The URL can be used to link to this page

Home My WebLink AboutCOUNCIL - AGENDA ITEM - 06/27/2006 - DISCUSSION OF THE DRAFT FORT COLLINS-LOVELAND MUNI DATE: June 27, 2006 WORK SESSION ITEM STAFF: Dave Gordon FORT COLLINS CITY COUNCIL Ron Phillips Don Bachman SUBJECT FOR DISCUSSION Discussion of the draft Fort Collins-Loveland Municipal Airport Master Plan Update. GENERAL DIRECTION SOUGHT AND SPECIFIC QUESTIONS TO BE ANSWERED Are there any additional questions to be answered for Council before the final consideration of the draft Airport Master Plan on July 18, 2006? BACKGROUND As a general aviation and commercial service airport, Fort Collins-Loveland Municipal Airport serves as an important niche as a transportation infrastructure component for the two cities and the northern Colorado region. An overall master planning study of Airport facilities has not been completed since 1993. During that time,aviation issues on a local,regional and national level have changed. The re-evaluation of these issues in the Master Plan Update involved an understanding of existing and likely future aviation needs. The Master Plan Update is intended to address a variety of concerns with the formulation of a long-range physical development plan for the Airport; the primary goal is the continued improvement of the Airport in a manner that is financially realistic and that is appropriate in consideration of its surroundings. The Master Plan Update has been conducted under the direction of the Cities of Fort Collins and Loveland, with financial assistance from the Federal Aviation Administration (FAA) and the Colorado Department of Transportation Division of Aeronautics. It has been prepared to assess and direct improvements that will likely be necessary to accommodate future aviation needs. Like a long-term plan for any major institutional campus (e.g., a hospital or university), the long-term development plan for an airport should reserve room for potentially needed facilities. However, those potential future facilities for which a site has been reserved are only constructed when actual demand occurs. Thus,the Airport Master Plan Update is not a decision document on whether or not an improvement will be built; it is a planning tool that indicates how the land at the Airport might best be used in consideration of anticipated future demand. The long-term development program for Fort Collins-Loveland Municipal Airport is intended to establish a strategy to fund airport improvements and maximize the potential to receive federal and state matching funds, while also establishing a financially prudent plan for improvement funding on a local level. This programming effort is a critical component of the Master Plan Update for the FAA,the Colorado Division of Aeronautics,and the local sponsors(the City of Fort Collins and the City of Loveland). From the FAA's perspective (keeping in mind that the FAA funded over 90% of the cost to prepare the Master Plan),the needs assessment or Capital Improvement Program(CIP) provides a detailed listing of projects and costs that are critical for its use in establishing priorities June 27, 2006 Page 2 and budgeting expenditures at this Airport when compared with the needs of other airports. From the local sponsor's perspective, the needs assessment identifies improvement needs and allows budgeting/financial decisions to be made with a comprehensive understanding of financial implications. All capital expenditures will require local budgeting approval. The overall concept is to maximize the opportunities to receive federal and state matching funds,within the context of, and in recognition of, the amount of local funds that are available for capital needs. Although the needs assessment will be used for programming by the FAA,there is no financial commitment for the federal government or the sponsor to provide funding for the CIP. If federal matching funds are unavailable for a certain project during the specified time frame, the project will almost certainly be unaffordable using only local money and the improvement project will not go forward until appropriate funding is available. The long-term development plan for the Airport is described in the following paragraphs and is graphically depicted in the Conceptual Development Plan, contained in the draft of the Airport Master Plan, page D-26. PUBLIC PROCESS The master planning process has made use of a Study Committee to provide input concerning Airport development issues. Five Study Advisory Committee meetings have been held,along with four Public Information meetings. The purpose of the Study Committee meetings and the Public Information meetings was to gather input on the Airport and establish a concept for future development at the Airport from a broad range of interested parties. In addition, the development of the Airport Master Plan Update has been coordinated with Airport staff,the Cities of Fort Collins and Loveland staffs, the State of Colorado Division of Aeronautics, and the Federal Aviation Administration. hi January 2006, a meeting to review the Master Plan Update's recommended plan was held with Information meetings the Study Committee, and Public Inform s were held to review the Master Plan g Update's recommended plan. Concerns expressed at these meetings primarily related to potential for increased noise due to the increased aviation activity that is forecast at the Airport. Several citizens at the Public Information meetings expressed concerns about the proposed extension of the main runway. DEVELOPMENT CONSIDERATIONS AND ASSUMPTIONS Fort Collins-Loveland Municipal Airport will continue to be a busy general aviation airport with some commercial passenger service. The Airport is an important transportation facility— a center for aviation-related business which supports regional economic health. The aircraft types projected to be used at Fort Collins-Loveland Municipal Airport during the next 20 years are the same types that use the Airport presently. These types include small single and twin engine prop-aircraft,larger business-use jet aircraft,and narrow body commercial passenger service jet aircraft. The number of annual aircraft operations (landings and takeoffs) at the Airport is forecast to increase modestly during the next 20 years. The total number of aircraft operations is forecast to increase from just over 100,000, currently, to approximately 150,000 at the end of the 20-year planning period covered by the Master Plan Update. The number of based aircraft at the June 27, 2006 Page 3 Airport is expected to increase, from the current number of approximately 200, to 280 in twenty years. Several basic assumptions were established in the Master Plan Update that are intended to direct the development of the Airport in the future. These include: 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 primarily general aviation activity, along with limited commercial passenger service 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. The MD-83 is currently utilized by Allegiant Air to provide scheduled passenger service at the Airport. The MD-83 has an approach speed of 135 knots and 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 speeds,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 6124 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 wingspans 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. June 27, 2006 Page 4 Assumption Five Landside development area at an airport is always at a premium; therefore, the fifth assumption is that the plan for future airport development should strive to make most efficient use of the available area for aviation-related activities. 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. This runway will continue to serve and be improved as a taxiway. DEVELOPMENT RECOMMENDATIONS Following an examination of several alternatives, along with input from the Study Committee,the public, City staff, the FAA and the State of Colorado, a recommended development plan was identified. The recommended plan has the following major features: • Main Runway. Extend the main runway(Runway 15/33) 1,000 feet to the south;however,to minimize the extension of the southern Runway Protection Zone onto non-airport property,the extended pavement will not be used for landings to the north. The planning justification for the extension of the runway 1,000 feet to the south is to better accommodate the existing users of the Airport (the corporate jet users and Allegiant Airlines). The extended runway will allow these aircraft to operate during hot summer months with less significant weight restrictions. The types of aircraft operating at the Airport will not change with the proposed extended runway. These improvements will only be constructed when, and if, appropriate federal matching funds are available and an extensive environmental study is completed and approved. • Crosswind Runway. Maintain the crosswind runway (Runway 6/24) in its present configuration, while recognizing the need for improvements (increased width and the potential for parallel taxiways). These improvements will only be constructed when, and if, appropriate federal matching funds are available. The crosswind runway will continue to function as a taxiway, serving the aviation use sites just east of airport property. • New Parallel Runway. Reserve the room for the construction of new Runway 15R/33L approximately 700 feet to the west of Runway 15/33. The new parallel runway would significantly increase the June 27, 2006 Page 5 capacity of the airport's airside facilities and will only be constructed if actual demand occurs. The new parallel runway would be developed to accommodate regular use by small general aviation aircraft (up to the size of small/medium business jets). • Air Traffic Control Tower (ATCT). 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. From a preliminary planning analysis perspective,the best site for the future ATCT facility appears to be in the southwest quadrant of airport property. • Passenger Terminal Facilities. 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 north and east of the existing terminal building and parking should be reserved for future passenger terminal development. 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). • Aviation-Use Facilities. Aviation-use facilities required for aircraft operation, storage,maintenance, and safety will occupy the majority of airport property. Aviation forecasts 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 Road,east of the passenger terminal building,will be utilized for General Aviation facilities. Also, the area east of the main runway and 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 business activity serving general aviation. These business 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. DEVELOPMENT PROGRAM In overview, the Development Program for Fort Collins-Loveland Municipal Airport calls for the retention of existing layout of facilities as described in previous planning documents. As described above, major airside improvements are related to a new air traffic control tower, the extension of the main runway to the south and construction of a parallel runway. Other major improvements are related to aviation use facility development areas. June 27, 2006 Page 6 During the initial development phase (the first five years of the 20-year planning period), when detailed CIP project needs can best be identified, specific improvements will include: • Construction and rehabilitation of aircraft parking aprons • Runway and taxiway pavement rehabilitation and improvements • Airfield lighting and electrical improvements • General aviation hangar, access taxiway, and parking apron construction • Security fencing and gate improvements • Land acquisition • Drainage improvements • On-airport roadway, parking, and access improvements • Prepare environmental assessment for the extension of Runway 15/33 (the decision document on the construction of the runway extension) • Runway 15/33 - extension, runway improvements, taxiway improvements, etc. As identified above, before the runway extension can be constructed (i.e., before the federal government can allocate matching funds for the project), an Environmental Assessment must be prepared. From a federal, state and local perspective, this is the decision document on whether or not the extension should be constructed. The Environmental Assessment will contain documentation on the purpose and need for the proposed improvement. If the justification for the runway extension increases or decreases, from the information provided in the Master Plan, it will be reflected in the Environmental Assessment. In anticipation of the potential to construct the runway extension in Federal Fiscal Year 2011,the preparation of the Environmental Assessment for the runway extension is programmed for Federal Fiscal Year 2009. During latter stages of the planning period, the need for projects will, for the most part, be driven by demand. Likely,latter stage improvements will include pavement rehabilitation,new technology instrument approach capabilities, aircraft storage, and aircraft maintenance facilities. SUMMARY The development plan for the Airport is a comprehensive proposal. If aviation demands continue to indicate that improvements are needed, and if the proposed improvements prove to be environmentally acceptable,the capital improvement financial implications discussed in the Master Plan Update are likely to be acceptable for the FAA and the Cities. However,it must be recognized that this is only a programming analysis and not a commitment on the part of the Sponsors(Cities) or the FAA. If the cost of an improvement project is not financially feasible,it will not be initiated. BOARD RECOMMENDATIONS On May 17,2006,the Fort Collins Transportation Board voted 8-0 to recommend the City Council adopt the Draft Airport Master Plan document. On May 18, 2006, the Fort Collins Planning and Zoning Board voted 7—0 to recommend the City Council adopt the Draft Airport Master Plan document. June 27, 2006 Page 7 ATTACHMENTS 1. Executive Summary, Airport Master Plan 2. Minute excerpts from the Transportation Board and the Planning and Zoning Board 3. Draft Airport Master Plan on compact disc. 4. "Airport Neighbors' Position Statement"with staff responses. 