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HomeMy WebLinkAboutCOUNCIL - AGENDA ITEM - 07/12/2005 - FORT COLLINS/LOVELAND MUNICIPAL AIRPORT MASTER PLA DATE: July 12, 2005 WORK SESSION ITEM STAFF: Ron Phillips FORT COLLINS CITY COUNCIL Dave Gordon SUBJECT FOR DISCUSSION Fort Collins/Loveland Municipal Airport Master Plan Update. Presentation from the Planning Consultant and Airport Director regarding the work completed to date, status of the project and a discussion of major elements of the Update that need specific feedback and direction in order to complete the work. GENERAL DIRECTION SOUGHT AND SPECIFIC QUESTIONS TO BE ANSWERED 1. Does Council support a 1,000 foot runway extension? If so, in which direction should the runway be extended? 2. Does Council support further development of the Airport for additional aircraft storage hangars and land leases for additional aviation businesses? 3. Does Council support efforts to locate an Air Traffic Control Tower on the Airport to enhance safety? 4. Does Council support a parallel runway in the future for capacity and safety enhancements? 5. Does Council support acquisition of adjacent land for securing proper land use compatibility and development of the Airport? BACKGROUND The Airport Master Plan Update was started in June of 2004. The consulting firm of Barnard Dunkelberg&Company was selected to perform the Master Plan Update. Work on the Update has reached a point where specific direction is needed from the Cities in order to complete the Master Plan Update documents. Three public meetings have been held and four study committee meetings have taken place. A great deal of public input has been received during these meetings and changes to the draft Update have been made as a result of these comments. The most notable comments received include: 1. Support to keep the crosswind runway; 2. Support of an air traffic control tower; July 12, 2005 page 2 3. Development of more aircraft storage hangars and additional business development sites to serve the flying public; and 4. Support for a new parallel runway. 5. Citizens and homeowner associations in the immediate area of the Airport have expressed concerns with additional aircraft overflights that would occur as a result of further development of the Airport. The study has also identified the need for a runway extension,and there have been numerous public comments on this issue, both pro and con. Generally speaking, the pro comments come from the Airport constituency and users,and the con comments come from residents who live in the general vicinity of the Airport and its flight paths. The Airport's main runway is 8,500 feet long and due to our altitude, many times aircraft must download fuel and passengers to meet aircraft performance requirements. This causes inefficient use of the aircraft and can result in the loss of business to the Airport. It has been determined that a 1,000 foot extension of the runway to 9,500' would greatly reduce these restrictions and can also improve safety. However,the FAA will not fund an extension based purely on the safety criteria. It requires that an extension be based on operational characteristics of aircraft that normally use the Airport. Such input has been received from aircraft operators that frequently use the Airport and the consultants have determined that an extension of 1,000 feet will provide substantial benefits to aircraft users and enhance the financial stability of the Airport. The issues surrounding the runway extension involve which direction(s)the extension should occur, costs, environmental considerations and need. The consultants desire input from the City Council on the merits of the extension and in which direction the runway extension should occur. A favorable decision does not mean the extension will be built,only that it will be noted as a needed project in the Master Plan and should be considered as a potential future project. The extension cannot be built until adequate environmental reviews have been satisfactorily completed,federal and local funding is in place and the need has been further documented. ATTACHMENTS 1. Written summary from Barnard Dunkelberg& Co. 2. Presentation Slides Staff presentations for Work Session items have been video taped in advance of this meeting.The presentations will be broadcast on City Cable Channel 27 at the following times: Thursday,July 7 5:30 p.m. Sunday,July 10 10:00 a.m. &8:30 p.m. Friday,July 8 1:00 P.M. Monday,July 11 12:00 p.m. Saturday,July 9 2:00 p.m.&8:30 p.m. Tuesday,July 12 4:00 p.m. Videos of the presentations will also be available via a high-speed internet connection at www.fceov.com by 5:00 p.m.,Friday,July 7. ATTACHMENT Planning Memorandum Refined Development Alternatives Introduction The purpose of this memorandum is to summarize the macro planning issues and concerns associated with the future configuration of Fort Collins-Loveland Municipal Airport. This documentation provides a description of these"larger"issues(the majority of which relate to the layout of the runway system); where possible,in consideration of previous input received from City staff,the Study Committee and the public,consultant recommendations on individual issues are provided; and,where needed,a description of alternatives that need further consideration is presented. Before presenting the material described above,it is important that the list of assumptions and goals for the Master Plan. Assumption One. The airport will be developed and operated in a manner that is consistent with local ordinances and codes, federal and state statutes, federal grant assurances, and Federal Aviation Administration (FAA) regulations. Assumption Two. This assumption recognizes the role of the airport. The airport will continue to serve as a facility that accommodates general aviation activity,along with commercial passenger service activity and a small amount of military activity. Assumption Three. This assumption relates to the size and type of aircraft that utilize the airport and the resulting setback and safety criteria used as the basis for the layout of airport facilities. Runway 15133. It has been determined that the "Design Aircraft" for this runway is the mD-83 (a narrow body commercial passenger jet aircraft with a maximum passenger seating