Klamath Falls Airport Master Plan Report (January 2005) AIRLINE TERMINAL FACILITIES CHAPTER 4

KKllaammaatthh FFaallllss AAiirrppoorrtt

MMaasstteerr PPllaann RReeppoorrtt

Klamath Falls, Oregon

December 2004

KKllaammaatthh FFaallllss AAiirrppoorrtt MMaasstteerr PPllaann SSttuuddyy

Klamath Falls, Oregon

Prepared for the City of Klamath Falls 500 Klamath Avenue Klamath Falls, Oregon 97601

Prepared by

707 Aviation Boulevard Santa Rosa, California 95403

January 2005

Table of Contents

CHAPTER 1 BACKGROUND AND INVENTORY COMMUNITY PROFILE ...... 1-1 Locale...... 1-1 Climate ...... 1-2 Socioeconomic Conditions...... 1-2 Land Use Patterns ...... 1-5 AIRPORT PROFILE ...... 1-5 Historical Overview...... 1-5 Airport Services ...... 1-6 Airline and Passenger Support Services...... 1-8 General Aviation Services ...... 1-8 Military Services...... 1-9 Airport Management ...... 1-10 AERONAUTICAL SETTING ...... 1-10 Area Airports...... 1-10 Area Airspace and Air Traffic Control Procedures...... 1-10 AIRFIELD FACILITIES ...... 1-15 Overall layout...... 1-15 Runway 14-32...... 1-15 Runway 7-25...... 1-17 Taxiways and Holding Aprons...... 1-18 Navigational Aids and Lighting...... 1-18 AIRLINE TERMINAL AND AIR CARRIER FACILITIES ...... 1-19 Airline Apron...... 1-19 Terminal Building...... 1-20 Vehicle Access and Circulation ...... 1-20 Vehicle Parking...... 1-21 TENANT FACILITIES...... 1-21 SUPPORT FACILITIES ...... 1-21 Air Traffic Control Tower (ATCT)...... 1-21 Airport Rescue and Firefighting (ARFF)...... 1-23 Airport Administration Building...... 1-23 Airport Maintenance Facilities ...... 1-23 Aircraft Parking Aprons...... 1-24 PREVIOUS PLANS AND STUDIES ...... 1-24

CHAPTER 2 AIRPORT ROLE AND ACTIVITY FORECASTS AIRPORT ROLE...... 2-2 Present...... 2-2 Future...... 2-3 Review of Existing Forecasts ...... 2-4 FORECAST METHODOLOGY ...... 2-5 Scheduled Passenger Demand...... 2-5

i TABLE OF CONTENTS

CHAPTER 2, continued Enplanement History...... 2-6 Forecast Influences...... 2-6 Previous Forecasts ...... 2-8 Analysis ...... 2-9 Selected Enplanement Forecast...... 2-9 Based Aircraft Demand...... 2-12 Historical Overview...... 2-12 Review of Existing Forecasts ...... 2-13 Selected Forecast Methodology...... 2-14 Aircraft Types...... 2-16 Air Cargo Demand...... 2-17 Aircraft Operations...... 2-18 Air Carrier Operations...... 2-18 General Aviation Operations ...... 2-21 Air Taxi Operations ...... 2-23 PEAKING CHARACTERISTICS ...... 2-24 Scheduled Passengers...... 2-24 TRANSIENT AIRCRAFT PARKING DEMAND...... 2-26 OTHER DEMAND FORECASTS ...... 2-26 FORECAST SUMMARY ...... 2-26

CHAPTER 3 AIRFIELD DESIGN OVERVIEW...... 3-1 BASIC DESIGN FACTORS...... 3-1 Airport Role...... 3-2 Airport Classification...... 3-2 Wind Coverage...... 3-4 Instrument Approach Procedures...... 3-8 Airfield Capacity...... 3-9 SAFETY CONSIDERATIONS...... 3-9 Runway Crossings...... 3-9 Obstruction Survey and Removal...... 3-10 Waterfowl and Wildlife Attractants ...... 3-10 Radio Interference...... 3-12 RUNWAYS...... 3-12 Runway 14-32...... 3-12 Runway 7-25...... 3-15 Feasibility of Extending ...... 3-17 TAXIWAYS...... 3-18 Future Parallel Taxiway “J”...... 3-18 Taxiway “D” OFA ...... 3-19 Runway Hold Lines...... 3-19 Runway 14-32 Hold Lines...... 3-20 Runway 7-25 Hold Lines...... 3-20

ii TABLE OF CONTENTS

CHAPTER 3, continued Dust Control...... 3-20 AIR TRAFFIC CONTROL TOWER...... 3-21 AIRFIELD LIGHTING AND SIGNING ...... 3-21 Airport Beacon...... 3-21 Approach Lighting...... 3-21 Visual Approach Aids...... 3-22 Runway and Taxiway Lighting ...... 3-22 Miscellaneous Airfield Lighting...... 3-22 Airfield Signage...... 3-22 NAVAGATIONAL AIDS ...... 3-23 VORTAC Critical Area ...... 3-23 Runway 32 Glide Slope Antenna ...... 3-24 OTHER AIRFIELD SETBACKS ...... 3-24 Runway Visibility Zones...... 3-24 Taxiway/Taxilane Object Free Areas...... 3-25 Aircraft Parking Limits...... 3-25 Airport Imaginary Surfaces...... 3-25 Building Restriction Lines...... 3-26 SECURITY CONSIDERATIONS ...... 3-26 Airport Perimeter Security ...... 3-27 Runway End Protection ...... 3-27 Other Recommendations...... 3-27 Resolve Drainage Problems...... 3-27 Property Map (Exhibit A) ...... 3-28 Relocate Munitions Storage ...... 3-28 Property Needs...... 3-28

CHAPTER 4 AIRLINE TERMINAL FACILITIES OVERVIEW...... 4-1 TERMINAL BUILDING ...... 4-3 Background ...... 4-3 Key Factors...... 4-6 Terminal Space Requirements...... 4-7 Recommended Terminal Building Improvements...... 4-9 Phase 1 Terminal Improvements...... 4-9 Phase 2 Terminal Improvements...... 4-12 Other Terminal Improvements...... 4-12 AIRLINE APRON...... 4-14 VEHICLE PARKING LOT AND ACCESS...... 4-14

iii TABLE OF CONTENTS

CHAPTER 5 LANDSIDE DEVELOPMENT OVERVIEW...... 5-1 CONSTRAINTS AND INFLUENCES ...... 5-2 Growth Trends and Opportunities...... 5-3 FACILITY REQUIREMENTS...... 5-5 Relocated FBO Facilities...... 5-7 Based Aircraft Storage ...... 5-7 Reserved Aviation Development Sites...... 5-8 Aviation Support Facilities...... 5-9 CONCEPTUAL DEVELOPMENT ...... 5-9 Site 1...... 5-9 Site 2...... 5-9 Site 3...... 5-9 Site 4...... 5-10 Site 5...... 5-10 OTHER RECOMMENDATIONS ...... 5-10 Homedale Road Interchange and East Airport Access...... 5-10 Acquire/Preserve Additional Land on Airport’s East Side ...... 5-13 Railroad Track Removal...... 5-13