5. Original Council questions with responses. Executive Summary MASTER PLAN UPDATE Fort Collins - Loveland Municipal Airport As a general aviation and commercial service airport, Fort Collins- Loveland Municipal Airport serves as an important niche as a transportation infrastructure component for the two cities and the northern Colorado region. An overall master planning study of airport facilities has not been completed since 1993. During that time, aviation issues on a local, regional and national level have changed. The re-evaluation of these issues in the Master Plan Update involved an understanding of existing and likely future aviation needs. The Master Plan Update is intended to address a variety of concerns with the formulation of a long-range physical development plan for the Airport; the primary goal is the continued improvement of the Airport in a manner that is financially realistic and that is appropriate in consideration of its surroundings. The Master Plan Update has been conducted under the direction of the Cities of Fort Collins and Loveland, with financial assistance from the Federal Aviation Administration (FAA) and the Colorado Department of Transportation Division of Aeronautics. It has been prepared to assess and direct improvements that will likely be necessary to accommodate future aviation needs. Like a long-term plan for any major institutional campus (e.g. , a hospital or university) , the long- term development plan for an airport should reserve room for potentially needed facilities. However, those potential future facilities for which a site has been reserved are only constructed when actual demand occurs. Thus, the Airport Master Plan Update is not a decision document on whether or not an improvement will be built; it is a planning tool that indicates how the land at the Airport might best be used in consideration of anticipated future demand. The long-term development program for Fort Collins-Loveland Municipal Airport is intended to establish a strategy to fund airport improvements and maximize the potential to receive federal MASTER PLAN UPDATE Fort Collins-Loveland Municipal Airport—Executive Summary viii and state matching funds, while also establishing a financially prudent plan for improvement funding on a local level. This programming effort is a critical component of the Master Plan Update for the FAA, the Colorado Division of Aeronautics, and the local sponsors (the City of Fort Collins and the City of Loveland) . From the FAA's perspective (keeping in mind that the FAA funded over 90% of the cost to prepare the Master Plan) , the needs assessment or Capital Improvement Program (CIP) provides a detailed listing of projects and costs that are critical for their use in establishing priorities and budgeting expenditures at this Airport when compared with the needs of other airports . From the local sponsor's perspective, the needs assessment identifies improvement needs and allows budgeting/ financial decisions to be made with a comprehensive understanding of financial implications . All capital expenditures will require local budgeting approval. The overall concept is to maximize the opportunities to receive federal and state matching funds, within the context of, and in recognition of, the amount of local funds that are available for capital needs . Although the needs assessment will be used for programming by the FAA, there is no financial commitment for the federal government or the sponsor to provide funding for the CIP . If federal matching funds are unavailable for a certain project during the specified time frame, the project will almost certainly be unaffordable using only local money and the improvement project will not go forward until appropriate funding is available. The master planning process has made use of a Study Committee to provide input concerning airport development issues. Five Study Advisory Committee meetings have been held, along with four Public Information meetings. The purpose of the Study Committee meetings and the Public Information meetings was to gather input on the Airport and establish a concept for future development at the Airport from a broad range of interested parties. In addition, the development of the Airport Master Plan Update has been coordinated with Airport staff, the Cities of Fort Collins and Loveland staffs, the State of Colorado Division of Aeronautics, and the Federal Aviation Administration. In January 2006, a meeting to review the Master Plan Update's recommended plan was held with the Study Committee, and Public Information meetings were held to review the Master MASTER PLAN UPDATE Fort Collins-Loveland Municipal Airport—Executive Summary ix Plan Update's recommended plan. Concerns expressed at these meetings primarily related to potential for increased noise due to the increased aviation activity that is forecast at the Airport. Several citizens at the Public Information meetings expressed concerns about the proposed extension of the main runway. The long-term development plan for the Airport is described in the following paragraphs and is graphically depicted in the following figure, entitled CONCEPTUAL DEVELOPMENT PLAN. Development Considerations and Assumptions Fort Collins-Loveland Municipal Airport will continue to be a busy general aviation airport with some commercial passenger service. The Airport is an important transportation facility; a center for aviation-related business and, it supports regional economic development activity. The aircraft types projected to be used at Fort Collins-Loveland Municipal Airport, during the next 20 years, are the same types that use the Airport presently. These types include small single engine prop-aircraft, larger business-use aircraft, and narrow body commercial passenger service aircraft. The number of annual aircraft operations (landings and takeoffs) at the Airport is forecast to increase modestly during the next 20 years. The total number of aircraft operations is forecast to increase from just over 100 , 000, currently, to approximately 150 , 000 at the end of the 20-year planning period covered by the Master Plan Update. The number of based aircraft at the Airport is expected to increase, from the current number of approximately 200, to 280 in twenty years. MASTER PLAN UPDATE Fort Collins-Loveland Municipal Airport—Executive Summary x Barnard r LD APPROX. 77ACRES a � EL iii III I EXISTING AND FUTURE RUNWAY PROTECTION ZONE - PROTECTION ZONE p n O Visibility Minimum Lower " Isis IU ill RI IC-Yi Than 314 Mlle) IA ON RELAT D COMN� ON o C ERCIAL D LOPMENT I4ITIES U �ii F AC 0 [ G J 1d LONG-TERM GE y WERAL nvaweY li [ r .' _ AVIATION DEVELOPMENT AREA li \�\ V� / +} \ \\ �\ ' 9i�`* -•' ,\�' APPROX. 90 RES a \ VI ? 1 t\\ ' N 1 000' Runway Extension (Not to be Used for Landings to the North) " � � • pit , _ vw ' A0 iv _ � /9 _� v j PASSENGER TERMINAL DEVELOPMENT RESERVE PASSENGE �1A%IWAY Ac�%s ' � NYIP - , , jam,( 5�"�'-�� s}✓' APP OX, 30 ACRES FUTURE RUNWAY PROTECTION ZONE / uApproach) FUTURE APPROACH •' ��`' / /` " ,� LIGHTING _�.a • j'' �� ' `ram C\ , 6,700' Future Parallel Runway B-11 Criteria Small A/C -EXISTING RUNWAY PROTECTION ZON (700' Separation - Visual Approaches Only) a - ^ \ (Visual Approach) APPROX, 1 CRES - — 60YD LAKE AVENUE / `FUTURE RUNWAY PROTECTION ZONE (Visual Approach) POTENTIAL FUTURE AIR TRAFFIC CONTROL TOWER SITE EXISTING RUNWAY PROTECTION ZONE � (Visibility Minimum Not Lower FUTURE RUNWAY PROTECTION ZONE Than 1 Mile) (Visibility Minimum Not Lower than 3/4 Mlle) LONG-TERM GENERAL - APPROX. 310 ACRES AVIATION DEVELOPMENT AREA l —.11 . ..l� r Conceptual Development Plan Future Airport Structure Runway Protection Zone MASTER PLAN UPDATE ® Aviation Development Area ` Existing Building on Existing Property Fort Collins- Loveland (On Existing Airport Properly) Runway Protection Zone Acquisition Considerations Municipal Airport (For Aviation Development and/or Approach Protection) — xsn — Runway Safety Area (RSA) A Several basic assumptions were established in the Master Plan Update that are intended to direct the development of the Airport in the future. These include: 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 . The MD-83 is currently utilized by Allegiant Air to provide scheduled passenger service at the Airport. The MD-83 has an approach speed of 135 knots and 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 speeds, and, the new, larger businessjets (i .e., the Gulfstream G-V, Canadair Global Express, and the Boeing Business Jet) have category III wingspans. Runway 6124. 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 wingspans of less than 49 feet. This indicates that this runway should be designed using ARC B- 1 (small aircraft only) dimensional criteria . MASTER PLAN UPDATE Fort Collins-Loveland Municipal Airport—Executive Summary All 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. Landside development area at an airport is always at a premium; therefore, the fifth assumption is that the plan for future airport development should strive to make most efficient use of the available area for aviation-related activities. 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. This runway will continue to serve and be improved as a taxiway. Development Recommendations Following an examination of several alternatives, along with input from the Study Committee, the public, City staff, the FAA and the State of Colorado , a recommended development plan was identified. The recommended plan has the following major features: Main Runway. Extend the main runway (Runway 15/33) 1 ,000 feet to the south; however, to minimize the extension of the northern Runway Protection Zone onto non-airport property, MASTER PLAN UPDATE Fort Collins-Loveland Municipal Airport—Executive Summary xiii Barnard Dunkelberg & Company the extended pavement will not be used for landings to the north . The planning justification for the extension of the runway 1 ,000 feet to the south is to better accommodate the existing users of the Airport (the corporate jet users and Allegiant Airlines) . The extended runway will allow these aircraft to operate during hot summer months with less significant weight restrictions. The types of aircraft operating at the Airport will not change with the proposed extended runway. Crosswind Runway. Maintain the crosswind runway (Runway 6/24) in its present configuration, while recognizing the need for improvements (increased width and the potential for parallel taxiways) . These improvements will only be constructed when, and if, appropriate federal matching funds are available. The crosswind runway will continue to function as a taxiway, serving the aviation use sites just east of airport property. New Parallel Runway. Reserve the room for the construction of new Runway 15R/33L approximately 700 feet to the west of Runway 15/33 . The new parallel runway would significantly increase the capacity of the airport's airside facilities and will only be constructed if actual demand occurs. The new parallel runway would be developed to accommodate regular use by small general aviation aircraft (up to the size of small/medium business jets) . Air Traffic Control Tower (ATCT). 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. From a preliminary planning analysis perspective, the best site for the future ATCT facility appears to be in the southwest quadrant of airport property. Passenger Terminal Facilities. 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 north and east of the existing terminal building and parking should be reserved for future passenger terminal development. 