capacity of 162). The ivID-83 is currently utilized by Allegiant Au to provide scheduled passenger service at the airport. The bID-83 has an approach Fort Collins-Loveland Municipal Airport July 2005 Master Plan Update Planning Memorandum Page 1 speed of 135 knots and a wingspan a wingspan of 107.8 feet. This indicates that for Runway 15/33,the ARC C-III criteria will continue to be used to determine appropriate design criteria. The C-III designation is also appropriate because the Airport is heavily utilized by the business jet fleet,many of which have"C" or"D" approach speed and the new,larger business jets (i.e. The Gulfstream G-V, Canadair Global Express, and the Boeing Business Jet) have category III wingspans. Runway 6/24. Only smaller general aviation aircraft (under 12,500 pounds) use this runway. The "Design Aircraft" fleet for this runway is made up of the single engine piston-driven general aviation aircraft (e.g., the Beech Bonanza, Cessna 172,etc). The approach speeds for these aircraft are less than 121 knots and a wingspan of less than 49 feet. This indicates that this runway should be designed using ARC B-I(small aircraft only) dimensional criteria. Assumption Four. The fourth assumption relates to the need for the airport to accommodate aircraft operations with great reliability and safety. This indicates that the airport's runway system should be developed with instrument approach guidance capabilities and adequate runway length to accommodate the forecast operations as safely as possible under most weather conditions. Assumption Five. Because landside development area at any airport is typically always at a premium, the fifth assumption is that the plan for future airport development should strive to make most efficient use the available area for aviation related activities, including general aviation facilities and passenger terminal facilities. Aviation use areas should be developed to be compatible with surrounding land uses. Assumption Six. The sixth assumption focuses on the relationship of the airport to off- airport land uses and the compatible and complimentary development of each. To the maximum extent possible, future facilities will be designed to enhance the compatibility of the operation of the airport with the environs. Assumption Seven. A crosswind runway will be maintained at the airport. Improvements to a crosswind runway will be identified in the capital improvement project listing section of the document;however,it is realized that the funding for crosswind runway improvements is a low priority with the FAA for Airport Improvement Program funds. The runway will continue to serve and be improved as a taxiway. Goals for Development Accompanying these assumptions are several goals,which have been established for purposes of directing the master plan and establishing continuity in the future for airport Fort Collins-Loveland Municipal Airport July 2005 Master Plan Update Planning Memorandum Page 2 development. These goals take into account several categorical considerations relating to the needs of the airport both in the short-term and long-term,including safety, noise, capital improvements,land use compatibility, financial and economic conditions,public interest and investment, and community recognition and awareness. These goals are preliminary and are intended to stimulate discussion. After receiving input from the public and local government representatives,the goals will be used to guide in the formulation of recommendations for this master plan update (MPU): • Provide effective direction for the future development of Fort Collins-Loveland Municipal Airport through the preparation of a rational,reasonable,and implementable plan. • The Cities of Fort Collins and Loveland are committed to the development of a safe,reliable, and high quality airport. "High quality"in this instance is intended to prescribe the rigbt suing of proposed development to effectively meet the needs of the community and its visitors in a manner that is in concert with surrounding development,while also addressing environmental concerns. • Analyze and recommend the operational requirements of the existing commercial passenger service aircraft fleet and the potential benefits of a runway extension should be investigated. • The instrument approach capabilities associated with Runway 15/33 should be maximized,including consideration of new and emerging navigational aid technology such as Wide Area Augmentation System(WARS). • For operational safety and efficiency benefits, potential sites for the development of an Air Traffic Control Tower (ATCT) should be identified as a component of this MPU. • Plan and develop the airport to be environmentally compatible with the community, and minimize environmental impacts on both airport property and non-airport property that are affected or potentially affected by airport operations. • Promote and capitalize on opportunities that will allow the airport to enhance its financial self-sufficiency to the maximum extent possible, consistent with the airport's inherent aviation purpose. Fort Collins-Loveland Municipal Airport July 2005 Master Plan Update Planning Memorandum Page 3 Airside Development Concepts and Alternatives Introduction As discussed at greater length in previous work products, because all other airport functions relate to and revolve around the basic runway/ taxiway layout, airside development alternatives must first be carefully examined and evaluated. Specific airside considerations for this airport include taxiway layout,runway length, and instrument approach capabilities. In the effort to identify the "best" layout of future facilities at the airport,three airside development alternative components have been analyzed. These components are: • The placement of a potential runway extension for the main runway. • The configuration of the crosswind runway. • The placement of a future parallel runway. Main Runway Development Considerations and Alternatives Alternative One - Maintain the Existing Runway Configuration • The airport's main runway (Runway 15/33)will be maintained at its existing length of 8,500 feet and the crosswind runway (Runway 6/24) will be maintained at its existing length of 2,273 feet. • To accommodate the FAA's design criteria for the