for plan
implementation.
*Pave apron areas in area of FBOs for base and itinerant
planes.
*Resurface the runway to comply with the load bearing
requirements for planes weighing up to 12,500 pounds.
*Relocate or widen taxiways as necessary to comply with the
runway to taxiway separation distances.
*Extend the runway 700+ feet to the southeast.
*Replace the runway lighting system.
®Extend a single parallel taxiway along the entire length of
the extended runway.
DRAFT KALISPELL CITY AIRPORT NEIGHBORHOOD PLAN 29
re-Mv wl�'
DEFINITIONS
Aircraft Approach Category. A grouping of aircraft based on
1.3 times their stall speed in their landing configuration at their
maximum certificated landing weight. The categories are as
follows:
Category A: Speed less than 91 knots.
Category B: -- Speed 91 knots or more but less than 121
knots.
Category C: Speed 121 knots or more but less than 141
knots.
Category D: Speed 141 knots or more but less than 166
knots.
Category E: Speed 166 knots or more.
Aircraft operation. An aircraft takeoff or landing.
Airplane Design Group (ADG). A grouping of airplanes based on
wingspan. The groups are as follows:
I
: I
Group Up to but not including 49 feet (15m).
Group 11:---- 49 feet (15m) up to but not including 79 feet
(24 m).
Group 111:, 79 feet (24 m) up to but not including 118
feet (36 m).
Group IV: 118 feet (35 m) up to but not including 171
feet (52 m).
Group V: 171 feet (52 m) up to but not including 214
feet (65 m).
Group VI: 214 feet (65 m) up to but not including 262
feet (80 m).
Airport. An area of land or water used or intended to be used
for landing and take -off of aircraft, includes buildings and
facilities, if any.
Airport Elevation. The highest point on an airport"s usable
runway expressed in feet above mean sea level (MSL).
Airport Layout Plan (ALP). The plan of an airport showing the
layout of existing and proposed airport facilities.
Airport Reference Point (ARP). The latitude and longitude of
the approximate center of the airport.
Approach Lighting System (ALS). An airport lighting facility
which provides visual guidance to landing aircraft by radiating
IDRAFT KALISPELL CITY AIRPORT NEIGHBORHOOD PLAN 30
light beams in a directional pattern by which the pilot aligns the
aircraft with the extended centerline of the runway on final
approach in landing.
Approach Surface. A surface longitudinally centered on the
extended runway centerline and extending outward and upward from
each end of the primary surface. An approach surface is applied to
each end of each runway based upon the type of approach available
or planned for that runway end.
Based Aircraft. An aircraft permanently stationed at an
airport.
Building Restriction Line (BRL). A line which identifies
suitable building area locations of airports.
Clear Zone. See Runway Protection Zone.
Clearway (CWY). A defined rectangular area beyond the end of
a runway cleared or suitable for use on lieu of runway to satisfy
takeoff distance requirements.
Conical Surfaces. A surface extending outward and upward from
the periphery of the horizontal surface at a slope of 20 to 1 for
a horizontal distance of 4,000 feet.
FAA. Federal Aviation Administration
FAR Part 77. A definition of the protected airspace required
for the safe navigation of aircraft.
Fixed Base Operator (FBO). An individual or company located
at an airport, and providing commercial general aviation services.
Frangible NAVA-TD. A navigational aid (NAVAID) whose
properties allow it to fail at a specified impact load. The term
NAVAID includes electrical and visual air navigational aids,
lights, signs, and their supporting equipment.
General Aviation (GA). All aviation activity in the U.S.
which is neither military nor conducted by major, national, or
regional airlines.
Hazard to Air Navigation. An object which, as a result of an
aeronautical study, the FAA determines will have a substantial
adverse effect upon the safe and efficient use of navigable
airspace by aircraft, operation of air navigation facilities, or
existing or potential airport capacity.