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 MASTER PLAN UPDATE Fort Collins-Loveland Municipal Airport—Executive Summary xiv Barnard Dunkelberg & Company accommodate as many as 600 automobiles should be set aside (the existing parking area accommodates 362 automobiles) . Aviation-Use Facilities. Aviation-use facilities required for aircraft operation, storage, maintenance, and safety will occupy the majority of airport property. Aviation forecasts 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 Road, east of the passenger terminal building, will be utilized for General Aviation facilities. Also, the area east of the main runway and 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 . Development Program In overview, the Development Program for Fort Collins-Loveland Municipal Airport calls for the retention of existing layout of facilities as described in previous planning documents . As described above, major airside improvements are related to the extension of the main runway to the south and construction of a parallel runway. Other major improvements are related to aviation use facility development areas . During the initial development phase (the first five years of the 20-year planning period) , when detailed CIP project needs can best be identified, specific improvements will include: MASTER PLAN UPDATE Fort Collins-Loveland Municipal Airport—Executive Summary xv Barnard Dunkelberg & Company ■ Construction and rehabilitation of aircraft parking aprons ■ Runway and taxiway pavement rehabilitation and improvements ■ Airfield lighting and electrical improvements ■ General aviation hangar, access taxiway, and parking apron construction ■ Security fencing and gate improvements ■ Land acquisition ■ Drainage improvements ■ On-airport roadway, parking, and access improvements ■ Prepare environmental assessment for the extension of Runway 15/33 (the decision document on the construction of the runway extension) ■ Runway 15/33 - extension, runway improvements, taxiway improvements, etc. As identified above, before the runway extension can be constructed (i. e . , before the federal government can allocate matching funds for the project) , an Environmental Assessment must be prepared. From a federal, state and local perspective, this is the decision document on whether or not the extension should be constructed. The Environmental Assessment will contain documentation on the purpose and need for the proposed improvement. If the justification for the runway extension increases or decreases , from the information provided in the Master Plan, it will be reflected in the Environmental Assessment. In anticipation of the potential to construct the runway extension in Federal Fiscal Year 2011 , the preparation of the Environmental Assessment for the runway extension is programmed for Federal Fiscal Year 2009 . During latter stages of the planning period, the need for projects will, for the most part, be driven by demand. Likely, latter stage improvements will include pavement rehabilitation, new technology instrument approach capabilities , aircraft storage, and aircraft maintenance facilities . Land Use Planning The previous figure, entitled CONCEPTUAL DEVELOPEWPLAN, depicts the recommended land uses for all land within the airport property line. For areas in the vicinity of the Airport, recommended land uses are indicated through the use of the following illustration, entitled MASTER PLAN UPDATE Fort Collins-Loveland Municipal Airport—Executive Summary xvi AIRPORTINFLUENCEAREAMAP. This map illustrates land use planning criteria that have been implemented by the City of Loveland through its Comprehensive Plan for the area around the Airport. Latimer County utilizes similar criteria for the un-incorporated areas near the Airport and has done an excellent job of maintaining compatible land uses near the Airport through land use zoning. To facilitate ease of regulation and enforceability, it is anticipated that the City of Loveland will incorporate the Airport Influence Area land use planning criteria into its land use zoning ordinance, and that the City of Fort Collins will consider the use of the criteria in future land use planning considerations. Presently, only small areas of land within the city limit boundary of the City of Fort Collins are touched by the Airport Influence Area generated by the Master Plan . It should be noted that the noise contours and aircraft traffic patterns have been updated in consideration of current conditions, technologies, and federal guidance (including the recommended noise metric) from the information that has previously been utilized by the City of Loveland in its Comprehensive Plan; however, they have not changed significantly in shape or size. The AIPORTINFLUENCEAREA MAP is utilized by the City of Loveland in conjunction with a set of Airport Philosophy Statements, including a Land Use Schedule matrix, to designate the types of land use that are recommended in the vicinity of the Airport. The City of Loveland's Airport Philosophy Statements and Map were developed in consideration of guidance provided in Colorado State House Bill 1041 Model Land Use Regulations. Summary The development plan for the Airport is a comprehensive proposal. If aviation demands continue to indicate that improvements are needed, and if the proposed improvements prove to be environmentally acceptable, the capital improvement financial implications discussed in the Master Plan Update are likely to be acceptable for the FAA and the Cities. However, it must be recognized that this is only a programming analysis and not a commitment on the part of the Sponsor or the FAA. If the cost of an improvement project is not financially feasible, it will not be instigated. MASTER PLAN UPDATE Fort Collins-Loveland Municipal Airport—Executive Summary xvii Barnard E y / WINDSOR TV L IF L \ \ / ` � / / — 4 - - - - - - — - - - - - - - I- - - - - -- - - - - - - - - - - n � I /I g A / F E �'eO+�R \ I LOVELAND �S o S w �JLAW ENWOx / If �,(�. / (NatUsed for UndingE ./ o 0 0 � 6 / t � ErrnmeN h) It IF It INS .� l 55 DNL EM. - •-' -1 I 60 DNL I � 65 DNL I !�r - — - i I _ � � . - - - - If dy WWA ) ay)EE' ` 1 ' 7✓ i ➢ 0. I•M.iMf LT -1 I I 1— fnUFM GWILLEL CMRJLltl! x `\•� / / I WPUNLWxrurfuuua¢LfnuEmxg ---------------------------- / / 8$ IP IF IF -----" T If _ i' i ` J l I s/ i 10EE � r FORT COLLINS IN / r , � , Airport Influence Area i� Noise Contours — - — Airport Property Line MASTER PLAN UPDATE Critical Zones -------- - City Limit Line . - - - Aircraft Traff i c Patterns Runway Protection Zone Fort Collins- Loveland - - - - - Airport Influence Area Municipal Airport xviii ATTACHMENT Excerpt from the May 17, 2006 Transportation Board meeting. 7. ACTION ITEMS a. AIRPORT MASTER PLAN (AMP)—Dave Gordon & Ron Phillips Gordon stated that the AMP project has been going on for almost two years now. The project is funded by FAA. Every 10 years they fund a study. He then gave the Board an extensive presentation on the background, planning process, runway extension, development recommendations, conceptual development plan, and phase I, II, and III projects. In summary, the role of the Airport does not change. It stays just the way it is today, and so does the fleet. The Master Plan simply represents improvements. This is going to Loveland City Council on for approval on July 11 and to the Fort Collins Council on July 18. Robert: The position paper that addressed the concerns of the neighborhood was excellent. Good job. I don't see how they are going to have a real strong case. It's well covered. Secondly, what if a small, regional airline comes in here and says they'd like to establish commercial traffic five days a week as an example. What are the caveats here on that? What are the hoops they'd have to go through? It looks to me like you would accept them under the same arrangement you've made with the current airline. At what point do you say, no, we don't want you? Are there some big red flags coming out of these? Gordon: One, we're a public airport, with Federal money and we can't stop them. That would be discriminatory. If we don't have the facilities for it, we could say to them, if you want to come in, you will have to put up the money to build a bigger terminal or whatever. We don't have to spend money to help them be here. Chair Thordarson: Can there be "phased in" increases in some of the fees to cover the local government contributions? Gordon: That's one of our goals; to get the Airport funded and self sufficient. A couple of years ago, we did increase the land rental rate from .15 cents to .30 cents per square foot. Phillips: It's also important to understand that of that $120,000 there's not much of that that is used for airport operations. The operations are coming a lot closer to supporting themselves now than before. A significant amount of it goes into matching funds—there is a 2 %z percent match for these capital dollars that we get from the FAA and from the State Division of Aeronautics. If we didn't have these capital dollars coming in, we'd be in horrible shape. There was a motion by Grigg to recommend approval of the Airport Master Plan to Council, There was a second by Robert. Discussion: Edmondson: I was copying down the numbers in my notes from the long-term plan and you were talking about a total requirement of$36M and you specified sources for that. The local for that is $3.8M. The question I have to ask is: will the City have the money given what's been going on with their budget shortfalls? Gordon: If they don't have the money, we won't build it. But for the next six years, we have a pretty good indication from the FAA how much additional money, discretionary, they're planning to give us. We are thinking pretty confidently about the next six years and meeting our match at the current level of$60,000 from each city per year. Edmondson: So if we endorse this plan and recommend it to the City, we are, in a sense, doing that to the City. We are saying we endorse this IF you have the money and IF you want to spend it that way? We're not essentially telling the City that we think this is a budget priority for you and we want you to allocate funds to this? Grigg: I'm seeing this more in a planning stage or a guideline. Gordon: This is a plan and by the City's adopting it, there's no commitment to spend any money at all. Phillips: I should also clarify that regarding the $3.8M for the local share, only about a third of that is the matching funds required for the federal and state money. The rest of it is for projects that involve road and drainage improvements. The stormwater utility in the City of Loveland should pay for all the drainage improvements. Some of the street improvements that are off the Airport property and the surrounding perimeter would also fall under the City of Loveland's responsibility, so half of all that is not the City of Fort Collins' responsibility IF it's agreed to be done. If we can't afford to make street improvements or whatever, it's not going to happen. It's all subject to annual appropriation. The big ticket item is the runway extension and it has to undergo a total environmental review process which is a separate project funded by the FAA just for the environmental impact statement or the NEPA process. That has to then go through the whole public process again and then you will get more specific information on noise and all the environmental factors and it then has to be approved by both cities and FAA before money is ever appropriated by the federal government. We're jumping through FAA's hoops here. This is a plan they require, we try to put everything on here we think we may need because if it's not on the Plan, they won't consider it. Edmondson: I'm glad you expanded on that. Thank you. Phillips: The City of Fort Collins has a Transportation Master Plan that has over a billion dollars worth of funding needs in it. When the Transportation Board recommended approval of that, it was in no way taking a position that... Jackson: Has anybody talked about the economic generator benefit of having the Airport in the region? 2 Phillips: Yes, at every meeting, a Loveland council member brings that up. This is a capital development plan and the way it's done is required by FAA and they don't spend money on economic development for things. The next step that we're going to take is to do a business plan that talks about those kinds of things and we'd love to have resources from Colorado State University that could help with that type of a thing. There was a business strategy plan done a number of years ago and we need to update it. That's where we're going next. The motion passed by a unanimous vote, 8-0 (Thomas was not present at time of the vote). 3 Planning and Zoning Board Minutes May 18, 2006 Project: Recommendation to City Council regarding the Fort Collins-Loveland Municipal Airport Master Plan Update. Project Description: This is an update of the Fort Collins-Loveland Municipal Airport Master Plan which is a policy document that assesses and directs physical improvements that will likely be necessary to accommodate future aviation needs at the airport. Recommendation: Approval Hearing Testimony, Written Comments and Other Evidence: Member Schmidt pulled this item for discussion off of the consent agenda. She just had a few questions after reading the packet at worksession that had all the neighborhood concerns and the responses to those concerns. She spent some time reading through those and it generated a few questions. Member Schmidt said she understood that the FAA allows an average for decibel readings and she wondered at what point are additional readings done because the number of planes are going to go up so that by 2020 we will have 1 plane every 4 minutes. What kind of predictions are there for the different types of planes and the decibel readings? Member Schmidt was concerned about the impact this will have on the Fossil Creek Reservoir because the city has invested a lot of money and time and planning for that to be a viable natural area. She was concerned that if we were just using some generic average we might be doing some harm to that area. Dave Gordon, Airport Manager responded that she was correct in that the noise contours that you see on the Land Use Plan is the day/night average of the anticipated aircraft expected in that 20 year time period. It accounts for the increase in take-offs and landings at the end of 20 years and the fleet mix, the type of aircraft that we forecast will be flying in and out of the airport at the 20 year period. It incorporates the ultimate 20 year development. Member Schmidt asked what is built into the plan or what is the recourse if the plane mix changes or someone does an actual study and finds that the decibel readings are not what the projections show. - 1 - Mr. Gordon replied that their 20 year Master Plan is done every 10 years and the last one was done in 1993. So, 10 years from now they would theoretically do another Master Plan Update and validate their numbers again. However, if there are significant changes before the 10 year period it is possible to go back to the FAA and say they would like to do another update earlier than 10 years. Member Schmidt asked what flexibility we have with the airport where it is. If it is found that there are detrimental effects, are there options for changing flight plans or other noise abatements or are we set, the runways being what they are, that the flight patterns are going to go over the reservoir. Ron Phillips, Director of Transportation Services replied that the runway alignments are set and there is nothing in this plan that should have any increased detrimental effect over natural areas or the Fossil Creek Reservoir to the north. The only possible impact would be if there were a runway extension proposed to the north and there is not. The proposed runway extension, if it happens, will be