critical aircraft using the main runway (Allegiant Air's MD-83), Runway 15/33 will be programmed to be increased from 100 feet to 150 feet wide. The FAA's criterion for the minimum width of a runway serving only small aircraft (i.e., the crosswind runway) is 60 feet. The existing width of the crosswind runway is 40 feet and will be programmed for a width of 60 feet in the future. • Airfield Pavements, runways, taxiways and aircraft parking ramps are to be strengthened to accommodate the needs of the current aircraft fleet. • The parallel taxiway on the east side of Runway 15/33 will be maintained and will be widened from 50 feet to 60 feet. • Runway 6/24 will continue to be maintained and utilized as a crosswind runway for the smaller general aviation aircraft. It will also continue to be utilized as a taxiway serving the hangar development area east of airport property. • The precision instrument approach capabilities to south end of the runway (Runway 33) will be maintained with minimums of 200 feet AGL (above ground Fort Collins-Loveland Municipal Airport July 2005 Master Plan Update Planning Memorandum Page 4 level) ceiling and -mile visibility. This Instrument Landing System (ILS) approach provides both horizontal and vertical guidance to pilots landing on Runway 33. Presently, the VOR and GPS non-precision instrument approach capabilities associated with the north end of the runway (Runway 15) ate limited to a cloud ceiling of approximately 400 feet AGL and 1-mile visibility minimum non-precision approaches. A non-precision approach provides only horizontal guidance to pilots. The potential to improve the approach capabilities to Runway 15 will be explored. The primary on-ground physical feature associated with the improved approach is the increased size of the Runway Protection Zone (RPZ). The options for the RPZs for Runway 15 associated with an improved approach are indicated on the following illustration. If possible, the area within the RPZ should be owned by the Airport and it should remain dear of development if possible. Specifically, residential development and places of public gathering should be excluded from the RPZ. From a runway development standpoint, this alternative represents a do-nothing alternative. PositiveQualities ofAlternative One • Minimizes new construction and capital improvement expenses. • Minimizes need to control additional land. The only additional land that is required with this alternative is associated with the main runway's north Runway Protection Zone. Negative Qualities ofAlternative One • Does not provide for additional runway length needed by Allegiant Air (see letter in appendix),various charter aircraft and some of the large business jet aircraft to operate consistently with a full load of passengers, fuel, and luggage. Fort Collins-Loveland Municipal Airport - July 2005 Master Plan Update Planning Memorandum Page 5 LU O UA UA H 'v; ' .:. _.. L 7 N o 3 r. �. 9Z WON AAxOOO O CD d m x oo � fF I Eox Z � Q Q .C — zLn Ml —_ C� M C a.: Nina I ° :7 ` W � d O �_ X > r � � C � 7 az � � .� Lu 1 \ m x +. W f UJ LL Q O ::3 1 S U— \ 4 \ 1 m \ I o a \v c d m L 2 O u Z ui c U w W O o N }yY 6 0 O 1 Z I !� / \ H C C C in W m m C to NJ � � O N �� �0� Y 0 0 m d \ Z In � o 0.a 9' O anlaa Aarxara w �._ \ Z a WAA UJ CL �1 i0. N XS W C Z O _ N ► C Z O J_ of a N C 9 C \\ A T p 3 W m x „ y" O X OF ^ \ \� \ d- X R Imo W � � � C i \ ^ A ` c H9 x a+ f+ FWD 3 I � \ \ P a dd oc avor Aumoa ca 1 d do O �— 0 IL 0 H .0 CI m J r O a z �a m Alternative Two - Extend Runway 15/33 1,000 Feet to the South As with Alternative One,this alternative provides recommendations for increased width and pavement strength for both runways, the increased width of the parallel taxiway serving Runway 15/33, and the need to investigate the potential to improve the instrument approach capabilities to the north end of the runway. • The airport's main runway will be increased in length to 9,500 feet with a 1,000- foot extension to the south. Positive Qualities of Alternative Two • Provides the runway length necessary for the existing airline aircraft and others (charters and large corporate aircraft) to operate without significant weight penalties. NegativeQualities of Alternative Two • The south RPZ would be moved 1,000 feet to the south,restricting land uses in those areas of the RPZ that are off of airport property. Major Cost Consideration r forAlternative Two • Construction of 1,000-foot extension of runway, along with associated parallel taxiway. • To maintain FAA line of sight requirements, the extended runway end will be higher in elevation than the existing runway end. The new runway end will be approximately 8 feet higher than existing grade. • Relocate the existing Approach Lighting System and the existing Glide Slope antennae (the relocation of the Glide Slope antenna will be required whether or not the runway is extended to the south (it's existing location is too close to the runway to meet current FAA criteria). Fort Collins-Loveland Municipal Airport July 2005 Master Plan Update Planning Memorandum Page 7 _ -- LU N O LU 4f F ; IXJ 99 YrOY1EtlMf0at -. /R 1�` a E e a zcar ar G O r- W a _ L LU to a Q Q .� N >c �5 L/ uj y LL • W C LU C I W 3 3 3 O N q t vV� _ \ C C C LU CL r amaa aarxara �� CL zm y � z MAy�2,'X 4A H 612A� uXi5 LU 1 _ _ 0 N z C ` C I 0 J az o z E ' o MAL \ ' c — � \ \ \ aCa H yogi '. A g ` w y ° N A m W LL 0 Alternative Three - Extend Runway 15/33 800 Feet to the North As with Alternative One,recommendations for increased width and pavement strength for both runways,the increased width of the parallel taxiway serving Runway 15/33 and the need to investigate the potential to improve the instrument approach capabilities to the north end of the runway are included with this alternative. • The airport's main runway (Runway 15/33) will be increased in length to 9,300 feet with an 800-foot extension to the north [the maximum extension possible Without requiring the existing localized antenna to be moves (necessitating the closure of County Road 30,which is considered to be impractical). It is important to note that the maximum extension to the north without the requirement to relocate the localizer antennae is likely to be less than 800 feet. Additional input from the FAA will be required if this alternative