CHAPTER 6 AIRPORT NOISE CONTOURS AIRPORT NOISE ANALYSIS AND TERMINOLOGY...... 6-1 Sound, Noise and Human Perception...... 6-1 Measuring Noise...... 6-2 Day-Night Average Sound Level ...... 6-3 Airport Noise Methodology ...... 6-5 Study Findings...... 6-5 LAND USE COMPATIBILITY GUIDANCE...... 6-7 Federal Government...... 6-7 State Government...... 6-10 Department of Aviation (DOA) ...... 6-10 Department of Transportation (ODOT) ...... 6-10 Department of Land Conservation and Development (DLCD) ...... 6-11 Department of Environmental Quality (DEQ)...... 6-11 Statutes, Ordinances, and Measures ...... 6-11

CHAPTER 7 FINANCE AND IMPLEMENTATION CAPITAL IMPROVEMENT PLAN – NEAR-TERM (2005-2009) ...... 7-1 LONG-TERM CAPITAL IMPROVEMENTS ...... 7-5 Intermediate-Term Projects (2010-2014)...... 7-6 Long-Range Capital Improvements...... 7-7 CAPITAL FUNDING SOURCES...... 7-7

iv TABLE OF CONTENTS

CHAPTER 7, continued Federal Funding...... 7-8 Airport Improvement Program (AIP)...... 7-8 Department of Defense (DD) Funding ...... 7-8 State Funding Programs ...... 7-9 Financial Aid to Municipalities (FAM) Grants...... 7-9 Pavement Maintenance Program (PMP)...... 7-9 Other State Funding Sources...... 7-10 Airport Self-Funding...... 7-10 Passenger Facility Charge (PFC) ...... 7-10 Private Investment ...... 7-11

APPENDIX A Glossary of Terms

FIGURES AND TABLES

FIGURES 1A Location Map ...... 1-3 1B Area Airspace...... 1-11 1C Airspace Classes...... 1-12

2A Scheduled Passenger Service – Historic Passenger Demand ...... 2-7 2B Enplanement Projection Range ...... 2-10 2C Based Aircraft Forecast Range...... 2-15 2D Historic General Aviation Operations...... 2-22

3A Known Waterfowl Attractants...... 3-11 3B Runway Features...... ff 3-14 3C Runway 7-25 with Maximum Extension ...... ff 3-15 3D Taxiway System...... ff 3-20 3E Property Needs...... 3-30

4A Airline Passenger Facilities...... 4-2 4B Interior Layout – Existing First Floor ...... 4-4 4C Interior Layout – Existing Second Floor...... 4-5 4D Terminal Improvements – First Floor Phase 1 ...... 4-10 4E Terminal Improvements – Second Floor Phase 1 ...... 4-11 4F Terminal Improvements – First Floor Phase 2 ...... 4-13 4G Terminal Area Plan ...... ff 4-15 4H Proposed Airport Access Road...... 4-16

v TABLE OF CONTENTS

FIGURES, continued 5A Civic Aviation Development Constraints...... ff 5-4 5B Potential Development Sites ...... ff 5-5 5C Site 1, Conceptual Site Layout...... ff 5-10 5D Site 2, Conceptual Site Layout...... ff 5-10 5E Site 3, Conceptual Site Layout...... 5-11 5F Site 4, Conceptual Site Layout...... 5-12

6A Typical Decibel Levels of Common Sounds...... 6-4 6B Airport Noise Contours...... 6-6

7A Near-Term Improvements (Fiscal Years 2005-2009)...... ff 7-3

TABLES 1A Community Profile ...... 1-4 1B Chronological History...... 1-7 1C Area Airports...... 1-13 1D Airport Profile ...... 1-16 1E Tenant Facilities...... 1-22

2A Selected Enplanement Forecast...... 2-11 2B Selected Based Aircraft Forecast...... 2-14 2C Existing Fleet Mix Comparison ...... 2-16 2D Selected Based Aircraft Mix Comparison...... 2-17 2E Future Based Aircraft by Type...... 2-17 2F Average Annual Load Factors 1997-2002...... 2-19 2G Forecast Load Factor Range...... 2-20 2H Annual Air Taxi Operations...... 2-23 2I Peak Passenger Volumes...... 2-25 2J Peak Passenger Volumes – Contingency Planning ...... 2-25 2K Transient Aircraft Parking Forecast ...... 2-26 2L Aviation Forecast Summary ...... 2-27

3A Aircraft Characteristics...... 3-3 3B Airport Design Standards ...... 3-5 3C Surface Wind Analysis...... 3-7

4A Projected Peak Hour Passengers ...... 4-7 4B Terminal Space Requirements...... 4-8

6A Land Use Compatibility Guidelines ...... 6-8

7A Capital Improvement Program 2005 - 2009 ...... 7-2 7B Capital Improvement Program (Mid- and Long-Range Projects) ...... 7-3

vi TABLE OF CONTENTS

AIRPORT PLAN DRAWINGS 1. Cover Sheet 2. Airport Layout Plan 3. Data Sheet 4. Terminal Area Plan – Phase 1 5. Terminal Area Plan – Phase 2 6. East Area Plan 7. Airspace Plan 8. Runway 32 Outer Approach Plan 9. Runway 14-32 Inner Approach Plan 10. Runway 7-25 Inner Approach Plan

vii 1

Background and Inventory

This chapter provides a basis from which the subsequent chapters will be compared. More specifically, it documents the existing conditions at Klamath Falls Airport in terms of the community it serves, the services being provided, the airport’s history, and an inventory of airport facilities. The information presented in this Chapter was obtained through on-site investigations and interviews with the airport staff, tenants, local representatives, and reports obtained from economic development agencies.