extended to the south which should have a positive effect on any wildlife to the north because planes will be starting their take-off run 1,000 feet further to the south. Mr. Phillips added that before any runway extension would ever take place, there would be much more extensive environmental analysis done under the National Environmental Policy Act for looking at environmental effects. This is a planning level study that uses the averages in accordance with FAA regulations for this type of a plan. Environmental analysis would be much more extensive going greater in depth on a number of environmental issues before that could take place. Member Schmidt commented that she really appreciated this document and she thought they did a great job in responding to all the questions and lining it out. She thought it was easy to read and understand. PUBLIC INPUT None. Member Schmidt moved to recommend to City Council approval of the Fort Collins-Loveland Municipal Airport Master Plan Update based on the Facts and Findings in the staff report on Page 3. Member Fries seconded the motion. The motion was approved 7-0. _ 2 _ ATTACHMENT Draft Airport Master Plan on compact disc ON FILE IN THE CITY CLERK'S OFFICE Please contact City Clerk's Office to obtain a copy. ATTACHMENT 4 • Response to Airport Neighbors Position Paper A citizens group calling themselves the "Airport Neighbors" submitted the following position paper regarding the draft Fort Collins — Loveland Airport Master Plan in an email format on April 20, 2006. The Airport management staff and the consultant's responses are in blue. ***************************************************************** Airport Neighbors <airportneighbors@gmail.com> 04/20 10:36 AM >>> To: Fort Collins City Council, Loveland City Council Re: The Fort Collins-Loveland Airport Master Plan Update The Fort Collins and Loveland City Councils will soon vote on the Fort Collins- Loveland Airport Master Plan Update (MPU). The attached paper represents a summary of the thoughts and concerns of the residents of Fort Collins, Loveland, Windsor, Johnstown, Larimer County, and Weld County, all of who are affected by this plan. This paper is an outgrowth of public Q&A sessions, as well as input from other Fort Collins residents. The majority of the concerns of residents of our communities fall into three inter- related categories: Economic Issues, concerns about Environment, Health and Safety, and the potential impact of a Runway Extension. Each of these areas will be explored, but a common theme runs through all of them: the Cities need to make fundamentally sound decisions based on real data and a long-range vision for the airport and area: * Accurate airplane traffic counts are required - Response: Actual traffic counts are not necessary for a planning level study as the traffic estimates provided by FAA are sufficient to meet the FAA requirements for their mandated master planning process. * Actual operating costs to support different aircraft types is essential - Response: All of the operating cost information is available. If the Airport did not have the operating or capital revenue from the very limited commercial service we now have, the Airport subsidy from the two cities would be significantly greater per year. * Actual noise measurements, not a computer model that does not accurately reflect local conditions, are needed - Response: The modeling of noise impacts is the FAA required procedure for master planning airports nation wide. It is sufficient for this level of planning. * Realistic assessments for the need to extend the runway are necessary - Response: Realistic assessments have been made for this level of planning. • Before a runway extension is actually funded, a more extensive environmental Response to Airport Neighbors Position Paper May 11,2006 Page 2 of 10 • analysis will be required that meets the standards of the National Environmental Policy Act (NEPA). This will be a separate project 95% funded by FAA. The proposed runway extension in this Master Plan update simply reserves the land necessary for a runway extension when and if it is justified. The Cities need this data to ensure that the economic assumptions used to develop the MPU are legitimate. The above steps should be carried out prior to approving the expansion plans presented in the MPU. The Cities need a Vision Statement and a Business Plan for the airport. These should be developed in conjunction with this data collection. This Business Plan should also explore whether the current governance model for the airport is the best one. Response: The draft Master Plan says, "Fort Collins-Loveland Municipal Airport will continue to be a busy general aviation airport with some commercial passenger service. The Airport is an important transportation facility; a center for aviation-related business and, it supports regional economic development activity." That is the vision and basic assumption under which the draft Master Plan has been developed. The next step after the Master Plan is adopted will be • to develop a business-oriented strategic plan for the Airport. The previous 1993 Master Plan contained these same assumptions and vision of the Airport. We recommend that the cities commit to carrying out the much-needed short term maintenance items defined in the MPU, develop a long-range strategy for the airport, and adopt a true regional outlook for economic development in northern Colorado. Response: This is all underway. We hope our contribution will provide you with some guidance as to the issues that you face in addressing a subject that will significantly affect us all. We view this as the beginning of a dialog concerning the airport. We would be happy to meet with you to share our knowledge and concerns, or answer any questions. The Southeast Neighborhoods Association Airport Neighbors: AirportNeighborsftfastmail.fm Steering Committee: Will Geiger 223-2033 Jim and Michelle Ling 377-1193 Colleen Drysdale 221-2202 Dennis Spencer 223-2033 • Chuck Washington 226-5493 Response to Airport Neighbors Position Paper May 11, 2006 Page 3 of 10 • -----Economic Issues----- Thisplan commits the cities to a large capital-spending program. Over the period of the plan, capital spending in excess of 215 M$ is proposed. Some of this funding may come from government sources. Per the plan, the cities will need to raise in excess of 150 M$ of this 215 M$ on their own. This would require each city to increase their capital spending plans by 15% just for the airport. Is this the wisest use of the city's limited capital funds? Libraries, new police stations, city revitalization projects, etc. would seem to be a higher priority. The MPU presents a forecast and methodology for raising and borrowing these funds. What if the forecast revenues don't materialize? How will the cities raise the money to operate the airport and pay off the loans? It has been stated by the consultant that if funding isn't available for a certain identified project, you just don't do that project. How does this work in real life? A comprehensive plan that all ties together, can't just stopped in the middle. Will the cities end up with an expensive albatross they can't afford to maintain? What is the cities' Return On Assets for this outlay? Response: This Master Plan is a concept plan for future airport development. It is primarily a plan to reserve land for certain future improvements that may become necessary at some point in the future. The first six years of the capital . funding program is based on fairly firm forecasts by the Federal Aviation Administration (FAA) as to the amount of federal funds that they are programming to make available to the Airport for specific purposes. If that money is not forthcoming from the FAA, or if required environmental studies do not support the projects, the projects will not be undertaken and the small 21/2% local share will not be spent. The total local share in the first six years of the capital plan is $3.46 million, with $2.83 million of that coming from dedicated capital funding sources for the City of Loveland street and drainage improvements which will occur anyway as a part of the Loveland transportation master plan and the master stormwater plan. That leaves $630,000 of local matching funds which leverage $30.1 million in federal dollars, $1.39 million in state dollars, and $881,000 in Passenger Facility Charges (PFC), totaling $32.4 million. That is a 1.9% local matching share of the total FAA project funding. The total local funds for the entire 20 year capital plan are only $6.46 million, not $150 million as alleged. Of that amount, $4.03 million is projected to be from dedicated revenue streams for street and drainage improvements, leaving only $2.43 million from general Airport or city funds. That averages $120,000 per year, which is the same amount the two cities are now contributing to the Airport each year. • The Airport budget is subject to annual appropriations by the two cities. This is a plan done for the FAA per their requirements for anticipated future Response to Airport Neighbors Position Paper May 11, 2006 Page 4 of 10 • development. It is not a commitment on any entity's part to provide the funding suggested in the capital development plan. Those commitments occur annually and are subject to budget appropriations by Congress, by the Colorado General Assembly, and by both City Councils. The Master Plan's CIP does not include any borrowed funds. The Allegiant Las Vegas flights may have a positive impact on the airport's cash flow by bringing in more FAA funding, but, in all probability, have a negative economic impact on local businesses - people are spending their money in Las Vegas, not Colorado. If each Las Vegas bound passenger spends just $250 in Las Vegas instead of in the Fort Collins-Loveland area, the local economy loses over $10,000,000! Response: It is logical to believe that the passengers flying Allegiant to Las Vegas, and other destinations connecting through Las Vegas, are spending their dollars here rather than at DIA, and are contributing less to air pollution by not having to drive another hour south and east. Per the MPU, we currently receive $1.28 per commercial passenger in revenue, • while the industry average is almost 5 times this amount. The airport currently receives about $150 per commercial flight. Presently, the airport does not calculate its direct and indirect costs to support this commercial flight activity. If we raise fees to cover costs, as proposed in the MPU, will Allegiant stay? Response: These figures offered above do not include the FAA entitlement and discretionary funds received by the Airport. When those are added, the per passenger revenue is much higher. The incremental Airport operating costs to accommodate Allegiant's five flights per week are negligible, but the passenger parking fees alone received by the Airport increase the Airport's operating revenue significantly. If it were not for the operating and capital revenue generated by the Allegiant flights, the cities would need to be subsidizing the Airport at a much greater rate. The 1993 MPU had growth projections similar to those in the proposed MPU. They never happened. In fact, the 2003 actual enplanements were less than 10 % of what the 1993 plan projected. This should give the cities pause on moving forward quickly on expansion. Response: As stated previously, the work being done now on the Airport as a result of this Plan is catch-up, deferred maintenance work that was desperately • needed, and is only affordable because of the additional FAA funds the Airport Response to Airport Neighbors Position Paper May 11, 2006 Page 5 of 10 • has qualified for in the last three years. Other projects will be undertaken only as needed and as funding is available. A 1994 marketing study conducted by airport management concluded that commercial service to cities in the West, Midwest and Southwest could not be justified. The Larimer County population has only grown about 25% since then. What is so different now? Response: A tremendous number of things have changed since 1994, most notably the air travel business. Low cost carriers have changed the entire air travel market - some would say "they have set it on its ear." Allegiant is serving a niche market that has been quite successful for them. It is difficult to argue with financial success. Don't expect the MPU to put the airport in the black. Steve Horton, the economic advisor the consultant used to develop the MPU financials, stated that airports similar to Fort Collins-Loveland seldom make money on their own - their benefit is as an economic driver to the area. The focus of the MPU should be on how best to help local businesses, not on how to subsidize commercial aviation. Given the land-locked situation of the airport, it will never be able to provide the • major economic impact that a true regional airport would bring to the area. A true regional airport, such as the one proposed in a study that may be undertaken by Colorado DOT, could easily encompass a 25 square mile area - about 15 times larger than the existing Fort-Collins Loveland airport! Response: As stated above, the vision for this Airport is to ". . . continue to be a busy general aviation airport with some commercial passenger service. The Airport is an important transportation facility; a center for aviation-related business and, it supports regional economic development activity." This does not say the Airport will be a major regional airport. We have said multiple times that we do not expect this Airport to provide much, if any, more commercial service than it now does. The cities need to look not just at the capital costs presented in the MPU, but the O and M costs as well. Capital expenditures can substantially increase these costs, and if the forecast revenue increases don't materialize, the cities may end up with a large annual ongoing expenditure for which they