is carried forward as a development proposal. PositiveQualities o(Alternative Three • Provides additional runway length. NegativeQualities of Alternative Three • Does not provide the runway length necessary to fully accommodate the existing air carrier aircraft without weight penalties during warm weather conditions. • Because the FAA specified Runway Safety Area and Runway Object Free Area couldn't be provided beyond the end of the extended pavement,its use will be restricted depending on the direction and type (landing or takeoffl of aircraft operation. The following illustration notes the preliminary assessment of the declared distances associated this alternative (box at lower left comer). The four components associated with declared distances are: TORA—takeoff run available TODA—takeoff distance available ASDA—accelerate-stop distance available LDA—landing distance available It should be noted that FAA guidance states, `The use of declared distances for airport design shall be limited to cases of existing constrained airports where it is impractical to provide the runway safety area, the runway object fire area, or the runway protection Zone in accordance with the design standards." Fort Collins-Loveland Municipal Airport July 2005 Master Plan Update Planning Memorandum Page 9 W +9 Z �p O d ` W L 0 O 9L MOU Al - ♦ 0 ; LU }� 0 L YE jO Q ao C O Q 3E W Z . a _ C o W � z ' ifs 0dr z Z C — I " =M NUO Y J CL U U WUC • ♦ FW" �C � LL � � 1 o l t e U e e �t�\ N « Q \ w �r \ U N p \ IL C m O \ \ ao y oC c `c FZ BAIVUA HV" R r in 3 ; 'c .z N \ x'w o -0oc ` _ W � M CL m a n 2�a� uj IZA W O / 3 c m 19 z 0 N �♦ m Z v 0 LU E CIL c 99 r \t ce > H 1 w w $ zR °' .+ O c F C /i rn o. _ ..Z ZO ZW s � W W W Z W M S� 0 LL ■ Major Cost Considerations forAlternative Three • Construction of a 800-foot extension of Runway, along with the associated parallel taxiway (see comparative cost estimates in appendix). Alternative Four - Extend Runway 15/33 500 Feet to the North and 500 Feet to the South As with Alternative One,recommendations for increased width for both runways and the need to investigate the potential to improve the instrument approach capabilities to the north end of the runway are included in this alternative. • The airport's main runway (Runway 15/33)will be increased in length to 9,500 feet with a 500-foot extension to the north and a 500-foot extension to the south. To avoid the need to relocate the Localizer Antennae and County Road 30, this alternative designates that the northern runway extension would utilize declared distances and would primarily be used for departures to the south. This will allow the construction of the northern extension pavement without extending the object clearing and grading standards specified by the FAA, thus not requiring the relocation of the antennae or the roadway. Positive Qualities ofAlternative Four • Provides the runway length necessary for the existing airline aircraft to operate year-round without significant weight restrictions when departing to the south. Negative Qualities of Alternative Four • When departing to the north (Runway 33), and in consideration of the Accelerate Stop Distance Available (ASDA), the departure runway length will be 9,000-feet, which is 500 feet short of the 9,500 feet that would allow the current airline to operate year round without significant payload restrictions. Runway 33 is the most utilized runway and is the calm wind preferred runway. It is estimated that approximately 60 percent of the airport's operations utilize Runway 33,and' Runway 15 is used for the remaining 40 percent. • The south runway protection zone (RPZ) would be moved outwards by 500 feet, which would result in restricted land uses in those areas of the RPZ that are off airport property. Fort Collins-Loveland Municipal Airport July 2005 Master Plan Update Planning Memorandum Page 11 .. a uj c a 0 v acavow*moa, 1 70 IN LU \ OO CC J cu IL e (1) ZE_ c O Q I W M < VI .� � > I '� _ _ uj I \ '� c ° CO LLB .I a d t� \ J i r r W N a J c I O Ig L6O d a � N I K O� I �It�� � B � z \ O O O c c c 9 C _ , \\ Ce a Z In 70 I K > a Eff 4 y BIZA kA Z� \\ K > \ \, W D: Z ` C L L -AI �. � � W �I- M � . U. td r os arox syynoa I a O p ow L v s m C C ton Z m d o LU N x5x5 W 0 O t .. V a A IOL Z p � Z G/ > r go � dd . 0 cro Sys ♦. O ow 'A NM U) v c Major Cost Considerations forAlternative Four • Construction 1,000-foot extension of Runway (500 feet on each end of the runway), along with an associated parallel taxiway (see comparative cost estimates in appendix). • To maintain FAA line of sight requirements and runway gradient requirements, the extended runway end on the north will be slightly higher in elevation than the existing grade (by approximately 2 feet). The extended end on the south will be approximately 6 feet higher in elevation than the existing grade at the end of the new runway pavement. Alternative Five - Extend Runway 15/33 1,000 Feet to the South As with Alternative One, this alternative provides recommendations for increased width and pavement strength for both runways,the increased width of the parallel taxiway serving Runway 15/33,and the need to investigate the potential to improve the instrument approach capabilities to the north end of the runway. • The airport's main runway will be increased in length to 9,500 feet with a 1,000- foot extension to the south. Positive Qualities ofAlternative Two • Provides the runway length necessary for the existing airline aircraft and others (charters and large corporate aircraft) to operate without significant weight penalties. Negative Qualities ofAlternative Two • To avoid extension of the south RPZ onto areas that are not controlled by the airport, the use of the extended runway will be restricted (the extended portion of the runway will not be utilized for landings to the north). Major Cost Considerations forAlternative Two • Construction of 1,000-foot extension of runway, along with associated parallel taxiway. • To maintain FAA line of sight requirements, the extended runway end will be higher in elevation than the existing runway end. The new runway end will be approximately 8 feet higher than existing grade. Fort Collins-Loveland Municipal Airport July 2005 Master Plan Update Planning Memorandum Page 13 v .