COMMUNITY PROFILE

Locale

The City of Klamath Falls is located in south-central Oregon approximately 10 miles north of the California/Oregon border. The City is situated on the eastern slopes of the Cascade Mountains and on the southern shore of the Upper Klamath Lake. Located on a high plateau, the majority of land falls between 4,000 and 6,500 feet above sea level. Landmarks in the region include Mount Shasta and Crater Lake. Klamath Falls is surrounded by a pristine landscape of national forests, mountains, marshes, and lakes that is well known for its abun- Crater Lake dance of diverse wildlife. The area is also an important staging

Klamath Falls Airport Master Plan (January 2005) 1-1 CHAPTER 1 BACKGROUND AND INVENTORY

point for waterfowl during the migration periods and hosts the largest wintering concentration of Bald Eagles in the contiguous 48 states. The picturesque beauty of the surrounding environs also forms a physical barrier that continues to inhibit overland travel during wintry weather conditions. In fact, Klamath Falls is located on the Applegate Trail, the arduous southern route into Oregon during the “pioneer period” of western migration. Following this original route are State Road 39/139, State Road 66, and Interstate 5. State Road 39/139 extends southeast of Klamath Falls into northeastern California and northwestern Nevada and ultimately to the Hum- boldt River. State Road 66 connects Klamath Falls to Interstate 5 to the west. Interstate 5 is the main north-south route traversing Oregon. Other prominent roads include Oregon Road 140 and U.S. Highway 97. U.S. Highway 140 is the primary east-west roadway providing a linkage between U.S. Highway 97 and State Road 39/139. Likewise, Highway 97 is the primary north-south highway running through the City of Klamath Falls. Figure 1A depicts the airport’s geographic and regional setting. Table 1A summarizes the airport environs.

Climate

Instrument Conditions occur: Generally, Klamath Falls has warm summers, crisp autumns, and 1. When visibility is less than 3 miles or variable, but often snowy winters. The area is classified as a high ceiling is at or below the minimum desert with total precipitation averaging approximately 12 inches initial approach altitude. 2. Where no weather reporting service annually, including 38 inches of average annual snowfall. is available at non-tower satellite airports, the following criteria, in de- The average high temperature for the hottest month (July/August) scending order, is used to deter- is 83 degrees Fahrenheit. December is the coolest month, with an mine valid instrument approaches: (a) a pilot report, average low temperature of 30 degrees Fahrenheit. Temperature (b) if the flight has not canceled its variations during the day are substantial, often over 40 degrees IFR flight plan prior to reaching the initial approach fix, Fahrenheit. (c) the official weather as reported for any airport located within 30 The average wind speed reported at the airport’s surface is 7 miles miles of the airport to which the per hour prevailing from the west-northwest. Strong surface winds approach is made. in excess of 30 miles per hour occur infrequently from the south. Instrument conditions occur about 3.7% of the time (about 14 days per year) and low ceilings and poor visibility effectively close the airport approximately 5 days per year.

Socioeconomic Conditions

The City of Klamath Falls is the seat of Klamath County and serves as the transportation and service center for the Klamath Ba- sin region of south-central Oregon and north-central California.

1-2 Klamath Falls Airport Master Plan (January 2005) BACKGROUND AND INVENTORY CHAPTER 1

Figure 1A Location Map Klamath Falls Airport

Klamath Falls Airport Master Plan (January 2005) 1-3 CHAPTER 1 BACKGROUND AND INVENTORY

GEOGRAPHY POPULATION AND ECONOMY Location Current / Historical Population Proximity to Airport County Cities / Major Cities 1990 1995 2000 ! Klamath County: 57,949 61,600 63,775 ! 5 miles southeast of the City of Klamath Falls. ! Siskiyou County: 43,714 44,218 43,750 ! 60 miles east of Medford, Oregon. ! ! 115 miles north of Redding, California. Modoc County: 9,669 9,589 9,575 ! 240 miles south of the Portland, Oregon. (Source: Long-Term Population & Employment Forecasts for ! 315 miles north of San Francisco, California. Oregon, Office of Economic Analysis, January 1997; Census Count, Klamath County, April 2000; County Demographic Data, Counties California Institute for County Government, 1999) ! Located in south-central Klamath County. City ! Modoc and Siskiyou Counties to the south in California. 1990 1995 2000 ! Jackson County to the west. ! City of Klamath Falls 17,737 18,598 19,460 ! Lake County to the east. ! Douglas, Lake, and Deschutes Counties to the northwest (Source: Certified Estimates for Oregon, Its Counties and Cities, and north. Population Research Center, Portland State University, July 2002) Topography Projected Population 2010 2015 2020 ! High plateau with surrounding elevations ranging from 4,000 ! Klamath County: 71,376 74,868 78,369 to 6,000 feet above mean sea level (MSL). ! Siskiyou County: 49,700 51,800 53,900 ! The area surrounding the airport consists of forests, moun- ! Modoc County: 10,700 11,100 11,500 tains, marshes, lakes, and irrigated farmland. (Source: Long-Term Population & Employment Forecasts for ! Mt. Shasta (14,162 FT) 60 miles to the southwest and Crater Oregon, Office of Economic Analysis, January 1997; Interim Lake is 55 miles to the northwest. County Projections, California State Department of Finance,

Demographic Research Unit, June 2001)

SURFACE TRANSPORTATION Basis of Economy ! Non-agricultural industry groups with greatest percentage of Major Highways employment in Klamath County: ! Primary access route from the City of Klamath Falls is via SR < Service 48% 140 East to Washburn Way (875) South to Joe Wright Road 16% (the main access roadway). < Trade < Government 18% ! Joe Wright Road can also be accessed via U.S. Route 97, < Manufacturing 13% providing access to points north and south of the airport. (Source: U.S. Bureau of Census, Census 2000) Railroads ! Burlington Northern Santa Fe Railroad (BNSF) tracks adjoin the Airport on the east. Formerly the Great Northern Rail- CLIMATE road, this particular rail line connects Northern California to Klamath Falls and points north. Temperatures Average High Average Low ! The Union Pacific railroad tracks form the airport’s perimeter ! Hottest month (July) 83°F 48°F to the west and south. Formerly the Southern Pacific Rail- ! 40°F 19°F road, this line travels from Alturas, California, through Coldest month (Dec.) Klamath Falls and continues northward to Chemult, Oregon Precipitation and subsequently to the northern part of the state via two ! Average annual precipitation: 11.96 inches. separate track routings. (Includes 38 inches of average annual snowfall) Public Transportation Winds ! Basin Transit Service (BTS) ! Prevailing winds are west-northwest Waterway Transportation ! The Upper Klamath Lake is the largest body of fresh water west of the Rockies. The lake and numerous rivers, creeks, and Kayak trails offer an excellent source of recreation. Sce- nic tours and dinner cruises are also becoming popular.