have no revenue stream. Response: O&M costs will increase with the building of an air traffic control tower. The financial feasibility of operating each facility will be examined in • more depth before the decision is made to actually build them. Response to Airport Neighbors Position Paper May 11, 2006 Page 6 of 10 • The cities need to develop a business plan for the airport before spending money on expansion. They need to determine what the airport's role is for the area, both short-term and long-term. They need to take a hard look at the economics of expansion, and flex the numbers - what happens to the cities economically if we build it and they don't come? Real data on actual airport traffic levels are needed to develop this plan. Response: As stated above, "The next step after the Master Plan is adopted will be to develop a business-oriented strategic plan for the Airport." Nothing in the Plan suggests that anything be built without the need being justified. The developer who purchased the Downtown Airport (143 acres) has stated that the development will bring 5,000 jobs to the area over the next 10-15 years (The Coloradoan 3/22/06). If a new regional airport were built east of Fort Collins, and the 1,065 acre existing airport site were developed for other uses, how many jobs, and how much revenue would it bring to the area? Based on surrounding commercially developed parcels, the 1,065 airport acre site is worth 50-200 M$. In addition, other properties adjacent to the airport have limited use/value due to their proximity to the airport. They, too, could produce additional economic benefits to the region if the airport moved elsewhere. • Response: The Airport as it now is operated generates millions of dollars per year in jobs and other economic benefit. It is also a necessary use to support ongoing economic activity in the two cities and the county. The Pilots Association and others have stated that the MPU is just a "wish-list". If this is the case, it should be clearly stated as such. Each item in the plan should then be publicly discussed and evaluated using real-world economic criteria prior to the cities committing funds. Response: The Master Plan is not just a wish list. The capital development plan for the first six years is based upon actual needs and anticipated needs for the Airport to continue functioning adequately to serve the current Airport users. As the capital plan reaches further to the second and third phases, it lists all of the capital needs that may be necessary to accommodate projected growth. The underlying assumptions in the MPU regarding passenger growth, and the economic impact of that growth are questionable. A new regional airport may be in our future, which would make many of the proposed expenditures unwise. The airport site may provide more economic benefit to the area if it were redeveloped similar to Stapleton. • Response to Airport Neighbors Position Paper May 11,2006 Page 7 of 10 • Response: A new regional airport may not be in the future, and if it is, it will be years before it is developed. The Fort Collins - Loveland Airport will have significant use even in the case where a new regional airport becomes reality, much like the general aviation airports that serve the Denver Area in addition to DIA. Oceanside Airport (near San Diego), Bakersfield, and other cities with uneconomic airports have found that the FAA disallows the closure of their airports because of past funding commitments, yet will not help the cities fund their operating and maintenance losses. If our airport's land is more valuable for commercial and residential development in the future, it would be best not to invest large amounts of our limited capital funds short-term and then be required to reimburse the FAA before developing the airport for alternative uses long- term. Response: This small Airport is not comparable to large city airports like San Diego. Also, if we extend this argument, it would benefit the cities more to sell parks and natural areas for development, as well. There are public use areas that do not generate the highest economic value, yet are important features for a well-rounded and economically vibrant community. • The maps included in the MPU give a very misleading picture to someone not familiar with the area. Most of the aerials are at least five years out of date. They leave out many of the developments impacted by the airport. One topographic map, Figure G3, shows virtually no roads in the area of the Fossil Lake Ranch developments! This has been brought to the attention of the consultant many times, but has never been corrected. It must be corrected. The consultant has updated the aerials in the Draft Final Report. Please refer to that document. -----Environmental, Health and Safety Issues----- Theincreased traffic projected by the plan will have a negative environmental impact on adjacent open space, wildlife and neighborhoods. Air quality will deteriorate and noise pollution will increase - at what cost to citizen's safety, physical and mental health, and quality of life? Response: All environmental factors are adequately addressed at a planning level in the Master Plan. Further environmental analysis is required prior to any • major facility being funded and built. Response to Airport Neighbors Position Paper May 11, 2006 Page 8 of 10 • A significant increase in commercial traffic (the MPU projects commercial flights increasing by a factor of 4) will adversely affect the seven schools located under or near the flight paths. Studies cited in our previous position paper (7/5/05) show that aircraft noise is associated with lowered reading scores in grade school children. Response: No schools are located within the Airport Influence Area. A potential increase as projected for commercial aircraft from five flights per week to 17 or 18 flights per week is not significant in terms of overall effect. The 1999 Fossil Creek Reservoir Area Plan, issued jointly by the County and City of Fort Collins, states that the noise contours shown in the 1998 MPU are "single event" noise levels, and that that "the airport manager doubts that the 65 dBa contour lines would be very far from the airport boundaries". Residents used this document as guidance for home purchases, and are now quite unhappy that noise levels exceed those specified in the Fossil Creek Plan. The new MPU includes essentially the same contours, and states that the contours are a 24 hour weighted average - NOT single event noise levels. Which is correct? If the new MPU is correct, what recourse do effected homeowners have with the cities? • Response: The projected noise contours are modeled as a weighted average as required by FAA regulations. The Airport consultant admits that the model used for generating the noise contours do not take into account bodies of water and the lack of vegetation around the airport. These characteristics can have an adverse effect on the computer modeled noise levels. Response: The consultant does not agree with the alleged significance of effects on the model results. The modeled noise contours provide a reasonable representation of the noise environment using FAA's standard methodology. Although the surface water could have a minor influence on the modeled contours, the modeling effort provided in the Master Plan Update is as specified by the FAA for this level of planning program. Before proceeding with the planned runway extension, real data is needed to allow the cities to make a knowledgeable decision regarding the potential noise impact from the projected increase in commercial traffic, and the effect this increase will have on the quality of life of the Fort Collins-Loveland area. An FAA Noise Exposure Map with actual noise measurements should be developed prior to approving proposals that encourage commercial aviation. Response to Airport Neighbors Position Paper May 11,2006 Page 9 of 10 • Response: The noise modeling completed for the Master Plan is sufficient for planning purposes and for protecting the land area necessary for a potential runway extension. As stated above, additional environmental analysis will be required before an actual runway extension is approved and funded. The MPU contains aircraft traffic patterns (Figure G4) and an Airport Influence Area that are inconsistent with proposed Noise Abatement flight paths (which are not part of the MPU). This should be corrected. Response: The voluntary noise abatement flight paths are consistent with the Airport Influence Area. -----Runway Extension----- Theincrease in commercial traffic projected in the MPU is based on a much smaller jet than Allegiant is presently flying. The plan is based on 55 passengers per flight on average, vs. about 150 today. If this is an accurate projection, a longer runway is not needed. The MPU looks to the future - it should use this projected aircraft type as the "design aircraft" for runway length, not an aircraft originally designed over 40 years ago. • Response: The aircraft traffic projection includes aircraft flown by Allegiant Air today, the types of commercial passenger aircraft that could fly into and out of the Airport in the future and the types of general aviation aircraft operating at the airport today and in the future The "design aircraft" takes into consideration all of the aircraft operating at the Airport. If the runway extension becomes part of the final plan to be submitted to the FAA, it should be moved to Phase III (years 11-20) from Phase I (years 0-6). This major investment needs to be evaluated thoroughly and should not be rushed as part of Phase I. It is more than just an ongoing maintenance expense, as are the majority of items in Phase I, and must be supported by the business plan. Moving it to Phase III gives the cities time to develop, implement, and adapt, and modify the business plan; determine if the increase in passenger enplanements is real; determine environmental, safety, and health impacts; and decide what the future "design aircraft" for the airport should really be. The runway extension will do more to change the character of the airport than any other element in the MPU. Substantial planning and study will be necessary in order to satisfy the public debate that will undoubtedly develop as the runway extension plans proceed. Response: Six years out cannot be considered a hurried decision. As stated • above, substantial planning and study will be accomplished before the final decision is made. Response to Airport Neighbors Position Paper May 11, 2006 Page 10 of 10 i -----Closing Summary----- TheMPU is a wonderful wish-list for the airport. As presented, we do not believe it makes economic sense for the Cities of Fort Collins, Loveland, Windsor and Johnstown. The cities need to gather real data on airplane traffic, costs, noise, and the need for a runway extension. They should then develop a long-range business plan for the airport before embarking on the any ambitious capital plans proposed in the MPU. The Group, in their Jan 2006 newsletter, states that the fastest growing/hottest part of Northern Colorado is the four mile wide corridor surrounding I-25 from Wellington to Berthoud, and that Larimer/Weld Counties will grow in population by 50% in the next 15 years. Does it make sense to inhibit economic growth in the middle of this corridor by encouraging a significant increase in commercial air traffic at the airport? Doesn't it make more sense to return the airport to its historical role as a good General Aviation/Business airpark while pursuing a new truly regional airport for the two county region? The airport, cities and counties need to abide by the decisions they've made over the past decade. Allowing residential development around the airport precludes expansion of the airport to support commercial aviation. As the cities of Fort Collins, Loveland, Windsor, Greeley and Johnstown continue to grow together, the two square miles that comprise the Fort Collins-Loveland airport are two of the most valuable square miles in northern Colorado. Expending significant amounts of limited city funds to build and operate additional airport facilities may not be the wisest use of the taxpayer's money and may not be the wisest use of Federal funds, to which we all contribute. The cities need to think regionally. It is up to the city councils to change course now. It serves neither Fort Collins nor Loveland nor Greeley to be competing with each other for corporate and commercial business. Neither the Fort Collins- Loveland nor Greeley airports can grow commercially long-range, due to their physical limitations. If the MPU plans are implemented, when a regional airport is built, Fort Collins and Loveland will be left with an airport too big and too costly to maintain. Let's return the airport to the original, valuable role it has served in our community for many years - that of a first-class business airpark. Response to Questions / Comments JULY 12, 2005 FT . COLLINS CITY COUNCIL WORK SESSION FT. COLLINS LOVELAND MUNICIPAL AIRPORT (FNL) AIRPORT MASTER PLAN Question Response Policy Issues 1 . A better understanding of why Airport management has just begun the process of identifying a Capital certain improvements/projects Improvement Plan (CIP) which outlines the projects needed during the are needed. Are operations 20-year planning period covered by the Master Plan. limited under current conditions and with current facilities? What It is important to note that one of the basic assumptions for an airport benefits are provided with the master plan is that if a future improvement is identified on the improvements/projects presently recommended development plan, it will only be built if there is an actual under consideration? demand, if the project is financially feasible, and if environmental impacts Conversely, what are the are insignificant or are appropriately mitigated. potential negative impacts related to these improvements/projects? • With regard to the runway length some operations by air carrier and corporate business aircraft are limited. See letters in the appendix. • The additional parallel runway will enhance safety for both commercial passenger service, as well as general aviation aircraft; however, this is not a quantifiable benefit since pilots currently operate aircraft safely at the Airport in consideration of existing conditions. With a parallel runway system, commercial operations and general aviation operations could be separated. Additionally, if the main runway is closed for repair, snow removal, or emergencies, a parallel runway would allow for operations to continue at the airport. • The Airport is at maximum capacity with regards to aircraft storage facilities and locating new businesses in existing structures. • By implementing the projects/improvements the master plan will propose, it will ensure that the airport will continue to meet the demands of corporate and general aviation needs, particularly with respect to the impending closure of the Downtown Fort Collins Airport. If these improvements are not implemented, future demand cannot be met. • All future projects will require environmental review to assess purpose and need of improvement and environmental effects before construction can take place. • Another important positive benefit is the reduction of vehicular traffic on the highway system, by allowing local residents to access the airways at FNL instead of sending them by automobile to another airport. 