Horizontal Surface. A horizontal plan 150 feet above the
established airport elevation, the perimeter of which is
DRAFT KALISPELL CITY AIRPORT NEIGHBORHOOD PLAN 31
constructed by swinging arcs of specified radii from the center of
each end of the primary surface of each runway of each airport and
connecting the adjacent arcs by lines tangent to those arcs.
Itinerant Operations. All operations at an airport which are
not local operations.
Landing Fees. Fees charged by the airport owner to enhance
airport specific revenue. They are charged each time a regularly
scheduled flight lands at the airport, or when a non-scheduled
transport aircraft lands.
Land Lease Fees. A revenue generating fee charged by the
airport owner for airport owned land which is used by others.
Large Airplane. An airplane of more than 12,500 pounds (5700
kg) maximum certificated takeoff weight.
Low Impact Resistant Supports (LIRS). Supports designed to
resist operational and environmental static loads and fail when
subjected to a shock load such as that from a colliding aircraft.
NAVAID. A ground based visual or electronic device used to
provide course or altitude information to pilots.
Nondirectional Beacon (NDB). A nondirectional beacon
transmits nondirectional signals on which a pilot may take a
bearing and home in on the station.
Object. Includes, but is not limited to above ground
structures, NAVAIDs, people, equipment, vehicles, natural growth,
terrain, and parked aircraft.
Object Free Area (OFA). A two dimensional ground area
surrounding runways, taxiways, and taxilanes which is clear of
objects except for objects whose location is fixed by function.
Obstacle Free Zone (OFZ). The airspace defined by the runway
OFZ and, as appropriate, the inner -approach OFZ and the inner -
transitional OFZ, which is clear of object penetrations other than
frangible NAVAIDs.
Obstruction. An object which penetrates an imaginary surface
described in the FAA's Federal Aviation Regulations (FAR), Part 77.
Primary surface. A surface longitudinally centered on a
runway. When the runway has a specially prepared hard surface, the
primary surface extends 200 feet beyond each end of that runway,
but when the runway has no specially prepared hard surface, or
planned hard surface, the primary surface ends at each end of that
runway. The elevation of any point on the primary surface is the
IDRAFT KALISPELL CITY AIRPORT NEIGHBORHOOD PLAN 32
same as the elevation of the nearest point on the runway
centerline.
Rotating Beacon. A visual navaid operated at many airports.
At civil airports, alternating white and green flashes indicate the
location of the airport.
Runway End Identifier Lights (REIL). Runway end identifier
lights are flashing strobe lights which aid the pilot in
identifying the runway end at night or in bad weather conditions.
Runway Lighting System. A system of lights running the length
of a system that may be either high intensity (HIRL), a medium
intensity (MIRL), or low intensity (LIRL).
Runway OFZ. The airspace above a surface centered on the
runway centerline.
Inner -approach OFZ. The airspace above a surface
centered on the extended runway centerline. it
applies to runways with an approach lighting
system.
Inner- transi ti onal OFZ. The airspace above the
surfaces located on the outer edges of the runway
OFZ and- the inner -approach OFZ. It applies to
precision instrument runways.
Obstruction to Air Navigation. An object of greater height
than any of the heights or surfaces presented in Subpart C of FAR
Part 77. (obstructions to air navigation are presumed to be
hazards to air navigation until an FAA study has determined
otherwise.)
Runway (RW). A defined rectangular surface of an airport
prepared or suitable for the landing or takeoff of airplanes.
Runway Protection Zone (RPZ). An area off the runway end
(formerly the clear zone) used to enhance the protection of people
and property on the ground.
Runway Safety Area (RSA). A defined surface surrounding the
runway prepared or suitable for reducing the risk of damage to
airplanes in the event of an undershoot, overshoot, or excursion
from the runway.