� p C d O N m T. d O R@ F CD �--' ' to N Q > 0 IlL N Q 0 Q CL J i U) a. r sz aroa AA noo y Z cu 0. 'y Q m ,ed W „�' J� .U ' - ei I O• U E W I-. 'L L\' rL r z in C O LL d C C O Q ;3 ..� 1 i �. p ► O a L6 u in i a` U)i O • i a m m e_ • GO ,, W \� \ N I � ;� \ z O uj c I'r�\ 3 fa \\ Do 0 a Q ^ anIng INWHar3ley c .+ 3 u Z c N H a w � LEIR Z Qff I 10 a Sao X \ giz = p C oa o M a d d V 04 G C « N a d 0 o e o \ W C Q d; O 00 M y Z A r C aQ T� p Q x G p 9 ai C p d �;�y a C v X u,� a c W N GIx E C d d a m LL • Reconstruct the existing Approach Lighting System (it will need to be an in- pavement system in the area of the extended runway) and the relocate the existing Glide Slope antennae (the relocation of the Glide Slope antenna will be required whether or not the runway is extended to the south -it's existing location is too close to the runway to meet current FAA criteria). Preliminary Conclusions - Main Runway Development Alternatives In consideration of ability to achieve the runway length needs in the most efficient and implementalable manner,with minimal off-airport land use impacts,it appears that Alternative Five - Extend Runway 15/33 1,000 Feet to the South and Use Declared Distances to Minimize Approach RPZ's Extension Onto Non-Airport Property. However,no recommendation on the extension of the primary runway will be made until additional input is received. Preliminary Conclusions - Crosswind Runway Development Alternatives The general aviation pilots at Fort Collins-Loveland Municipal Airport have indicated strongly that a crosswind runway is a critical component of the airport's airside facilities. Several alternatives related to the crosswind runway were presented in Working Paper Three. In consideration of input received and in recognition of the fact that federal matching funds for the extension,relocation, or improvement of the crosswind runway are not likely to be forthcoming for the foreseeable future, the retention of the existing runway alignment and length appears to represent the most appropriate master planning recommendation. Runway 6/24 will continue to operate in its present configuration, while recognizing the need for improvements (increased width and the potential for a parallel taxiway). These improvements will only be constructed when and if appropriate funding becomes available. Other Runway Considerations There are two other master planning considerations that relate to the configuration of the airport's future runway system. Future Parallel Runway Fort Collins-Loveland Municipal Airport is a busy general aviation/commercial passenger service airport. The capacity of the airside facilities as they exist now is adequate to accommodate the number of existing landings and takeoffs without Fort Collins-Loveland Municipal Airport July 2005 Master Plan Update Planning Memorandum Page 15 significant delay. Without an extraordinary increase in the number of aircraft operations in the near future, the airside system's capacity is also adequate to accommodate the forecast use for many years into the future,perhaps even beyond the 20-year planning horizon of this Master Plan Update. That being said, from a long-term planning perspective,not showing a future parallel runway at the airport would be shortsighted. A parallel runway is the only way to significantly increase the capacity of the airport's airside facilities. The future parallel runway has been shown in past planning documents for the airport as being located 700 feet west of Runway 15/33. Preliminary analysis has indicated that this location is appropriate from a planning standpoint, and is the minimurn separation distance allowed by FAA criteria for parallel runways. The new parallel runway would be developed to accommodate regular use by aircraft up to the size of small/medium business jets. As shown on the following illustration entitled RUNWAY DEVELOPMENT CONSIDERATION-FUTURE PARALLEL RUNWAY, the parallel runway can be approximately 7,700 feet in length without extending the runway protection zones beyond existing airport property. Another influence with regard to the construction of a parallel runway is the need for the provision of an alternative landing area when the main runway is closed for maintenance, snow removal,reconstruction, or emergency. Fort Collins-Loveland Municipal Airport July 2005 Master Plan Update Planning Memorandum Page 16 W z N vi ^ O C a` C > O< ., N W 70 3=��a�a 0 • ouXow z 1FZYz s aro wnoo ' —j�C Q— �. p WN CL �; p c aoz LQz ar d J it = ao W > zZz jE > fXc=9 z 2 ` E OC 7 > Acfz .� _ AEI i � " • LL.. aA m 'boa Oda 1 \ oo •'-ti° ,`a NZz W zz �C n ME:w Q p Vl•H < < U . 0 0 C xX .0 f 1 x M ha' Z ° r L LL G W wF �� 1 IA �i n \ A 10 F x. • b � I a z � G CL cl- N / �, �`� �•� c C 8 ;z �: v 3 �.\ zz OMf z • \ CL O CL WHO•zrinit'i t�` � \ \� e���\ � Z Q z Qt �- - -� \iV�a� .. • O \ x> 19 W " ` a g19•A�4C yea uw A • F 0 W W LL N C LU • - a z « ILL \ _ z o fa o C 1 �r c O a 3 e 0 m rn LL Landside Development Concepts Introduction With the framework of the airport's ultimate airside development identified in a preliminary manner(the main runway will remain in its existing position and landside development recommendations will not be affected by the extension of the runway, the crosswind runway will be maintained in its existing location and at its existing length), the placement of landside facilities can now be analyzed. In general,landside facilities consist of terminal area development, aircraft parking aprons, support facility development,hangar development areas, and airport access. The overall objective of landside development planning at the airport is the provision of facilities,which are conveniently located and accessible to the community, and which accommodate the specific requirements of airport users. The following illustration, entitled EXISTING RUNWAY CONFIGURATION WITH DEVELOPABLE PROPERTY,provides an idea of the areas that are reserved for airside facilities (runways, taxiways,and safety setbacks). Revisions to this illustration will be needed when areas for future runway facilities are determined. As identified in the previous chapters, there is current demand for improved passenger terminal facilities and a need for additional general aviation aircraft storage hangars and tie down spaces. In addition, an Air Traffic Control Tower (ATCT) for