2. Discuss curfews, including the Several airports have curfews which were established prior to the potential for such measures. adoption of the Airport Noise and Capacity Act of 1990. Since the passage of that federal legislation, it has become virtually impossible to establish a curfew at a public airport. Some airports had noise curfews or limits in place prior to 1990 and were allowed to keep these Fort Collins-Loveland Municipal Airport Response to Council Questions/August 2005 Master Plan Update Page 1 of 13 Question Response "grandfathered" restrictions in place. The Airport Noise and Capacity Act enacted the national noise policy in response to Congress' feeling that the continuing noise problem was impeding necessary development of the nation's airports. The Noise Act required phasing out of Stage 2 aircraft weighing more than 75,000 pounds and regulated the adoption by airports of restrictions on Stage 2 and Stage 3 aircraft. The Noise Act and its implementing regulations, FAR Part 161 , impose very strong requirements on airports that must be satisfied prior to implementing certain types of noise rules. Corporate aircraft that weigh less than 75,000 pounds, which includes most of the corporate aircraft fleet, are not required to meet Stage 3 noise levels. However there is a national movement starting to require aircraft less than 75,000 pounds to meet Stage 3 noise levels. Allegiant Air's aircraft exceed 75,000 pounds and do meet Stage 3 noise levels. They don't have to make any changes to their aircraft to meet the existing Noise Act requirements. That is not to say they will not change aircraft in the future but that decision will most likely be made once purchase costs for quieter aircraft are available. (I don't understand this last sentence.) Furthermore, the Airport cannot restrict the flight paths of arriving and departing aircraft or even the type of aircraft that can use the airport. The Airport can, however, restrict what aircraft use the airport based on the weight of an aircraft. (The font size changes here — needs to be the same) It has been determined that the "Design Aircraft" for the primary runway is the MD-83 (a narrow body jet commercial passenger jet aircraft with a passenger seating capacity of 162) . The MD-83 is currently utilized by Allegiant airlines to provide scheduled passenger service at the airport based and has an approach speed of 135 knots and a wingspan a wingspan of 107. 8 feet. Based on weight, this is the largest aircraft that can regularly use the runway. 3. What is the definition of a Officials at the Colorado Department of Transportation Division of regional airport? Aeronautics were contacted, and there is no official definition of a regional airport. The scope of work of this project does not include determining the need for a future regional airport etc. The role of Fort Collins — Loveland Municipal Airport is not expected to change in the future. It will continue to primarily be a general aviation airport, with some commercial passenger service activity. From a general aviation perspective the airport does serve a regional role for the north central area of Colorado, serving business aviation and private aviation needs. From a commercial passenger service perspective, Denver International Airport is expected to continue to serve northern Colorado as the regional facility. In addition, the existing master plan states that the airport will serve as a commercial service airport, and it will continue to do so in addition to Fort Collins-Loveland Municipal Airport Response to Council Questions/August 2005 Master Plan Update Page 2 of 13 Question Response being an important general aviation airport. 4. Will consideration of a "regional" The Colorado Department of Transportation Division of Aeronautics is airport affect the formulation of in the process of updating the Colorado Airport System Plan and this the Master Plan for Fort Collins- study includes, among other things, a brief analysis of the potential need Loveland Airport? for a regional airport in northern Colorado. At this time, Fort Collins- Loveland Municipal is the only airport on the northern Colorado Front Range that is providing commercial service. Even if demand for a new "regional" airport might prove to be adequate to initiate a search for a potential site, the time-line for site selection and construction would be years and perhaps decades into to the future. The Master Plan scope of work does not include an element to determine and analyze the future need of a regional airport. 5. Can a limit be placed on the No. Since the airport is a public facility, it must remain open to all aircraft number of aircraft operating at at all times provided the aircraft doesn't exceed the airport's pavement the airport? Can a "cap" be strength capabilities. The cities cannot restrict access to any type of placed on the activity levels for aircraft or the numbers of aircraft that can safely use the airport. both general aviation and commercial service operations? In consideration of Airport Sponsor Grant Assurances; the Airport and Airway Improvement Act of 1982, as amended; the Federal Aviation Act of 1958, as amended; and the U.S. Constitution (Commerce Clause, Due Process, Equal Protection, etc.), the airport sponsor: • Must ensure that the airport is available for public use; • Cannot allow discrimination among or between classes of aircraft; • Cannot create an exclusive right, • Cannot regulate aircraft safety or flight operations; and, • Cannot create an undue burden on interstate commerce. Basically, airport management and state and local governments are preempted from regulating the operations of aircraft, with one exception. 6. What is the role of the Study A Study Committee (SC) was formed of representatives from both cities, Committee as related to the as well as the county. Members were appointed by Airport Management development of the Fort Collins- and the Cities of Fort Collins and Loveland. The membership of the Loveland Airport Master Plan? committee is made up of various interest groups. No consensus is expected from the committee; rather, members are expected to provide input that is representative of their constituency. The role of the Study Committee is to review the various findings and recommendations coming forth from the study effort, provide input, and generally serve as an advisory entity to the Airport Management. 7. A recommendation was made Airport and City staffs are prepared to provide tours. A tour was that in order to fully understand previously conducted, but an additional tour of the airport for council the issues related to the Airport members and county commissioners is planned prior to the August 315t and its surroundings, members of joint meeting of the two cities and county. the City Council should tour the Airport. 8. It was stated that an Airport The Master Plan Consultants are not specifically tasked with the Vision Statement is needed, coordination or facilitation of preparing a Vision Statement for the describing the purpose of the Airport. If the cities do wish to develop a vision statement, the consultant Airport and its place within the will incorporate that vision statement into the master plan update. communities, now and in the Fort Collins-Loveland Municipal Airport Response to Council Questions/August 2005 Master Plan Update Page 3 of 13 Question • • future. What is the vision for the To help guide the development of this Master Plan the following Airport and its role and position assumptions are made: in the future? 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 . The types of aircraft presently utilizing an airport and those projected to utilize the facility in the future are important considerations for planning airport facilities. An airport should be designed in accordance with the Airport Reference Code (ARC) standards that are described in AC 15015300- 13 Airport Design. The ARC is a coding system used to relate and compare airport design criteria to the operational and physical characteristics of the aircraft intended to operate at the airport. The ARC has two components that relate to the airport's "Design Aircraft". The first component, depicted by a letter (i.e., A, B, C, D, or E) , is the aircraft approach category and relates to aircraft approach speed based upon operational characteristics . The second component, depicted by a roman numeral (i.e., I, II, III, IV, or V), is the aircraft design group and relates to aircraft wingspan (physical characteristic) . Generally speaking, aircraft approach speed applies to runways and runway-related facilities, while aircraft wingspan is primarily related to separation criteria associated with taxiways and taxilanes. Runway 15/33 accommodates the majority of the small aircraft (aircraft weighing less than 12,500 pounds) traffic at the airport and all of the large aircraft (aircraft weighing more than 12,500 pounds) traffic. It has been determined that the "Design Aircraft" for this runway is the MD-83 (a narrow body jet commercial passenger jet aircraft with a passenger seating capacity of 162) . The MD-83 is currently utilized by Allegiant airlines to provide scheduled passenger service at the airport based and has an approach speed of 135 knots and a wingspan a wingspan of 107.8 feet. This indicates that for Runway 15 /33, 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 6-GV, Canadair Global Express, and the Boeing Business et) have category III wing sans. It is also Fort Collins-Loveland Municipal Airport Response to Council Questions/August 2005 Master Plan Update Page 4 of 13 Question Response 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 eventually be developed with instrument approach guidance capabilities and adequate runway length and second parallel runway to accommodate the forecast operations as safely as possible under most weather conditions . Assumption Five. Because the 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 the most efficient use the available area for aviation related activities, including general aviation, control tower 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. An environmental review will be conducted to identify significant environmental issues that may be of concern with any proposed development. This review will summarize the general impacts associated with the preferred alternative and identify the likely environmental documentation necessary for the improvements. 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 be improved and serve as a taxiway- Physical Development 9. Is it possible to construct an Air Yes, a runway extension can be built without an Air Traffic Control Traffic Control Tower (ATCT) Tower, and an Air Traffic Control Tower can be built without a runway without a runway extension? extension or a parallel runway. The need for any specific project depends on the conditions and operation levels at the airport that justify the expenditure of funds. 10. How would an ATCT be Utilizing existing operational levels as a basis, preliminary analysis using financed and how would the FAA's Cost Benefit Analysis indicates the conditions at Fort Collins- Operating and Maintenance Loveland Municipal Airport match the Federal Aviation Administration's (O&M) costs be covered? criteria for 100 percent funding for staffing costs associated with an ATCT. Costs for operation and maintenance, less staffing costs, would be the responsibility of the Airport. The Capital Improvement Program prepared as part of the Master Plan Update will detail the likely method for financing construction of the ATCT; however, it is expected that the facility will only be financially feasible if the majority of the construction costs are provided as federal grant funds. 11 . How would the provision of the The additional parallel runway will enhance safety for both commercial parallel runway affect safety? passenger service, as well as general aviation aircraft; however, this is not a Fort Collins-Loveland Municipal Airport Response to Council Questions/August 2005 Master Plan Update Page 5 of 13 Question Response quantifiable benefit since pilots currently operate aircraft safely at the Airport in consideration of existing conditions. With a parallel runway system, commercial operations and general aviation operations could be separated. Additionally, if the main runway is closed for repair, snow removal, or emergencies, a parallel runway would allow for operations to continue at the airport. 