Runway Type. A runway without an existing or planned
straight -in instrument approach procedure. The runway types are as
follows:
DRAFT KALISPELL CITY AIRPORT NEIGHBORHOOD PLAN 33
Visual Runway. A runway without an existing or planne
straight -in instrument approach procedure. I
Nonprecision Instrument Runway. A runway with an
approved or planned straight -in instrument approach
procedure which has no existing or planned precision
instrument approach procedure.
Precision instrument Runway. A runway with an existing
or planned precision instrument approach procedure.
Utility Runway. A runway that is constructed and
intended to be used by a propeller driven aircraft 12,500
pounds maximum gross weight or less.
Shoulder. An area adjacent to the edge of paved runways,
taxiways, or aprons providing a transition between the pavement and
the adjacent surface; support for aircraft running off the
pavement; enhanced drainage; and blast protection.
Small Airplane. An airplane of 12,500 pounds (5700 kg) or
less maximum certificated takeoff weight.
Stopway (SWY). A defined rectangular surface.beyond the end
of a runway prepared or suitable for use in lieu of runway to
support an airplane, without causing structural damage to the
airplane, during an aborted takeoff.
Taxilane (TL). The portion of the aircraft parking area used
for access between taxiways and aircraft parking positions.
Taxiway (TW). A defined path established for the taxiing of
aircraft from one part of an airport to another.
Taxiway Safety Area (TSA). A defined surface alongside the
taxiway prepared or suitable for reducing the risk of damage to an
airplane unintentionally departing the taxiway.
Threshold (TH). The beginning of that portion of the runway
available for landing. When the threshold is located at a point
other than at the beginning of the pavement, it is referred to as
either a displaced or a relocated threshold depending on how the
pavement behind the threshold may be used.
Displaced Threshold. The portion of pavement behind a
displaced threshold may be available for takeoffs in
either direction and landings from the opposite
direction.
Relocated Threshold. The portion of pavement behind a
relocated threshold is not available for takeoff or
landing. It may be available • taxiing • aircraft.
Tie Down Fees. A revenue generating fee charged by the
airport owner for the use of aircraft tiedowns.
Transitional Surface. These surfaces extend outward and
upward at right angles to runway centerline and the runway
centerline extended at a slope of 7 to I from the sides of the
primary surface and from the sides of the approach surfaces.
Unicom. A private aeronautical advisory communications
facility for purposes other than air traffic control. Only one
such station is authorized in any landing area. Services available
are advisory in nature primarily concerning the airport services
and airport utilization.
User Fees. A revenue generating fee charged by the airport
#wner for use of various airport facilities.
Visual Flight Rules (VFR). Rules that govern flight
procedures under visual conditions. Also indicates a type of
flight plan.
DRAFT KALISPELL CITY AIRPORT NEIGHBORHOOD PLAN 35
EXHIBIT 1: ZONING
EXHIBIT 2® GENERAL ROAD CIRCULATION PATTERN
EXHIBIT 3: DIMENSIONS OF RUNWAY PROTECTION ZONE
EXHIBIT 4: EXISTING RUNWAY & RUNWAY OBJECT FREE AREA
EXHIBIT 5. THRESHOLD SURFACE DIMENSIONS
EXHIBIT 6. RUNWAY & T AY AREA DIMENSIONS
EXHIBIT ?. HIGHWAY 93 SUBDIVISION LAYOUT (SEPARATE EXHIBIT)
EXHIBIT S. P (SEPARATE EXHIBIT)
DRAFT KALISPELL CITY AIRPORT NEIGHBORHOOD PLAN 36
\/v �, [DR
L._._._._._._._._._._._._._._._._._._._._.-----------------------------------
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LIST OF APPENDICES
APPENDIX A: KALISPELL AIRPORT AREA SURVEY
APPENDIX S. PARTICIPANTS PLANNING PROCESS
APPENDIX C: RAUTHE/GABBERT LETTER OF 4/1.9/91.