Source: Data compiled by Mead & Hunt, Inc. (July 2003)

Table 1A

Community Profile Klamath Falls Airport

1–4 Klamath Falls Airport Master Plan (January 2005) BACKGROUND AND INVENTORY CHAPTER 1

With the exception of the City and adjacent towns, the greater region is sparsely populated. The region’s chief historical industries include manufacturing (generally associated with the lumber trade and wood products) and agriculture (both crops and livestock). Though these industries are still a vital part of the regional economy, the area has diversified to include other industry sectors such as: retail, service, education, medical, transportation, and tourism. Over the last two decades, tourism has grown significantly and is the leading industry of the region. This is largely attributed to the extraordinary natural setting, the proximity of tourist attractions such as Crater Lake National Park and the Running Y Ranch Resort, a major destination resort Running Y Ranch Resort just outside of Klamath Falls. In recent years, there has been an increase in business relocations to the area from other states, particularly high-tech businesses from California. This trend is likely to continue given the favorable tax environment associated with Oregon and Klamath Falls’ proximity to the California and Nevada borders. Various incentive programs available to new development, such as Enterprise Zones and grant funds provide additional financial incentives to businesses looking to relocate within the region.

Land Use Patterns

The City of Klamath Falls and Klamath County have jurisdiction over land use in the airport’s environs. The airport property is currently designated Public Facility. Lands to the east, west and south are designated Exclusive Farm Use – Crop Land. Immediately adjacent to the airport to the northwest and northeast are lands designated for various types of commercial and industrial uses. Several pockets of land north of the airport are designated Subur- ban Residential.

AIRPORT PROFILE

Historical Overview

The citizens of Klamath Falls constructed Klamath Falls Airport, then known as Klamath Falls Municipal Airport, following the sale of $50,000 of airport construction bonds. At that time, runways were made of gravel and services consisted of a single fixed base operator (FBO) that provided fuel to local pilots.

Klamath Falls Airport Master Plan (January 2005) 1-5 CHAPTER 1 BACKGROUND AND INVENTORY

In 1942, the U.S. Navy selected Klamath Falls Airport as a site for a Naval Air Station. Construction of the base was completed in 1945. The airfield and building area consisted of three 200-foot wide runways of varying lengths, several buildings, and a variety of hangar facilities. The end of World War II resulted in closure of the base, after less than one year of operation. A portion of the facility was returned to the City of Klamath Falls for use as a municipal airport and the remainder was turned over to the U.S. De- partment of the Interior, Bureau of Reclamation (USBR). USBR facilities were used for administrative offices and storage. United Airlines became the first scheduled air carrier to serve Klamath Falls in 1947. In 1954, that portion of the airfield controlled by the USBR was transferred to the U.S. Air Force (USAF) as the site for a new Fighter Interceptor complex. A portion of the airport’s property owned by the City of Klamath Falls was also leased to the USAF to meet the space requirements of the new base. By 1956, Runway 14-32 was extended to its present length of 10,301 feet and reduced width of 150 feet. New taxiways and aprons areas were constructed, while other airfield pavements were reconstructed. During this period of construction emerged the present configuration and character of the Klamath Falls Airport. In 1957, Klamath Falls Airport was dedicated as Kingsley Field, in honor of Lieutenant David R. Kingsley, an Oregon WWII hero. Klamath Falls’ role as an air base has evolved continuously throughout its history. In 1980, the Oregon Air National Guard (OANG) assumed responsibility for Air Defense Alert from the USAF. Continual air sovereignty alert ceased at Kingsley Field in 1994 with the transfer of the last remaining alert detachment. Since the early days as a naval base, Klamath Falls has remained a place for training fighter pilots. Eighteen F-15 aircraft are presently based at Klamath Falls. Kingsley Field has 475 full-time and 300 part-time personnel assigned to the base, which now trains flight surgeons (Top Knife), optometrists (Top Eye), and air traffic controllers (270th ATCS) in addition to fighter pilots. Table 1B provides a chronological history of Klamath Falls airport.

Airport Services

Many types of services are available at Klamath Falls Airport, including airline and passenger support, general aviation, and service- support provided by OANG.

1-6 Klamath Falls Airport Master Plan (January 2005) BACKGROUND AND INVENTORY CHAPTER 1

1928 Klamath Falls Municipal Airport constructed.

1942 Klamath Falls Airport selected as a site for a Naval Air Station.

1945 Construction of the Naval Air Station completed.

Base closure. Portion of the facility returned to the City of Klamath Falls for use as a municipal airport, re- 1945 mainder was turned over to the U.S. Department of the Interior, Bureau of Reclamation (USBR).

1947 United Airlines became the first scheduled air carrier to serve Klamath Falls.

West Coast Airlines joined United in providing airline passenger service to Klamath Falls. Airline went through a vari- 1953 ety of reorganizations: Airwest in 1968, Hughes Airwest in 1970, and Republic Airlines in 1980.

Portion of airfield controlled by the USBR was transferred to the U.S. Air Force (USAF) as the site for a new Fighter 1954 Interceptor complex. A portion of the airport’s property owned by the City of Klamath Falls was also leased to the USAF to meet the space requirements of the new base.

Runway 14-32 extended to its present length of 10,301 feet and reduced width of 150 feet. New taxiways and 1956 aprons areas constructed, other airfield pavements reconstructed. During this period of construction emerged the present configuration and character of the Klamath Falls Airport.

Klamath Falls Airport was dedicated as Kingsley Field, in honor of Lieutenant David R. Kingsley, an Oregon World 1957 War II hero who was killed during a bombing run over the oil fields of Ploesti, Rumania. Two air carriers provide regularly scheduled passenger service (although United would terminate service to Klamath Falls in 1959).

1959 Completion of the airline passenger terminal.

1979 Air Oregon (now Horizon Air) initiates air carrier service.

1980 Oregon Air National Guard (ORANG) assumed responsibility for Air Defense Alert from the USAF.

1982 Republic Airlines ends air carrier service.

Pacific Express initiates air carrier service. F-4C Phantom II was assigned to the newly created ORANG 8123 Fighter 1983 Interceptor Training Squadron.

th 1984 Fighter training squadron renamed the 114 Tactical Fighter Squadron.

1988 F-16 Fighting Falcon replaced the F-4C.

1994 Continual air sovereignty alert ceased at Kingsley Field.

rd 1996 Fighter training squadron renamed 173 Fighter Wing.