12. With respect to the current The airport primary runway is in generally good condition. The airport's airport infrastructure, what is the crosswind runway, taxiway and ramp areas are in poor to very poor condition of the airport and what condition and need to be rehabilitated in the near future. As with any are the associated costs for type of infrastructure, continuous maintenance and upkeep is required, as rehabilitation and maintenance, well as future expansion. The Master Plan will include the formulation of and what are the costs associated a Capital Improvement Program (CIP), and needed projects will be with the improvements/projects organized in a financially responsible phasing plan that takes into currently under consideration? consideration likely funding sources. 13. What is the planning horizon The Master Plan Update is a 20-year planning document. (timeframe) of the Airport Master Plan? 14. Is the Airport Master Plan Yes. A Capital Improvement Plan (CIP) will be developed that outlines analyzing facility needs, goals and the projects that should be built within the 20 year timing of the plan. development of the airport as The CIP will also identify phasing of the improvements, as well as a cost well as the continuation of estimate of each improvement. In addition, the scope of work includes a commercial service? financial analysis of the airport in general. 15. With the construction and The acceptable height of structures near an airport is considered when ultimate completion of a hospital new facilities are proposed. The FAA requires approval of any structure south of the airport, and in that could impact the flight path of an aircraft near an airport. The height consideration of its location near of the new hospital is acceptable in consideration of FAA criteria, even the extended centerline of the with a 1 ,000-foot runway extension to the south. runway and its overall relationship with the airport, and If the recommended runway extension alternative is adopted, the in terms of meeting all airport- southern approach threshold will not change position, and; therefore, the related criteria, can the runway flight pattern, elevation and flight angle for aircraft on approach from the extension of one thousand feet south will remain the same as it is today. In consideration of the (1 ,000� as currently being proposed height of structure for the hospital, the protected approach considered, be accomplished in slope surface defined by the FAA clears the top of the building (including relation to land use planning and antennas) by more than 130 feet. Federal Aviation Administration (FAA) criteria? 16. What are the FAA required The FAA has developed regulations and standards for dealing with height criteria related to buildings and hazards, obstructions, and objects affecting navigable airspace (CFR Title structures within the vicinity of 14, Part 77 Objects Affecting Navigable Airspace and FAA Advisory Circular the airport? AC 150*5190-4A A Model Zoning Ordinance of Limit Height of Objects Around Airports. Limiting the height and location of structures and other obstructions (such as trees, buildings etc) is necessary for safe navigation in the vicinity of airports. These criteria form a set of imaginary surfaces that are used to define whether or not an object in the vicinity of an airport is an "obstruction". An illustration of these imaginary surfaces for the conditions specific to Fort Collins-Loveland Municipal Airport will be prepared as part of the Master Plan Update. Additionally, the FAA does not require specific land uses surrounding an airport, but only Fort Collins-Loveland Municipal Airport Response to Council Questions/August 2005 Master Plan Update Page 6 of 13 Question Response that compatible land uses be approved. Airport and Aircraft Operation 17. Is there a relationship between No. The justifications to build an ATCT and/or a parallel runway are not the provision of an ATCT and co-dependent. With respect to the addition of a parallel runway, the the development of the parallel capacity of the airport's existing runway system is adequate to runway? Is an ATCT required accommodate forecast aircraft operational through the end of the 20-year with the addition of the parallel planning period; however, it may be within 80% of the activity level where runway? unacceptable delay can be anticipated. Therefore, strategies to increase the airport's capacity are explored in the Master Plan Update. The only way to significantly increase the airport's capacity is with the addition of a parallel runway. Additionally, if the main runway is closed for repair, snow removal, or emergencies, a parallel runway would allow for operations to continue at the airport. 18. What are the current uses and The airport's primary use is general aviation, which encompasses a wide who are the current users at the range of activities from pilot training to flying for business and airport? What is the purpose of recreational reasons, delivery of emergency medical services, and the airport? What is the sightseeing. Furthermore, these general aviation operations can range breakdown of operations, i.e., from a short to a long distance flight, to even international flights in general aviation by category of varying aircraft types, including single engine and larger corporate jets. aircraft, commercial service, etc. ? The big difference between a general aviation operation and a commercial Of the users at the airport, who operation is that general aviation flights are typically not a scheduled needs improvements and where operation, and occur when there is demand. will such improvements occur? In 2003, approximately 99 percent of all operations were general aviation. The improvements that will be in listed in the 20-year Capital Improvement Plan (CIP) will benefit both general aviation and commercial operators. One of the basic assumptions for an airport master plan is that if a future improvement is identified on the recommended development plan; it will only be built if there is an actual demand, if the project is financially feasible, and if environmental impacts are insignificant or are appropriately mitigated. A table showing existing and forecast operational activity at the airport is attached in the Appendix of this response document. 19. What is the basis for existing The historic aircraft operational data was taken from FAA sources operational data? [Master Record Form 5010 and Terminal Area Forecasts (TAF)] . Because the airport does not have an air traffic control tower, there is not a mechanism in place to count actual aircraft operations and the information from these FAA sources is considered to be the best estimates that are available. 0. What is the interaction among The regional roles of Denver International Airport and Fort Collins- area airports, specifically Denver Loveland Airport are described above in Question #3. No role or need International Airport, Greeley has as yet been established for a new regional airport. Airport (including Ames Community College Flight Operations) and Fort Collins- Loveland Airport and a new regional airport? 1 . Does the hospital currently under City and Airport staff, the FAA, and hospital staff have initiated construction south of the airport discussions regarding helicopter operations, and are in the process of Fort Collins-Loveland Municipal Airport Response to Council Questions/August 2005 Master Plan Update Page 7 of 13 Question Response in Loveland affect the safe developing specific procedures for safe reliable arrivals and departures to utilization of the airport? Do the hospital site. potential helicopter operations related to the hospital affect the The acceptable height of structures near an airport is considered when operations at the airport and vice new facilities are proposed. The height of the new hospital is acceptable versa? in consideration of FAA Criteria and therefore will not affect the safe utilization of the airport. Similarly, helicopter operations at the hospital will not affect the safe utilization of the airport. Additional discussion regarding the hospital is provided in Question # 15. 2. What is the classification of the Because the airport enplanes more than 10,000 annual passengers, it is airport, i.e., general aviation or classified by the FAA as a primary commercial service airport; however as commercial service? mentioned above, it primarily accommodates general aviation activi ty. 3. If expansion (development of the It depends on what improvement is being considered. With regard to the improvements/projects currently runway extension, the effect of completing the improvement will be to under consideration) does not provide better operating conditions for the existing business jet and occur, what are the affects, both commercial service aircraft fleet. The runway extension is not being short-term and long-term? considered to accommodate a different class of aircraft, attract additional commercial passenger service activity, or larger aircraft. The economic benefit of the airport to the community cannot be overstated. The airport provides a significant source for jobs and income. It would be impossible to quantify the future loss of potential economic development the airport were to remain status quo. With regard to the proposed parallel runway, see # 17 above. 4. Will the extension of the primary See #23 above. runway at Fort Collins-Loveland Airport attract more commercial service and bigger or larger aircraft? 5. How does the airport currently According to the FAA, there are approximately 19,500 airports in the operate without an Air Traffic United States (as of January 2004) . Of those, 5,280 are open to the public Control Tower? (the remaining are private use) . The majority of the public-use airports operate without the benefit of an Air Traffic Control Tower (only about 500 of the public-use airports have an Air Traffic Control Towers) . For regional and national airspace considerations, pilots are provided with guidance from regional FAA centers. While operating in local airspace pilots can communicate with each other using a specified local radio frequency to coordinate movements and avoid conflicts. 6. Is the base year aircraft An actual count of aircraft operations was not included in the scope of operations number realistic? In services for this project. See # 19 above. The FAA Form 5010 and FAA consideration of the current Terminal Area Forecast (TAF) aircraft operational data is considered to operational levels (i.e., numbers be the best data available. These sources are accepted by the FAA for of annual operations, with an Airport Master Plans prepared for non-towered airports. Comparisons of operation being either a take-off operational counts with other airports in the region that have ATCT's on or a landing) , is it reasonable that the basis of statistics such as operations per based aircraft (OPBA) an operation occurs on an indicate them historical operational levels provided by TAF are within average during a 24-hour period, reason. every six minutes? For comparison purposes, the annual OPBA in 2004 according to the Fort Collins-Loveland Municipal Airport Response to Council Questions/August 2005 Master Plan Update Page 8 of 13 Question Response TAT were calculated for four other general aviation facilities in Colorado. The OPBA at FNL is 415, Jeffco Airport is 393, Centennial is 460 and Greeley is 639. 7. Is it appropriate or warranted An actual count of the number of operations would be beneficial, yet time that an actual count of annual consuming. Operations fluctuate throughout the year, and from month aircraft operations be to month, and it would be difficult to get an accurate count without accomplished? having a mechanism in place to observe activity over a statistically accurate period of time. 8. How do current aircraft Total aircraft operations (an operation is defined as either a takeoff or a operational trends compare to landing) at the Airport has, for the most part, increased through the last historical trends and levels of ten (10) years. Estimated annual operation counts have ranged from a activity? low of 66,230 operations in 1990 to a high of approximately 102,283 operations in 2003. In terms of total operations, general aviation accounted for 99. 5 percent of all operations in 2003, while military accounted for 0.2 percent and air carrier (commercial) operations accounted for 0.3 percent. At the end of the forecast period (2023), general aviation operations are forecast to account for 98.5 percent of aircraft operations, while military operations will account for 0. 