the airport will likely be programmed for construction during the next few years. Development alternatives and concepts for these major factors are provided below. Following input from stakeholders,city staffs, the FAA,and the public on major landside elements,more factors that are detailed will be addressed. The detailed factors include such items as roadway access, automobile parking, fuel storage facilities, conceptual layout of future hangars, security fencing and gates, aircraft parking aprons,utilities,etc. Following the discussion on passenger terminal facilities and general aviation facilities (including commercial uses such as aircraft modification and repair, fixed base operators, etc.), a conceptual land use plan is presented for the airport. Passenger Terminal Facilities In most cases,if an airport is utilized for commercial passenger service activity, consideration for the placement of passenger terminal facilities will be a high priority in any planning study. This priority consideration is important because the passenger terminal facility is utilized by a great number of travelers who are unfamiliar with the airport (many have never visited before). Therefore, the location of the passenger terminal facilities should facilitate easy landside access,with a minimum opportunity for wrong tums. Fortunately, the existing passenger terminal facilities at the airport are appropriately located to provide easy landside access and it is recommended that they remain in this location for the future. The area to the northwest of the existing terminal Fort Collins-Loveland Municipal Airport July 2005 Master Plan Update Planning Memorandum Page 18 i. O W cu CJ sz avoa uNno9 0 O E W W.E ASJ I \� Q C _ IL \ J = CU Y Z'V a 0 0- W ( ) _U I / 1 a s S o f41 \ o a c d N O d 8 C c : Y o a r c o` 3 3LU 3 g o \ mmmm \ s z e�000 ; \ yL W'y Iu \�{C C O O ® a a N 3AroO1tlVNtltl3 Z 00 A Z y In U � > > " LU U C c 2�31 CL afa P m i a \ f O 6 Z ; OL OZ O V E WE 3 Z.g a - e of c m e x W d I � �� rn LL building and parking should be reserved for continued passenger terminal development. In addition,because of its strategic location just to the south of the passenger terminal buildings, the existing fuel storage facility should be relocated. For general planning purposes, the passenger terminal building should be conceived as a facility that is adaptive and multi-purpose in nature to meet other important space demands including: public and private meeting space, airport administrative offices,large private aircraft charter operators, potential general aviation terminal and passenger security screening requirements and miscellaneous FBO needs, to name a few. Flexibility in space planning should be key consideration to the development of this building. Allegiant Air shares the attitude of the City of Fort Collins and the City of Loveland that a basic goal for the commercial passenger activity at the airport is to provide adequate facilities to insure a pleasant experience for the travelers,but not overbuilding to the point that costs are dramatically increased. This attitude also serves to protect the Cities from over investing in ternunal infrastructure in the uncertain airline business atmosphere that is being experienced on a national basis. As discussed previously, from a long-term planning perspective, the passenger terminal building at the airport could need to be as large as 15,000 square feet in the future. Additionally, an automobile parking area to accommodate as many as 600 automobiles should be set aside (the existing parking area accommodates 362 automobiles). General Aviation Facilities Another significant landside development issue that has been identified is development area for general aviation storage facilities (hangars). These facilities can range from T- hangars that house aircraft in individual walled in units that are contained in a larger structure, to small conventional hangars (executive hangars). T-hangars are capable of housing one or two general aviation aircraft, or corporate hangars capable of housing one or more business jet aircraft, to large "gang storage" hangars that can house a number of aircraft under one roof without the separating partitions that characterize a T- hanger structure. The master plan update will provide a detailed layout of facilities to provide space for these various hangar types,but will also strive to provide flexibility so that the type of hangar built can be in response to actual demand. Aviation Forecasts (developed earlier in the master plan update) indicate that areas should be reserved for the storage of approximately 100 additional general aviation based aircraft. Initially, future facilities should be developed in the existing general aviation development area (southeast quadrant of airport property). As demand increases, the area north of Earhart Drive, east of the passenger terminal building will be utilized for General Aviation facilities. In addition, the area east of the main runway and Fort Collins-Loveland Municipal Airport July 2005 Master Plan Update Planning Memorandum Page 20 north of the crosswind runway is available for aviation use structures,including general aviation facilities. In addition to general aviation storage facilities, space must also be reserved for commercial general aviation activity. These commercial activities include aircraft modification facilities, fixed based operations facilities, aircraft maintenance/repair facilities, etc. Due to the nature of these commercial activities,their location should be adjacent to the main apron and they must be provided with good landside access. The following illustration, entitled ONAIAPROT LAND USE PLAN, provides a graphic description of the conceptual layout of future land uses on the airport. New Air Traffic Control Tower One of the special tasks programmed as a part of this master planning effort is to identify potential sites for a new air traffic control tower (ATCT). The siting requirements for an ATCT facility are stringent with regard to sight lines to the aircraft operating surfaces,height of structure, and direction of view. Because of this, there are only a limited number of appropriate sites available. The following illustration,entitled POTENTIAL LOCATIONS-FUTURE AIR TRAFFIC CONTROL TOWER,indicates