1998 F-16 Fighting Falcon replaced with the F-15 (currently based at the airport).

Table 1B

Chronological History Klamath Falls Airport

Klamath Falls Airport Master Plan (January 2005) 1-7 CHAPTER 1 BACKGROUND AND INVENTORY

Airline and Passenger Support Services ! Horizon Air. Scheduled airline service is provided by Horizon Air. Horizon is fully owned by Alaska Air Group, Inc., owners of Alaska Airlines. Horizon provides four daily round-trip flights between Klamath Falls and its regional hub in Portland, Oregon. Currently, Horizon operates the 37-seat Bombardier Q-200 turbo-prop for its route to Portland. ! Rental Cars. Three rental car agencies have counter space located adjacent to the arrival doorway within the terminal building: Budget, Enterprise, and Hertz. These agencies offer convenience and flexibility to airline travelers, as well as to other Horizon Air aviation and non-aviation users. ! Airport Restaurant. A restaurant occupies much of the second floor of the airline terminal building. Since the restaurant is located in a non-secure area, security screening is not necessary and access is not restricted to ticketed passengers. It does offer a convenient place for airline passengers to relax and dine while waiting for their flight or during flight delays.

General Aviation Services

General Aviation - That portion of aviation This section summarizes the general aviation (GA) services that are that is not classified as scheduled airline available at Klamath Falls Airport or which are provided by GA or military. This broad category accounts for the majority of aviation activity in the tenants. Typically, one or more fixed-base operators (FBOs) will United States. provide services (fuel, oil, repair facilities, food/snacks, lounges, etc.) to general aviation pilots. In addition to an FBO, several of the airport’s tenants provide services to the community or the airport including: U.S. Forest Service, agricultural spray applicators, flight school, and OANG. ! Fixed Base Operator (FBO). GA pilot services are provided by a full-service FBO, Klamath Aircraft, Inc. Conceivably the heart of GA activity, the FBO provides Avgas and Jet A fuel, aircraft service and repair (major and minor), aircraft hangar storage, transient and based aircraft tie-downs, flight planning rooms, pilot lounge, and a pilot shop. ! Klamath Aircraft operates a non-scheduled air-taxi service using a piston-twin Piper Seneca. Klamath Aircraft also has a Department of Defense (DOD) fueling contract for all transient military aircraft. Typically, the FBO will fuel two to three F-18s per week and on occasion, a large military transport aircraft such as the C-141 Starlifter.

1-8 Klamath Falls Airport Master Plan (January 2005) BACKGROUND AND INVENTORY CHAPTER 1

! U.S. Forest Service. The U.S. Forest Service consists of two distinct groups: the Klamath Falls Interagency Fire Center and the Kingsley Air Tanker Base. The Fire Center provides logisti- cal support and dispatch orders to suppress forest fires within and beyond the Klamath Basin. The Tanker Base houses and prepares aircraft for fire missions. During peak fire season, numerous Forest Service aircraft operate from this facility both to refuel and to load chemical fire retardants. These aircraft fly as many as 100 to 300 sorties in a given year (each sortie consists of one takeoff and one landing). Two DC-7 aircraft are Typical tanker and spotter aircraft used based at the facility. during an emergency operation include: DC-7, P-2 and SP-2 Lockheed Neptunes, ! Agricultural Spray Applicators. Commonly referred to as P-3 Orions, Grumman S2F Trackers as crop dusters, these businesses support local agricultural pro- well as a variety of small spotter/support aircraft such as the Beechcraft 90 and duction. Currently, two spray-applicators are based at the Barron. Klamath Falls Airport. The most common aircraft used is the Grumman/Schweizer Turbo Ag-Cat, a large single-engine bi- plane that has been in almost continual production since 1959. ! Flight School. Pelican Aviation is the only flight school at Klamath Falls Airport. The school operates four aircraft: a Piper PA-38 Tomahawk, a Cessna-172 Skyhawk, an aerobatic tail-wheel Bellanca Citabria, and a Piper Turbo Arrow IV. In addition to regular and specialized flight training programs, Pelican also provides aircraft rental, scenic flights, pilot supplies, and ground instruction. ! Corporate Aviation. This category of aviation refers to mostly local corporate operators that typically lease space directly from the airport. JELD-WEN is the most prominent corporate operator on the field. In recent years, the airport has received various proposals for corporate-hangar development.

Military Services ! Oregon Air National Guard (OANG). In addition to OANG’s role as a vital part of national defense, OANG also provides Airport Rescue and Firefighting (ARFF) to all aircraft in the event of an emergency. OANG trains and staffs air traffic controllers through a contractual arrangement with the Fed- eral Aviation Administration (FAA). These controllers also operate the airport surveillance radar facility and provide approach/departure control. Finally, OANG personnel also provide airfield perimeter security. From a community standpoint, OANG resources are available for emergency support and disaster relief services.

Klamath Falls Airport Master Plan (January 2005) 1-9 CHAPTER 1 BACKGROUND AND INVENTORY

Airport Management

Klamath Falls Airport is operated by the City of Klamath Falls. The airport is operated under the direction of the Airport Director. Assisting the Airport Director are the Operations and Business Managers. Presently, the Airport Director holds regular monthly “round-table” discussions with airport tenants to facilitate information flow. The Airport Director also participates in various meet- ings with the City Council, Chamber of Commerce, and other community groups as a means of promoting airport awareness. Direct communication with the public is promoted through local news sources and the airport’s Internet web page.

AERONAUTICAL SETTING

Klamath Falls Airport, Kingsley Field, is situated on a 1,166-acre site about 5 miles southeast of downtown Klamath Falls. The airport is bounded on the north side by the South Side By-Pass, on the east side by Homedale Road and the Burlington Northern Santa Fe Railroad (BNSF), and by the Lost River Diversion Channel and the Union Pacific Railroad to the south and west. Klamath Falls Air- port elevation is 4,095 feet above mean sea level (AMSL), which indicates the highest point along the centerline of all usable runways.

Area Airports

Interrelationships between airports can Six airports are located within a 25-nautical mile radius of Klamath be significant with regard to the mar- Falls Airport. Of these, three are public-use facilities: Malin, Butte keting demand for aviation facilities and services, as well as in terms of air Valley, and Tulelake. Three are private-use facilities: Long, Juniper traffic control and other technical mat- Hills, and Flying T. Public access to private facilities requires prior ters. permission of the airport operator. Table 1C summarizes selected major features of each of these airports and Figure 1B shows their locations.

Area Airspace and Air Traffic Control Procedures

Controlled Airspace is any of several Generally, traffic movement to or from the Klamath Falls Airport types of airspace in which some or all aircraft may be subject to air traffic con- is unencumbered and airspace complexity is minimal (except for trol. terrain). Figure 1B depicts the airspace environment surrounding the Klamath Falls Airport. Airspace classifications are illustrated in Figure 1C. The remainder of this section provides a more detailed description of the surrounding airspace and air traffic control services available.