1 percent and air carrier (commercial) operations will account for 1 .3 percent of total annual operations. PassengerEnplanements. There has been a fluctuation in the number of passenger boarding since 1990. This is primarily related to whether or not the Airport was being served by a commercial service airline during a particular year. This trend will likely continue unless an airline offers consistent service with reasonable fare structures and city pairs. The additional service could minimize the desire of individuals to commute to alternate departing airports (i.e. Denver International Airport) , ultimately increasing the number of enplanements at Fort Collins-Loveland International Airport. Air Carrier Aircraft Operations. Commercial passenger service was re- introduced at the Fort Collins-Loveland Municipal Airport by Allegiant Airlines in 2003, after several years of no scheduled passenger service. United Express and Continental Express provided commuter service to Stapleton International Airport in Denver, Colorado (now closed, replaced by Denver International Airport) during the early and and 1990's. General Aviation Operations. With the absence of an Airport Traffic Control Tower (ATCT) located on the field, accurate counting measures for general aviation aircraft are not in place. Historical data was obtained from the State of Colorado and the FAA, and verified by data provided by the fixed base operator. General aviation operations are typically more directly tied to economic conditions than commercial passenger operations, and this trend is often reflected in the historical operations data for a particular airport. The amount of general aviation activity at many airports around the country has remained flat or declined since the early 1980's. The data available for Fort Collins-Loveland Municipal Fort Collins-Loveland Municipal Airport Response to Council Questions/August 2005 Master Plan Update Page 9 of 13 Question Response Airport illustrates fluctuations in general aviation activity since 1990; however, the overall trend is positive. As economic conditions in the region and nation change in the future, fluctuations in the number of general aviation operations at the airport will likely continue although an increasing trend is expected over the long-term. Air Taxi Operations. During the past decade the number of air taxi operations has fluctuated significantly, with a high of approximately 9,850 annual operations in 1994, and a low of approximately 2,020 in 1990. Similar to the air carrier classification of aircraft at airports with ATCT facilities, Air Traffic Control personnel categorize "Air Taxi" as those aircraft capable of seating less than 60 passengers, which are being utilized for commercial passenger or air freight service and which use a three letter company designator or the "Tango" designation. For purposes of this study, "Air Taxi" aircraft utilized for scheduled passenger service will be included in the commercial service operations category and those utilized for freight or other purposes will be included in the general aviation operations category. Military Operations. Historically, military aircraft have infrequently utilized Fort Collins-Loveland Municipal Airport for training and/or operational purposes, primarily using Lockheed C- 130 aircraft and helicopters. Annual military aircraft operations during 2003 were approximately 200, and are expected to remain roughly the same throughout the planning period. 9. Request for a copy of the A copy of the Aviation Activity Forecast chapter has been included with Forecasts of Aviation Activity for this response packet. Additionally, all working papers and study materials each member of the City Council. are located on the City of Loveland's website and the City of Fort Collins website. htW: / /www.ci.fort-coUins.co.us /aiLport/ http: / /Iogic.ci.loveland.co.us /LogicIMS /Facihties.asp?Facility=Airport Additionally, study materials are located at the Airport Managers office, as well as each ci 's main library branch. 0. Can a specific type of aircraft be People have different levels of sensitivity to aircraft flying overhead at identified as being associated various altitudes, frequencies and noise levels. Noise contours reflect the with the most complaints? standard FAA noise metric, which utilizes an average annual noise methodology; however, it is well recognized that a single noise event can be perceived as being much disruptive (this last phrase is not clear) . While no one particular aircraft has been identified as being particularly noisy, in general older corporate and commercial aircraft tend to generate more noise complaints than smaller general aviation aircraft. 1 . Will the provision of an Air Aircraft departure and arrival paths cannot be controlled by local Traffic Control Tower allow the governments in order to ensure safety of the aircraft and airspace. The opportunity to control flight FAA has mandated that pilots must use their best judgment. An ATCT tracks/patterns of aircraft would allow for more direct approach procedures, and could help to operating in and out of Fort minimize aircraft operations over noise sensitive areas. Collins-Loveland Airport? The airport is currently in the process of establishing a voluntary noise abatement procedure that is designed to minimize the exposure of residential areas to aircraft noise, while ensuring the safety of flight Fort Collins-Loveland Municipal Airport Response to Council Questions/August 2005 Master Plan Update Page 10 of 13 Question • • operations. 2. On approach to the south end of The height of the hospital structure is well below the bottom of the the runway (landing to the north) established approach slope (this determination was made before the by an aircraft, what would be the hospital was allowed to start construction) . The hospital will be five height of the aircraft above the stories tall, and have a top-of-structure elevation of approximately 5070 hospital, now and with the feet above mean sea level. With the preferred runway extension runway extension as currently alternative, the landing point target (the threshold) on the south end of being considered? the runway will not change; therefore, the approach slope elevation, angle and location will remain the same as it is today. Additional discussion regarding the hospital is described in Question #15 and #21 . 3. From where is operational The forecasts took into consideration the local, regional, and national demand stemming? trends, FAA trends and forecasting, along with information obtained by Allegiant Air. Additionally, it was assumed that the closing of Fort Collins Downtown Airport could contribute to a significant increase in the number of based aircraft and the number of general aviation operations at FNL during the first five years of the 20- ear planning period. Economic Impact/Community Influence Considerations 4. How is the economy According to a study completed by the Colorado Department of influenced/impacted by Transportation Division of Aeronautics (THE ECONOMIC IMPACT OF commercial service and corporate AIRPORTS IN COLORADO, 2003), the Fort Collins-Loveland Municipal aviation activities? What is the Airport generated $37, 178,000 in economic activity, $ 14,274,000 in wages, effect on the economy of the area and 619 jobs in 2002. and the airport if these activities no longer exist? It should be noted and emphasized that the data does not include consideration of the economic benefit provided by the Allegiant Air service, which would add significantly to these totals. Economic activity was defined as the "economic contribution" of the Airport to the regional and state economy in terms of total jobs, wages, and economic activity (business sales) . 5. Regarding the State of Colorado The study analyzed only those businesses and industries that are related to Airports Economic Impact Study aviation. sponsored by the Colorado Department of Transportation (CDOT) Aeronautics Division, do the 619 jobs noted in the document as being associated with the Fort Collins-Loveland Airport include those jobs at businesses and industries near the airport and not particularly related to the airport, or just on and directly related to the airport? 6. What would be the economic This is not an issue that is included in the scope of services of this Airport effect of closing Fort Collins- Master Plan Update. However, it is generally believed (and reflected in Loveland Airport as compared to the Colorado Department of Transportation Division of Aeronautics the benefits of keeping the ECONOMIC IMPACT OFAIRPORTS IN COLORADO, 2003) that the airport open and operational and economic vitality of a community is greatly enhanced by the proximately pursuing its development to an airport capable of providing regularly scheduled commercial Fort Collins-Loveland Municipal Airport Response to Council Questions/August 2005 Master Plan Update Page 11 of 13 Question Response according to the ultimately passenger service, as it provides another amenity to the community. recommended Airport Master Plan? It is also important to note that closing the airport is not financially feasible. Grant assurances from the FAA state that the owner of an airport will agree to keep the airport open for a 20 year period. If the airport is closed before the 20 year period is up, then the owner is required to pay back (to the FAA) all of the funding that has been provided in the past. Additionally, there may be liability exposure for the sponsors related to compensating existing airport tenants for their losses if the airport is closed. 7. How do the The majority of the improvements envisioned as part of the Airport improvements/projects currently Master Plan will benefit general aviation users, including business and under consideration affect corporate operators. The airport is presently at capacity with respect to its business and corporate activities? current enclosed aircraft storage facilities (hangars) . A wait list is in place for hangar facilities. There are over 100 aircraft owners waiting to lease a hangar or lease ground space to build a hanger on this list. The anticipated closure of the Downtown Fort Collins Airport will only exacerbate this need, with a forecasted demand for approximately 50 additional aircraft seeking to base their aircraft at FNL. Adding aircraft storage facilities and identifying areas for new business growth is important. Environs and Environmental Considerations 8. Land acquisition and the need for Parcels identified for land acquisition are those areas which are deemed such. Justification for spending most important to protect and improve the airport. Likely financial public monies for acquisition of sources include the Federal Aviation Administration and the Colorado land to ensure compatible land Department of Transportation Division of Aeronautics, who have set a use. priority for airports to acquire land around airport for future aviation development, for approach protection and for land use compatibility. 9. How do land uses and It is in the consultants' opinion that in comparison with other airports in development patterns the region, as well as the county, the Fort Collins-Loveland Municipal surrounding other airports similar Airport and the Cities of Loveland and Fort Collins have done an to Fort Collins-Loveland Airport exemplary job in protecting the airport from non-compatible land uses in compare with those that currently the areas surrounding the airport. For the most part, the current land use exist or are planned around the plan was developed through guidance provided by Colorado House Bill airport? 1041 . The FAA provides guidance stating that an airport should have a published land use plan; however the FAA does not provide any significant details about how the plan should be developed. 0. What is the size and In consideration of Colorado House M 1041 , an Airport Influence Area configuration of the Airport (ALA) is an area surrounding the airport that is established in Influence Area? consideration of aircraft generated noise zones, standard aircraft traffic patterns, and safety/airspace protection factors (critical zones) that may affect land use. A new map showing the AIA is being developed in consideration of the future conditions that are recognized the recommendations of the Master Plan Update; however, it is anticipated that the new AIA will be similar in size and configuration to the one the was published for the airport in 1994. 1 . How many housing units are The actual number of house units within the AIA is unknown at this time. within the Airport Influence Area However, the subdivisions that are currently located within the AIA were (AIA) ? approved by the cities and counties in accordance with the current land Fort Collins-Loveland Municipal Airport Response to Council Questions/August 2005 Master Plan Update Page 12 of 13 Question Response use plan. Many of the properties developed over recent years near the airport were required to provide aviation easements. The purpose of an aviation easement is to ensure that purchasers/buyers are made aware of the proximity of the property to the airport. 2. Request for a map or illustration A map indicating the potential future AIA has been included in this indicating the Airport Influence response packet. The configuration of the AIA will be dependant on the Area (AIA), and showing the recommendations of the Master Plan with regard to runway layout and number of housing units within proposed use. The illustration of the AIA is provided on an aerial base the AIA and an approximate time so that existing land uses can be identified. An analysis of the number of frame for development of these housing units within the AIA is not a component of the scope of services units. for this Master Plan. It should be noted that the AIA will remain approximately the same size as it was in the 1994 publication. 3. Are there any studies available to Based on FAA's review of historical studies, the FAA has concluded that document potential negative property values, as a general rule, might be reduced by approximately 1 % impacts on property values per decibel above 65 DNL. It should be noted that the 65 DNL is within areas surrounding an projected to remain entirely on Airport property throughout the 20-year airport? planning period covered by the Airport Master Plan. This study does not include an analysis of the potential of property devaluation due to location in terms of proximity to the airport. 4. What opportunities are available The establishment of a voluntary noise abatement procedure is one such and what can be accomplished to opportunity. Additionally, ensuring that the cities and county continue to minimize or mitigate potential utilize land use planning guidelines to promote land use compatibility for negative affects on properties the areas surrounding the airport will be beneficial. within the airport environs? Attachments • Runway Length Support Letters • Aviation Activity Forecast Chapter • Preliminary AIA Map Fort Collins-Loveland Municipal Airport Response to Council Questions/August 2005 Master Plan Update Page 13 of 13