APPENDIX D: LIST OF A-1 AIRCRAFT
APPENDIX Es LIST OF —1 AIRCRAFT
APPENDIX F® LIST OF AIRCRAFT THAT EXCEED THE A-1 AND B1
CATEGORIES
11,14 F41 a W" OWWRIC—LO)AWMIM-M,
1. Do you feel Kalispell needs this airport?
2. Should the airport be soldileased and operated privately?
3. Should the City own and operate the airport?
If so, should the air� be =ff-&mpporting with no City subsWy?
EM
I
h
,9.
11.1-M T. F-Ir"I I
Yes
No
Yes
—No
Yes
No
Yes—No
Yes No
Users
All City Residents
Combination
Do you use the aiport? Yes _Ido
Please expound on any of the above questions or provide any additional comments.
Al Jennings
Redge Meierhenry
Mike Baker, Greg
Bob Babb, Dick
hgI47
�Z'JF
CITY/AFFILIATION
Bigfork
Montana Aeronautics, Helena
Thurston City Staff
Brady,etc
Dean Jellison
Monte Eliason
Lee Tower
Norb Donahue
Jack Greenland
Michael Barrett
Bill Loop
Jim Cooney
Ken Conrad
Nate Olson
Bob Monk
Tom Weaver
Don Whaley
Bob Olson
Don Ross
David J Hoerner
Patricia Kramer
Fred Andres
Linda Stevens
Jay Billmayer
Syd Torgerson
Bruce C. McIntyre
Tom Sands
Dennis carver
Mike Strand
Jo Ann Paullin
Marilyn L. Strand
Lawrence E. Stockhil
Betty P. Stockhill
Farm Credit Bank of
Mike Torgenson
Tom Wiggin
Don B. Torgerson
Curtis A. Roth
Ron E. Trippet
Harold F. Stevens
Beatrice Dairy Produ
Michael D. Bolla
Judy Bolla
Douglas Wise
Julia M. Wise
Stampede Packing
Kalispell
GPIA, Kalispell
Kalispell
Kalispell
Bigfork
Bigfork
Columbia Falls
FAA, Helena
FAA - Flight Standards, Helena
Reporter - Kalispell News
Marion
Kalspell
Kalispell
Kalispell
Kalispell
Eagle Aviation Inc., Kalispell
Eagle Aviation Inc., Kalispell
Kalispell
Kalispell
Kalispell
Kalispell
Lakeside
Kalispell
Kalispell
Kalispell
Kalispell
Kalispell
1 Kalispell
Kalispell
SpokaneSpokane
Bigfork
Bigfork
Bigfork
Kalispell
Kalispell
Kalispell
cts Ohio
Kalispell
Kalispell
Kalispell
Kalispell
Kalispell
Ross A eester
Kalispell
Robert L. Monk
Marion
Robert Paul Heckel
Kalispell
Toni Ruth Heckel
Kailspell
Edward L. Hines Trust
Kalispell
Victoria S. Burton
Kalispell
Weber Unlimited Inc.
Kalispell
Douglas M. Miller
Kalispell
Donna C. Miller
Kalispell
Gary Wilken
Kalispell
R. & R. Development Co.
Kalispell
Elmer M. Sieler
Kalispell
Virginia Sieler
Kalispell
Ronald L. Swartzenberger
Kalispell
Clara D. Swartzenberger
Kalispell
Kalispell Elks Bldg. Ass.
