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
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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
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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
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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
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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
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• 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
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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
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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. Additional input is being solicited from local governments, state and
federal agencies, and the public regarding prioritizing the elements of this land
acquisition program.
Fort Collins-Loveland Municipal Airport July 2005
Master Plan Update Planning Memorandum Page 21
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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
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Figum Existing Airport Facilities Runway Protection Zone MASTER PLAN UPDATE
Runway Safety Area Fort Collins - Loveland
u Runway Object Free Area
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Fort Collins - Loveland Municipal Airport Airport Master Plan Program
Main Runway Configuration Alternatives
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OKWIED DMAfCFS MASTER PLAN UPDATE
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Runway Safety Area Fort Collins - Loveland
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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
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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
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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
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EXISTING RUNWAY PROTECTION ZONE
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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
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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
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(Visual Approach ) ( Visibility Minimum Lower
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Potential Taxiway R MASTER PLAN UPDATE
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MASTER PLAN UPDATE
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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
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Thank You . .�
The Barnard Dunkelberg & Company Team