the alternative sites identified. The illustration identifies the potential sites along with an approximate eye-level elevation and height above grade. All of these sites meet the requirements associated with minimum viewing angles to airfield pavements and height of structures that do not conflict with FAA airspace obstruction criteria;however,in consideration of aircraft operating patterns and the ability to view all runway and taxiway surfaces without interference from existing structures, Site B appears to be the preferred location. Land Acquisition Considerations As can be noted on the previous illustration entitled EXISTING RUNWAY CONFIGURATION wrm DEVELOPABLE PROPERTY,the airport's facilities are located on a limited amount of land. To help ensure land use compatibility, approach protection and to provide additional development area for aviation/airport support facilities, several parcels adjacent to airport property are being considered for acquisition. The parcels being considered are illustrated on the following map entitled,PROPERT'YACQUISY70N CONSIDERATIONS. 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C F S IV 0 •X L Fg a G F N +yt a ^o W o O LLI a J Q CU - - — y � U Lrl LU ce w � i B $ m a lip m i h 1 s Wir , e i s s t , o '* m r i w w d aiS 1 Vc 2 A o a W� u 3 s a o m a t ggg , = om dam N � • r $ s n to ° z / / I jln $ to3 $$ , mB f o as • A E :: z. tl _ • Z I C Cc . ° 1, 15 k t w s. sl T •7Q u a f a rn LL Fort Collins - Loveland Municipal Airport Airport Master Plan Program -� Fort Collins City Council Study Session*ftw. July 12 , 2005 The Barnard Dunkelberg & Company Team Fort Collins - Loveland Municipal Airport Airport Master Plan Program Planning Process Inventories Forecast of Aviation Activity Facility Requirements Determination Alternatives and Plan Development Environmental Review Implementation Plan The Barnard Dunkelberg & Company Team �� Fort Collins - Loveland Municipal Airport Airport Master Plan Program Forecast of Aviation Activity Program for Moderate Growth in : Number of Aircraft Operations Number of Passenger Enplanements Number of Based Aircraft Build Facility Improvements When : Actual Demand Occurs Projects Are Financially Feasible Environmentally Appropriate The Barnard Dunkelberg & Company Team �� Fort Collins - Loveland Municipal Airport Airport Master Plan Program Runway Configuration Plannin - Considerations g RunwayCapacity acit p y f$l ON' Runway Length Air Traffic Control Tower y Landside Access Passenger Terminal OWP General Aviation Land Acquisition The Barnard Dunkelberg & Company Team �� Fort Collins - Loveland Municipal Airport Airport Master Plan Program ExistigAirportn Facilities The Barnard Dunkelberg & Company Team �� c RUNWAY PROTECTION ZONE RUNWAY PROTECTION ZONE C ( Visual Approach ) ( Visibility Minimum Lower 5 Than 3/4 Mile ) 17 Crosswind Runway d ION ( 40' x 2, 273' ) P } � C. PARALLEL TAXIWAY N Primary Runway or!/ - _ - .�—�'i -1 t _ - -- - ( 100' x 8, 500' ) RUNWAY PROTECTION ZONE ( Visual Approach ) . '•/ g r i t _ • s .-- � 'iic��,. a 'ris�,— � �r - � - �� _ _�' � _ - - -��•� _ _ •oro una •vntr• � RUNWAY PROTECTION ZONE ( Visibility Minimum Not Lower Than 1 Mile ) Figum Existing Airport Facilities Runway Protection Zone MASTER PLAN UPDATE Runway Safety Area Fort Collins - Loveland u Runway Object Free Area Municipal Airport Rni Building Restriction Line IIIII r I 1 . Fort Collins - Loveland Municipal Airport Airport Master Plan Program Main Runway Configuration Alternatives The Barnard Dunkelberg & Company Team �� `o EXISTING RUNWAY PROTECTION ZONE ( Visual Approach ) o v Z t r 9 ••' • N `,IL ',,'�� :. , ' /- � '/ • FUTURE RUNWAY PROTECTION ZONE (Visibility Minimum Lower Than 3/ 4 Mile ) 1,000' Runway Extension 1v /E%ISTING RUNWAY PROTECTION ZONE C — if � � - _ .- ' ( Visual Approach ) `o yr- Uri i r. � 1 noro unr wvrwor EXISTING RUNWAY PROTECTION ZONE ( Visibility Minimum Not Lower g Than 1 Mile) �7 -ti z Fguye Alternative Two: Extend Runway 15/33 1 ,000' to the South _: Runway Protection Zone MASTER PLAN UPDATE t ; _BAR- ofn Runway Safety Ama Fort Collins - Loveland ry ..n i n'�ia tide wew •r I .r .r .r C Runway Object Free Ama _. .r .r .r .r �--� Municipal Airport C Building Restriction Line r I 1 . 1 R EXISTING RUNWAY PROTECTION ZONE ( Visual Approach ) a o u rr77 00 i + i f * l D EXISTING RUNWAY PROTECTION ZONE X@�� ( Approach Visibility Minimum I WA �79 h`'�'- - - Not Lower Than 1 Mile) r N, EXISTING RUNWAY PROTECTION ZONE (Visibility Minimum Lower Than 3/ 4 Mile) ff EXISTING GLIDE SLOPE AND �_ - /_ - CRITICAL AREA. ( To be Relocated Outside of ROFA) .• / EXISTING RUNWAY PROTECTION ZONE �) n • !� +' ���}� -' � • . (Visual Approach ) Y' • 9 RYIMVt V 800' RUNWAY EXTENSION ( Requires Use of Declared Distances) EVERITT CONSERVATION EASEMENT v Figum Altemufte Thme: Extend Runway 1543 BOB' to the North � Runway Protection Zone OKWIED DMAfCFS MASTER PLAN UPDATE +rv. ra. Runway Safety Area Fort Collins - Loveland .V.IR NM .VM .1/Rttl ru .w tw tr Itrm wv .rpr tlrm tw ow Runway Object Free Area n�.tivur...Rtl..uwru.w..u.rt�RariR.otl.urar Municipal Airport FFP Building Restriction Line i • . I � 1 t r I 1 . • 1 g EXISTING RUNWAY PROTECTION ZONE 500' Runway ( Visual Approach ) Extension Z ' IPA f14r � 0 t - - c 91 / i - 500' RUNWAY EXTENSION I V RV ( Requires Use of Declared Distances ) - ��---- - - - - - _ . FUTURE RUNWAY PROTECTION ZONE (Visibility Minimum Lower ' Than 3/4 Mile ) ,'� _ - CEXISTING RUNWAY PROTECTION ZONE r 419 ( Visual Approach ) wro l.+RC AVENUE FUTURE RUNWAY PROTECTION ZONE ( Visibility Minimum Not Lower Than 1 Mile) Figure Alternative Four: Extend Runway 15.!33 �. Runway Protection Zone MASTER PLAN UPDATE (500' to the North and 500' to the South) Runway Safety Area Fort Collins - Loveland IMY �_• :s). pn :m. 4 Runway Object Free Area ry. _. .�- i— i— —( Municipal Airport nuc.w�wer uwrnAAr+axrw�x wr�oanAua �' Building Restriction Line �0[Ylw.QA�uwr •a��awr•erxvix I R EXISTING RUNWAY PROTECTION ZONE / ( Visual Approach ) 7 9d 1C1 � Jl _ _ •.�� • i t0a0h ' rn �✓ �`� �4 pact ce 77 Suva v I �4 � ' / — ��Ku re Surface 40:1 — �• IAA ,5j3 FUTURE APPROACH RUNWAY PROTECTION ZONE ( Visibility Minimum Lower than 3/4 Mile ) 1,000' Runway Extension EXISTING RUNWAY PROTECTION ZONEf -� - ( Visual Approach ) ' :° 1 - u -- RUNWAY PROTECTION ZONE (Visibility Minimum Not Lower than 1 Mlle ) Figure Alternative Five : Extend Runway 15/33 1 ,000' to the South and Runway Protection Zone MASTER PLAN UPDATE Use Declared Distances to Minimize Approach LINED DI ANCES RPZ's Extension onto Non-Airport Property NM ,� N:.