Kalispell
James C. Meyers
Kalispell
Marilyn P. Meyers
Kalispell
Gilbert K. Bissell
Kalispell
Susan G. Bissell
Kalispell
Frederick Weber
Kalispell
Alan J. Lerner
Kalispell
Mary A. Lerner
Kalispell
David Ort-ley
Kalispell
Jim Thompson
Kalispell
Neil VanSickle
Kalispell
Tom Weaver
Kalispell
Tony Willets
Kalispell
Jay Billmayer
Kalispell
Gilbert Zimbleman
Kalispell
Donald Burton
Kalispell
Clark Haley
Lakeside
Mike Ferguson
Helena
John Campbell
Marion
FRDO Staff
Kalispell
U
IApril 19, 1991
7 -
DEPARTMENT OF TRANSPORTATION
FEDERAL AVIATION ADMINISTRATION
Helena Airports District office
FAA Building, Room 2
Helena Regional Airport
Helena, Montana 59601
The Honorable Douglas Rauthe
Mayor, City of Kalispell
P. 0. Box 1997
Kalispell, Montana 59903-1997
Dear Mayor Rauthe:
This is in response to your request for information regarding
federal funding through the Airport Improvement Program (AIP) at
Kalispell City Airport and obligations of a sponsor when AIP
funds are used for airport development. Following is information
regarding various aspects of airport funding and some specifics
regarding Kalispell City Airport.
To be eligible for federal funding under AIP (to use trust fund
dollars for airport purposes) , an airport must first be included
in the National Plan of Integrated Airport Systems (NPIAS) . An
existing airport may be included in the NPIAS if it meets all of
the following requirements:
a. it is included in the State Airport System Plan,
b. it serves a community more than 30 minutes from the nearest
NPIAS airport,
C. it has (or is forecast to have within 5 years) 10 or more
based aircraft, and
d. an eligible sponsor is willing to undertake the ownership
and development of the airport.
If an airport is included in the NPIAS, AIP funds do not
automatically follow. Various factors such as environmental and
site approval issues, priorities of development, funds
availability, timing of needs, etc., are considered prior to
actual funding.
C
When an airport sponsor receives AIP funds, they become
"obligated" to conditions contained in assurances that are part
of the grant. A copy of these assurances is enclosed. All of
the assurances apply to a development project, while selected
ones apply to a planning project. Assurances you may want to
specifically note are C. 4, 19-25, 29, and 34.
Three of the NPIAS entry criteria (a, c, and d, above) are met by
Kalispell City Airport (assuming Kalispell City would be the
sponsor). The proximity of Glacier Park International Airport to
Kalispell (15 minutes from the central business district), along
with other issues has precluded placing Kalispell City Airport in
the NPIAS. These other issues include the capability of meeting
minimum agency standards, expansion potential, and environmental
and safety issues, such as the school and residences to the north
and the towers located to the south. If the airport was
expanded, more operationally sophisticated aircraft such as
executive jets and larger twins could be expected to use it.
This could further compound environmental concerns.
There have been discussions about the possibility of a planning
study to determine the need of an additional national interest
airport in the area, or for a feasibility study to look at some
of the issues regarding the present site. Interest by the local
users at looking at a new site is limited due to the cost of a
new airport. However, it is unknown what the costs to develop
the existing site to the same standards as a new site would be.
Obviously, costs of a new site include the AIP non -eligible
development items such as hangars, FBOs, etc., which would be
funded by others.
Any site selection study would look at various alternatives to
providing service to the users and would take into consideration
access provided by Glacier Park International Airport versus the
costs and environmental issues of developing a new site. In any
type of AIP funded study, heavy emphasis would be placed on the
environmental aspects of the existing airport.
A mini -master plan was developed for the airport in 1979 by TAP
Inc., and was funded by Montana Aeronautics Division with a
$1,000 grant and a $6,850 loan. This study addressed many
aspects of the airport, including the recommendation to establish
various fees for revenue generation to help fund future
development needs. The study also provided a direction for the
airport to take without using federal funds. An estimated
revenue generation scenario to the year 2000 was provided, along
with forecasts and a layout of future construction, which
included parallel taxiways, aprons, hangar areas, and FBO
expansion. Resources were expended to develop a plan to outline
ways to accomplish needs of the airport. Was this information
used, i.e., were all or parts of the recommendations implemented?
IL�
I
Access to the national air transportation system is served by
Glacier Park International Airport, which is a high quality, all
weather airport for both air carrier and general aviation
activity. Considerable federal and local funds have been
expended to accommodate this activity.