1-10 Klamath Falls Airport Master Plan (January 2005) BACKGROUND AND INVENTORY CHAPTER 1

Figure 1B Area Airspace Klamath Falls, Oregon

Klamath Falls Airport Master Plan (January 2005) 1-11 CHAPTER 1 BACKGROUND AND INVENTORY

Special VFR Airspace Entry Communications Separation in Surface Classes Requirements Area A Required ATC clearance All N/A

B Required ATC clearance All Yes Two-way C Required communications VFR/IFR Yes prior to entry Two-way Runway D Required communications Yes operations prior to entry None for E Not required for VFR None for VFR Yes VFR G Not required None None N/A

Figure 1C

Airspace Classes Klamath Falls Airport

1-12 Klamath Falls Airport Master Plan (January 2005)

BACKGROUND AND INVENTORY CHAPTER 1

Location Facilities Services

3 ce Airport Name Owner i / Direction 1

erv 2 S ne li r Approach Visibility Tower Control Lighted-Intensity Based Aircraft Runways of Number Longest Runway (ft.) Surface AvGas Jet Fuel Maintenance Automobile Rentals Food Community/County Distance Ai

AREA AIRPORTS

Klamath Falls 4 Asph / Klamath Falls City 158 2 10,301 H ½ 9 9 9 9 9 9 9 / Klamath NW Conc

Dorris/ 20 Asph/ Butte Valley County 0 1 4,300 M – – – – –––– Siskiyou SW Conc

24 Flying T Private 1 2,600 Turf – NE – – – – – – – – – –

Juniper Hills Private – 12E – 1 2,500 Turf – – – – – – – – –

Long Private – 8S – 1 1,900 Turf – – – – – ––––

Malin / 17 Asph / Malin City – 1 2,800 – – – – – – – – – Klamath SE Grvl

Tulelake/ 23 Tulelake City 14 1 3,577 Asph M – – – 9 – 9 – – Siskiyou SE

1 Distances are in nautical miles limited to 25 nautical miles from Klamath Falls Airport. 2 Asph=asphalt; Conc=concrete; Grvl=gravel 3 L=low; M=medium; H=high 4 Statute mile

Source: Data compiled by Mead & Hunt, Inc. from FAA Form 5010, Airport Facility Directory, A.O.P.A. (July 2003) Table 1C

Area Airports Klamath Falls Airport Vicinity

Klamath Falls Airport Master Plan (January 2005) 1-13 CHAPTER 1 BACKGROUND AND INVENTORY

An Air Traffic Control Tower (ATCT) is located on the field and is in operation from 7:00 A.M. to 10:00 P.M. During these hours, a volume of airspace encompassing a 5.4-mile radius from the surface up to, but not including an elevation of 6,600 feet above mean sea level (AMSL) is within Class D airspace. Pilots must establish two-way radio communications with the ATCT prior to entering this airspace. During the evening hours when the tower is closed, the airspace reverts to Class E and pilots typically self-announce their intentions on the advisory frequency. The Seattle Air Route Traffic Control Center (ARTCC) provides separation services to IFR aircraft operating within the Class E airspace. For this reason, the Class E airspace extends beyond the 5.4-mile limit along the extended Runway 14-32 centerline to expand the area of control to aircraft conducting an instrument approach. Most of the airspace outside of the Class D area and within 25 miles of the Klamath Falls Airport is Class E from beginning at either 700 feet or 1,200 feet above the surface and extending up to but not including 18,000 feet (AMSL). However, beyond 25 miles, the floor of Class E airspace is often restricted to greater than 1,200 feet AGL due to high terrain and the accompanying radar shadow effect. The limits of controlled airspace are indicated on navigational charts. Within Class E airspace, air traffic control provides separation services to aircraft operating under instrument flight rules. Class G airspace, or uncontrolled airspace, exists between the surface and the top of the overlying airspace. Aircraft operating within Class G airspace must maintain their own separation from other aircraft and terrain.

There are six low-altitude federal airways (Victor Airways) that pass Victor Airways provide pilots with over the airport. These airways radiate from Very High Frequency defined routes offering clearances from Omni-directional Range (VOR) stations. Generally, Victor airways mountains and tall structures. They are used for both instrument and visual consist of a volume of Class E airspace that is 8 miles wide, begin- flight. ning at an altitude of 1,200 feet AGL through 18,000 feet MSL. Many aircraft use one of these airways when arriving and departing the Klamath Falls Airport. In addition to the regular airspace classifications contained in Fig- ure 1C, the Goose Military Operations Area (MOA) encompasses a block of airspace approximately 30 miles southeast of the airport. This MOA is in effect at altitudes of 3,000 feet AGL to, but not including, 18,000 feet between the hours of 7:00 A.M. and 7:00 P.M. Mondays through Fridays. Pilots are encouraged to check the status of an MOA prior to entering and to exercise caution when within this special-use airspace. Klamath Falls Airport also has a radar facility that is staffed by the Oregon Air National Guard that is available between 7:00 A.M. and 4:00 P.M. When this facility is in operation, controllers provide

Klamath Falls Airport Master Plan (January 2005) 1-14 BACKGROUND AND INVENTORY CHAPTER 1

traffic advisories and sequencing services to the various military and civil aircraft operating within 30 miles of the Klamath Falls Airport. The controlling agency having jurisdiction over all en- route traffic in the general vicinity is the Seattle Air Route Traffic Control Center (Seattle Center). Seattle Center provides separation services to all IFR traffic as well as VFR traffic advisories upon request and when workload permits.

AIRFIELD FACILITIES

Airfield facilities consist of runways, taxiways, and ancillary facilities related to aircraft operations. Table 1D depicts the airfield facilities described in the section.

Overall Layout

The airfield has an X-shaped configuration formed by the two active runways. The primary building area is located northwest of the runway intersection, between the Runway 14 and Runway 7 thresholds. Though there are a few other buildings located else- where on the airport, development outside of the primary building area has been limited by safety setbacks defined by the military, clear areas required for airport navigational aids and radar, and wetlands.