� „,�, Runway Safety Area Fort Collins - Loveland ..� r r w rr "al .r ow .r .r Runway Object Free Area t MNminary Criteria, FAA Draft Recommendations Building Restriction Line Municipal Airport Fort Collins - Loveland Municipal Airport Airport Master Plan Program Preliminary Conclusions Ultimate RunwayConfigurations The Barnard Dunkelberg & Company Team �� • 1 I � � � 1 EXISTING RUNWAY PROTECTION ZONE EXISTING RUNWAY PROTECTION ZONE ( Visual Approach ) (Visibility Minimum Lower Than 3/ 4 Mile ) 7 qrA �for )• � / \ II SIT N� 33 Np0 X - o ••••A}•• FUTURE RUNWAY PROTECTION ZONE ter( I .A � i� v - 0,. �••••• - / i ( Visual Approach) :.0•• �•• i A't ,y''s:•••••• 75' x 7,700' Parallel Runway YI • • 11-II Criteria Small A/C . N •••• J�VaE aV••••• � ' (700' Separation - Visual Approaches Only) / - i .� •••••••••••••••••• ' / t . NOTE: NOT ENCROACHING ONE STING ROADSREMAINING ON EXISTING AIRPORT PROPERTY RAILROADS. y 1 /`/ ' F�•••••••••••••••• EXISTING RUNWAY PROTECTION ZONE - \ ( Visual Approach ) IOYV 4RF PVFMVF V FUTURE RUNWAY PROTECTION ZONE ( Visual Approach ) EXISTING RUNWAY PROTECTION ZONE ( Visibility Minimum Not Lower Than 1 Mile ) Figure UltlmnlaRunwayConfiguration Runway Protection Zone MASTER PLAN UPDATE Runway Safety Area Fort Collins- Loveland Runway Object Free Area Municipal Airport Building ResMction Line Fort Collins - Loveland Municipal Airport Airport Master Plan Program Landside Development Concepts The Barnard Dunkelberg & Company Team �� 0. $ RUNWAY PROTECTION ZONE RUNWAY PROTECTION ZONE ( Visual Approach ) ( Visibility Minimum Lower Than 3/4 Mile ) 199 .4 Acres c 80.5 Acres Sit Jj I . 1/�J\'/.8�i_ 3. 1 Acres RUNWAY PROTECTION ZONE (Visual Approach ) // I 202. 2 Acres 9 - Vl 57.8 Acres RUNWAY PROTECTION ZONE (Visibility Minimum Not Lower Than 1 Mile) �� F®um Existing Runway Configuration with Developable Property CC Runway Protection Zone R MASTER PLAN UPDATE Runway safety Area C � Runway Object Free Area Fort Collins- Loveland ft Building Restriction Line C� Existing On-Airport Developable Area Municipal Airport o INITIAL GENERAL AVIATION `o RUNWAY PROTECTION ZONE DEVELOPMENT AREA RUNWAY PROTECTION ZONE (Visual Approach ) ( Visibility Minimum Lower AVIATION RELATED COMMERCIAL AVIATION Than 3/4 Mile ) g 1r` COMMERCIAL DEVELOPMENT FACILITIES LONG-TERM GENERAL I 5 AVIATION DEVELOPMENT AREA � a' z f - i PASSENGER TERMINAL ♦•,, `✓- O ••••• 0 0 1,00 ••t / , ( Visual Approach ) I ) ILPROTECTION ZONE - . \ ' \ DEVELOPMENT RESERVE ` ••• •• / ' 5 ••• �/ �` ' ' YIp:•�••••••••• Runway / 5-11 Criteria Small A/ C wpE VL VN••••• (700r Separation - Visual Approaches Only) '•••••••• / NOTE '. REMAINING ON EXISTING TAIRPORT vPROPERTY IN // •••• r NOT ENCROACHING ON EXISTING ROADS OR RAILROADS. �, _, i- l _, ,•� 146006•. RUNWAY PROTECTION ZONE ( Visual Approach ) FUTURE RUNWAY PROTECTION ZONE _! ( Visual Approach ) _- - LONG-TERM GENERAL AVIATION DEVELOPMENT AREA RUNWAY PROTECTION ZONE ( Visibility Minimum Not Lower Than 1 Mile ) Q� Figure On AhVmt Land Use Plan Protection Zoneote P a unwy rc Potential Taxiway R MASTER PLAN UPDATE Access Runway Safety Area Fort Collins- Loveland 1 Existing Taxiway Runway Object Free Area Access Municipal Airport Budding Restriction Line • • • � • ' Ah Elm o . o` RUNWAY PROTECTION ZONE SITE A RUNWAY PROTECTION ZONE MY ( Visual Approach ) Approximate Eye-Level Elevation (Visibility Minimum Lower 5,085' AMSL - ( 71 ' Above Ground Level ) Than 3/ 4 Mile) o V SITED - - - - - 7 Approximate Eye- Level Elevation - , 51055' AMSL - ( 71 ' Above Ground Level ) r g a � r , 40 -tyI f RUNWAY PROTECTION ZONE / C _ R ` l l (Visual Approach) a i uo.o uwe nvewvr %, SITE B ( PREFERRED SITE ) Approximate Eye-Level Elevation RUNWAY PROTECTION ZONE SITE C 5,050' AMSL - ( 68' Above Ground Level ) ( Visibility Minimum Not Lower Than 1 Mile ) Approximate Eye- Level Elevation 51048' AMSL - ( 70' Above Ground Level ) ` Figure Potential Leeatlmn • Fagtre Air Tndit Giiiatroll Teww I Runway Protection Zone MASTER PLAN UPDATE C Runway Safety Area Fort Collins - Loveland LRunway Object Free Area Municipal Airport -BaL -� Building Restriction Line RIM Ri p..^tUIIRIO.. Pic su� .W NYpww1 Poo wtNCOI •• _ •�. A\P.YIC OfYYY\Si NI. i� R Cw6{ Rr. N Nw® ;:o mi Me .l. pI.MM ro My uapw NVOM a c.Yl ai APPROX. 192 ACRES ` J MNt VNIO." I Mw V•442 �� Y.a\[f\ Cw � ` .Ip ILA _ APP O%. 64 ACRES voter`Ynatima iup • crff a\ a / n . o u.aM+ Dow MNR YGiawtlll{C 1 I � _ .CINt•1 _ _ • � I 1 .. - ter - — n - �-. . - r I ` X. 151ACRE5 ai . . . . . . jr Usage k$WFKP`Wft . kits. n.f IP Ylw� MN. WNp4w Pie f•wYIY — r' - '✓ M%ems np .\apem Ac:a= " • W twa••Ii p"A al/P'I• no pO aY WaapOl. Own* Wel$i Vie max� Via o� "We Way MMII sA as so W\ppOl 11• .®Y.a v..uwn i IIaN.S wl Nn IMIM M.CYNIKpi /U Yvapss - • MNIt YO0tr4IXLLC MII." I/aOOwa acI• l .`..."• "Rears M.0 lMlw•a r 'p"'•"" l APPROX. 276 ACRES Ip Y.•\.\fpef .mlza. 1 p .arwpoao M+ CaN•i ra•wa APPRO 29G ACRESr_ - —.' i p.N. YYIVi.1v )' .AnSYf - I r ,y CN•ilfL p W.waow � 0"Ili; tN1V..+ Via .q 1.AVMa MM. Crf Yl lto W R .c Clafp p .aao[Ou Mo Yapw� Ye n Mau YNY iItR n as CO• .c. :v .c.\.lu 4< As I Property Acquisition Considerations Acquisition Considerations MASTER PLAN UPDATE Ownership Parcels Fort Collins- Loveland Municipal Airport Fort Collins - Loveland Municipal Airport Airport Master Plan Program Next Steps Conceptual Development Plan Environmental Review Implementation Analysis Production of Fifth Working Paper Study Advisory Committee Meeting Public Information Meeting The Barnard Dunkelberg & Company Team �� Fort Collins - Loveland Municipal Airport Airport Master Plan Program Questions /Additional Information Mr . Dave Gordon J Airport Director Phone Number . 970 962 2852 Email Address . GordoD@ci . loveland . co . us Mr . Mark McFarland Barnard Dunkelberg & Company Phone Number . 918 585 8844 =� FAX Number . 918 585 8857 Email Address . Mark@bd - c . com The Barnard Dunkelberg & Company Team Fort Collins - Loveland Municipal Airport Airport Master Planning Services i rr - -7 y Thank You . .� The Barnard Dunkelberg & Company Team