Kalispell City Airport is serving a local need due to its
convenient location. AIP funds would not be used to develop a
new airport with this type of activity so close to a community
knowing the environmental and safety issues that exist around the
country with other airports located close to communities. In
many cases, "close in" airports, especially active ones, are
relocated away from the communities. "Close in" airports do
exist, but many are continually impacted by safety and
environmental issues.
The use of AIP funds to perform a feasibility or a planning study
which concentrates only on this site is not appropriate. The
1979 study provided methods to fund and develop (at least
partially) this airport. That study could be updated with local
funds and implemented. To use AIP funds to develop an airport to
accommodate the activity presently existing, and anticipated for
the next 20 years at a "close in" location, is not 'good planning®
If the need for another AIP funded airport exists in this area
then it should be planned to be able to expand as needed over the
long term including consideration for crosswind capability, and
should be environmental compatible with the community.
If you have questions or comments please contact me at 449-5271.
Sincerely,
David P. Gabbert
Manager
1 Enclosure
cc:
Ray Costello, AOPA
POSSIBLE AIRCRAFT AT KALISPELL AIRPORT 1
LIST
OF
A-1 AIRCRAFT
PRC
TAIL
MAXIMUM
SPEED
WINGSPAN
LENGTHHEIGHT
TAKEOFF
AIRCRAFT (KN OTS)
(FEET)
(FEET)
(FEET)
(LBS)
BEECH BARON B55
90
37.8
28.0
9.1
5,100
BEECH BARON E55
88
37.8
29.0
9.1
5,300
BEECH BONANZA A36
72
33.5
27.5
8.6
3,650
BEECH BONANZA B36TC
75
37.8
27.5
8.6
3,850
BEECH BONANZA F33A
70
33.5
26.7
8.2
3,400
BEECH BONANZA V35B
70
33.5
26.4
6.6
3,400
BEECH DUCHESS 76
76
38,.0
29.0
9.5
3,900
BEECH SIERRA 200-B24R
70
32.8
25.7
8.2
2,750
BEECH SKIPPER 77
63
30.0
24.0
6.9
1,675
BEECH SUNDOWNER 180-C23
68
32.8
25.7
8.2
2,450
CESSNA-150
55
32.7
23.8
8.0
1,600
CESSNA-177 CARDINAL
64
35.5
27.2
8.5
2,500
DHC -2 BEAVER
50
48.0
30.3
9.0
5_,100
ElIBRAER-820 NAVAJO CHIEF
74
40.7
34.6
33.0
7,000
LAPAN XT -400
75
47.9
33.5
14.1
5,555
LEARFAN 2100
86
39.3
40.6
12.2
7,400
MITSUBISHI MARQUISE MU -2N
88
39.2
39.5
13.7
11,575
MITSUBISHI SOLITAIRE MU -2P
87
39.2
33.3
12.9
10,470
PARTENAVIA P.68B VICTOR
73
39.3
35.6
11.9
6,283
PIAGGIO P-166 PORTOFINO
82
47.2
39.0
16.4
9,480
POSSIBLE AIRCRAFT AT KALISPELL AIRPORT 1
LIST OFAIRCRAJ
POSSIBLE AIRCRAFT AT KALISPELL AIRPORT 1