Runway 14-32

Runway 14-32 At 10,301 feet in length, Runway 14-32 is one of the longest runways in the Pacific Northwest Region. The runway surface meas- The published pavement strength is associated with an aircraft’s maximum certi- ures 150 feet wide constructed of mostly asphalt with concrete sec- ficated takeoff weight and landing gear tions at both ends and at the arresting gear systems. configuration is summarized below: Prevailing winds are from the northwest; however, since winds are f 230,000 pounds for aircraft with dual- tandem (DT) landing gear typically light and variable, local procedures have adapted to minimize the taxi distances. Runway 14 is the dominant departure run- f 145,000 pounds for aircraft with dual- way. Typically, large aircraft land on Runway 32 while small air- wheel (DW) gear craft land on Runway 14. When wind conditions necessitate departures on Runway 32, many small aircraft will depart from the Taxiway F intersection rather than taxi the additional 6,000 feet to depart from the runway end. Runway 32 is served by an Instrument Landing System (ILS), which enables instrument approaches to 200 feet above the airport’s surface (AGL) and ½-mile of forward visibility (200-½).

Klamath Falls Airport Master Plan (January 2005) 1-15 CHAPTER 1 BACKGROUND AND INVENTORY

MAJOR FEATURES Traffic Pattern Property ! ! Pattern altitudes- 4,900 feet MSL light aircraft; 5,400 feet MSL 1166 acres owned in fee and operated by the City of Klamath heavy and turbine aircraft Falls. Navigational Aids Airfield ! ! Klamath Falls VORTAC on field (see Airport Facility Directory and Runway 14-32: 10,301 feet long, 150 feet wide; asphalt- NOTAM file for signal restrictions and DME restrictions) concrete. ! Merrill Non-Directional Radio Beacon (NDB) 12.5-miles southeast ! Runway 7-25: 5,260 feet long, 100 feet wide; asphalt-pfc. ! Declared Distances: Instrument Approaches ! RWY 07: TORA-5260 TODA-5260 ASDA-4746 LDA-4439 RWY 32: ILS, VOR-DME, NDB/GPS ! RWY 25: TORA-5260 TODA-5260 ASDA-4953 LDA-4439 RWY 14: VOR-DME/GPS ! Other: VOR/GPS B Runway Approach Lighting ! Runway 14: MALSF (Medium Intensity Approach Lighting MANAGEMENT AND SERVICES System w/ Sequenced Flashers) Management ! Runway 32: MALSR (Medium Intensity Approach Lighting ! On-site management by the Airport Director, reports to the City System w/ Runway Alignment Indicator Lights; VASI-4 (Visual Manager, appointed by the Mayor. Approach Slope Indicator Lights) ! Airport Management also includes an Airport Operations Manager Runway Landing Aids and Business Manager that report to the Airport Director. ! VASI-4 (Visual Approach Slope Indicator Lights)- Runway 14 and Fixed Base Operations Services Runway 32 ! FBOs offer various aircraft and general aviation services ! PAPI-4 (Precision Approach Path Indicator Lights)- Runway 25 (Refer to Table1B). ! Runway End Lights: REILS (Runway End Identifier Lights)- ! Fuel: 100LL and Jet A. Fuel service hours 6:00 A.M. to dark. Runway 25 After hours call for service. ! Runway Edge Lights: HIRL (High Intensity Runway Edge Lights)- Runway 14-32; MIRL (Medium Intensity Runway Emergency and Security Lights)-Runway 7-25 ! U.S. Forest Service: Kingsley Air Tanker Base and Klamath Falls Interagency Fire Center provide fire service to the region. Building Area ! Oregon Air National Guard provides security for the base and One primary area west of Taxiway D includes: airfield perimeter. ! Air Line Terminal, restaurant, and rental car service ! Transportation Security Administration (TSA) officers provide ! Oregon Air National Guard facilities passenger screening at airline security checkpoints. ! FBO, pilot shop, flight training facilities, and transient aircraft

parking ! Aircraft storage hangars of various shapes and sizes ENVIRONS ! Aircraft Rescue and Firefighting (ARFF) Topography ! Airport Administrative office ! Airport Elevation: 4,095 feet MSL ! Elevations in the Vicinity:

AIR TRAFFIC PROCEDURES 4,000 to 6,500 feet MSL Access FAA Control Tower ! Primary access fro the City of Klamath Falls is via SR 140 East to ! Hours of operation: 7:00 A.M. to 10:00 P.M. Washburn Way (875) South to Joe Wright Road (the main access ! Automatic Terminal Information Service (ATIS): 126.5 MHz roadway) ! Local Control: (CTAF) 118.5 MHz ! Joe Wright Road can also be accessed via U.S. Route 97, ! Ground Control: 121.9 MHz providing access to points north and south of the airport. Communications ! Kingsley App/Dep Control – 123.675 MHz (M-F 7am-4pm) Jurisdiction ! City of Klamath Falls ! Air Route Traffic Control Center, “Seattle Center” – 127.6 MHz ! UNICOM- 122.95 MHz Principal Land Uses ! Minnville Flight Service Station 122.6 MHz ! Exclusive Farm Use and wilderness to the west, south and east; Suburban Residential, Light Industrial, General commercial Traffic Pattern northwest through northeast. ! Pattern altitudes- 4,900 feet MSL light aircraft; 5,400 feet MSL heavy and turbine aircraft Source: Data compiled by Mead & Hunt, Inc. (July 2003) Table 1D Airport Profile

1-16 Klamath Falls Airport Master Plan (January 2005) BACKGROUND AND INVENTORY CHAPTER 1

Complimenting the ILS is a medium-intensity approach lighting system with runway alignment indicator lights (MALSR), high- intensity runway edge lights, touchdown runway visual range equipment (RVR), a middle marker beacon, and an outer marker beacon located approximately six and one-half miles to the southeast. Instrument approaches to Runway 14 are also enhanced by a medium-intensity approach lighting system with sequenced flashing lights (MALSF). This system enables instrument approach to ¾- mile forward visibility. Visual Approach Slope Indicator (VASI) lights at Runway 14 assists pilots in maintaining the appropriate glide path during the visual portion of an instrument approach, nighttime landings, and during daytime visual landings. Runway 14-32 also has many elements peculiar to a military airfield, including: paved overruns, cable-type arresting system (BAK- 14) within the touchdown zones for each landing direction, and an emergency chain arresting system within the overrun/stopway areas. The Oregon Air National Guard also operates a radar facility to provide precision approach radar (PAR) capability to military aircraft, and to civilian operators during an emergency. In 2001, the Runway Safety Area (RSA) was extended to comply with Federal Aviation Administration (FAA) RSA standards; 1,000 feet beyond both runway ends. This was accomplished through the fee-simple acquisition of several private parcels in the vicinity and the southeast realignment of a portion of the Lost River Di- version Channel.