11
I
11
APPRC
TAIL
MAXIMUM
SPEED
WINGSPAN
LENGTH
HEIGHT
TAKEOFF
AIRCRAFT (KNOTS)
(FEET)
(FEET)
(FEET)
(LBS)
AJI HUSTLER 400
98
28.0
34.8
9.8
6,000
BEECH AIRLINER C99
107
45.9
44.6
14.4
11,300
BEECH BARON 58
96
37.8
29.8
9.8
5,500
BEECH BARON 58P
101
37.8
29.8
9.1
6,200
BEECH BARON 58TC
101
37.8
29.8
9.1
6,200
BEECH DUKE B60
98
39.2
33.8
12.3
6,775
BEECH KING AIR B100
111
45.8
39.9
15.3
11,800
BEECH KING AIR F90
108
45.9
39.8
15.1
10,950
CESSNA CITATION I
108
47.1
43.5
14.3
11,850
CESSNA-402 BUSINESSLINER
95
39.8
36.1
11.6
6,300
CESSNA-404 TITAN
92
46.3
39.5
13.2
8,400
CESSNA-414 CHANCELLOR
94
44.1
36.4
11.5
6,785
CESSNA-421 GOLDEN EAGLE
96
41.7
36.1
11.6
7,450
.EMBBRAER-121 XINGU
92
47.4
40.2
15.9
12,500
EMBRAER-326 XAVANTE
102
35.6
34.9
12.2
11,500
FOXJET ST -600-8
97
31.6
31.8
10.2
4,550
HAMILTON WESTWIND II STD
96
46.0
45.0
9.2
12,495
MITSUBISHI MU -2G
119
39.2
39.5
13.8
10,800
PIPER 31-310 NAVAJO
100
40.7
32.7
13.0
6,200
PIPER 40OLS CHEYENNE
110
47.7
43.4
17.0
12.050
PIPER 60-602P AEROSTAR
94
36.7
34.8
12.1
6,000
ROCKWELL 690A TURBO COMDR
97
46.5
44.3
14.9
10,300
SWEARINGEN MERLIN 3B
105
46.2
42.2
16.7
12,500
SWEARINGEN METRO
112
46.2
59.4
16.7
12,500
VOLPAR TURBO 18
100
46.0
37.4
9.6
10,280
POSSIBLE AIRCRAFT AT KALISPELL AIRPORT 1
11
I
11
1-1
LIST OF AIRCRAFT THAT EXCEED THE Al AND Bl CATEGORIEJ
...
SPEED WINGSPAN LENGTH HEIGHT TAKEOFF
• w -(KNOTS) (FEET) (FEET) (FEET) (LBS)
BEECH E18S
87
49.7
35.2
9.5
9,300
BN -2A MK.3 TRISLANDER
65
53.0
45.7
14.2
10,000
DHC -6-300 TWIN OTTER
75
65.0
51.7
19.5
12,500
DH.104 DOVE 8
84
57.0
39.2
13.3
8,950
DORNIER DO 28D-2
74
51.0
37.4
12.8
8,855
NOMAD N 22B
69
54.0
41.2
18.1
8,950
NOMAD N 24A
75
54.2
47.1
18.2
9,400
PILATUS PC -6 PORTER
57
49.7
37.4
10.5
4,850
PZL-AN-2
54
59.8
41.9
13.1
12,125
BEECH KING AIR C90-1
100
50.2
35.5
14.2
9,650
BEECH SUPER KING AIR B200
103
54.5
43.8
15.0
12,500
CESSNA-441 CONQUEST
100
49.3
39.0
13.1
9,925
ROCKWELL 840
98
52.1
42.9
14.9
10,325
ROCKWELL 980
121
52.1
42.9
14.9
10,325
QEROSPATIALE SN 601 CORV.
118
42.2
45.4
13.9
14,550
DASSAULT FAL-10
104
42.9
45.5
15.1
18,740
GATES LEARJET 28/29
120
43.7
47.6
12.3
15,000
MITSUBISHI DIAMOND MU -300
100
43.5
48.4
13.8
15,730
PIAGGIO PD -808 .
117
43.3
42.2
15.8
18,300
GATES LEARJET 24
128
35.6
43.3
12.6
13,000
GATES LEARJET 25
137
35.6
47.6
12.6
15,000
GATES LEARJET 54-55-56
128
43.7
55.1
14.7
21,500
GATES LEARJET 35A/36A
143
39.5
48.7
12.3
18,300
1
Ul'l'.Y AIXFORT-
NEIGHBORHOOD PLAN