Runway 7-25 Runway 7-25

The published pavement strength is associ- Runway 7-25 is 5,260 feet long and 100 feet wide and is used ex- ated with an aircraft’s maximum certificated takeoff weight and landing gear configura- clusively by small aircraft, particularly the agricultural-spray operation are summarized below: tors. Since the existing radar facilities obstruct a pilot’s view of the f 87,000 pounds for aircraft with dual- tandem (DT) landing gear intersecting runway, Runway 7 is closed when the tower is not in f 52,000 pounds for aircraft with dual- operation. A standard, fully-prepared RSA is available beyond the wheel (DW) gear stop-ends of both runways using declared distances. The applica- f 38,000 pounds for aircraft with single- wheel (SW) gear tion of declared distances was accomplished by physically displac- ing the runway threshold at each end, modifying the runway markings and runway edge lights, and by adding distance remaining signs. The resulting declared distances have been approved by the FAA and published in appropriate pilot resource guides such as the Airport/Facility Directory and various Instrument Procedures publications as follows:

Klamath Falls Airport Master Plan (January 2005) 1-17 CHAPTER 1 BACKGROUND AND INVENTORY

Declared Distances - the distance available TORA TODA ASDA LDA for an aircraft takeoff run, takeoff distance, accelerate-stop distance, and landing dis- Runway 7 5,260 FT 5,260 FT 4,746 FT 4,439 FT tance.

f Takeoff run available (TORA )- runway Runway 25 5,260 FT 5,260 FT 4,953 FT 4,439 FT length declared available & suitable for the ground run of an airplane taking off. f Takeoff distance available (TODA)- the Enhancements to Runway 7-25 include medium intensity runway TORA plus the length of any remaining edge lights (MIRL), runway end identifier lights (REILs) for Run- runway or clearway beyond the far end way 25, and precision approach path indicator lights (PAPIs) for of the TORA. f Accelerate-stop distance available Runway 25. Like VASIs, PAPI lights provide pilots with a visual (ASDA)- runway plus stopway length method of maintaining the appropriate glide path during an ap- declared available & suitable for the acceleration & deceleration of an air- proach to landing. To further assist pilots using the crosswind plane aborting a takeoff. runway, the airport painted aim point markings on the runway’s f Landing distance available (LDA)- runway length declared available & suit- surface for landings in both directions and installed two wind tees able for a landing airplane. in close proximity to these markings.

Taxiways and Holding Aprons

Klamath Falls Airport’s taxiway system consists of eight taxiways. All of the taxiways are defined as movement areas, meaning the control tower has jurisdiction over ground movements. With the exceptions of Taxiway F (50 feet wide) and Taxiway H (35 feet wide), the taxiways are 75 feet wide. Holding aprons are often located near the departure end of runways, providing a prime location for final checks or to await an instrument clearance. At Klamath Falls Airport, the Oregon Air Na- tional Guard will often use these areas as a staging zone for a for- mation departure and occasional loading of ordnance. Presently, there are two large holding bays at each end of Runway 14-32 that are capable of accommodating at least four F-15 aircraft at one time. A much smaller holding apron located at the departure end of Runway 25 can accommodate up to two small aircraft without blocking Taxiway F.

Navigational Aids and Lighting

Klamath Falls Airport has several ground-based electronic naviga- GLOBAL POSITIONING SATELLITE tional aids (NAVAIDs) and visual aids. Runway specific approach SYSTEM (GPS) - A navigational system utilizing satellites to provide non-precision aids (ILS, VASI, PAPI, REILs, approach lighting, and marker bea- guidance in azimuth, elevation, and dis- cons) were described in the runway section of this chapter. tance measurement.

Note: GPS-based navigation is planned to Klamath Falls Airport has a VOR (Very High Frequency Omni- replace the VOR system as the U.S. stan- directional Range beacon) located in the southeast quadrant of the dard. airfield. A comprehensive system of VORs forms the current basis of navigation in the United States National Airspace System. This

1-18 Klamath Falls Airport Master Plan (January 2005) BACKGROUND AND INVENTORY CHAPTER 1

radio-NAVAID provides the following support to aviation users operating in the vicinity of the airport:

! Provides a reference tracking point for 6 federal airways; ! Serves as the primary NAVAID for three of the airport’s four published instrument approaches; ! Is a required component of all of the airport’s published instrument approaches; and ! Provides an electronic tracking reference for all aircraft operations within the terminal (immediate) area. The Klamath Falls VOR facility is collocated with a military Tacti- cal Navigation (TACAN) beacon. A TACAN is essentially the military’s version of a VOR, although it uses a significantly different operating principal. Combined VORTAC facilities also transmit a secondary signal that can be used by airborne distance measuring equipment (DME) to determine the slant-range distance to the VORTAC. The DME information is available to both civil and military users. The airport is also equipped with a non-directional radio beacon (NDB), the Merrill NDB. An NDB transmits a low frequency radio signal, which the airborne receiver translates into a relative bearing to the station. The NDB is one of three initial approach fixes for the ILS approach to this runway. The airport beacon is used to visually identify the airport at night. Note: Runway 18-36 was closed in The Klamath Falls Airport beacon is presently located on a tower 1987. The runway pavement has been abandoned in place and is east of the former Runway 18 threshold. It is a rotating dual lens marked closed. type that produces alternating green and white flashes. The white/green flash denotes Klamath Falls Airport as a civil, lighted land airport.

AIRLINE TERMINAL AND AIR CARRIER FACILITIES

The passenger terminal complex is centrally located within the main building area on the northwest side of the airport. It consists of three basic components: aircraft apron, terminal building, and auto parking. The terminal complex itself occupies a rectangular space of approximately 8 acres that has been compressed between the FBO lease to the north and the OANG facilities to the south.

Airline Apron

The airline apron is approximately 320 feet wide and 290 feet deep, a size sufficient to accommodate two Bombardier Q-series aircraft

Klamath Falls Airport Master Plan (January 2005) 1-19 CHAPTER 1 BACKGROUND AND INVENTORY

(formerly DeHavilland-8 series) or regional jet aircraft. Additional aircraft parking can be accommodated on the airline apron between aircraft parked at the terminal building and Taxiway D without interfering with passenger loading/unloading or power-in/out aircraft operations. Aircraft remote parking on the outer apron occurs regularly to accommodate transient military aircraft, delayed airline flights, and large charter or corporate aircraft. The apron is also outfitted with one Ground Power Unit (GPU) just south of Gate 1. The ground power unit supplies electrical power to the aircraft at this gate. According to airline staff, providing electrical power to the northernmost parking position (Gate 2) is cumbersome due to the location of the GPU.

Terminal Building

In addition to processing passengers for the purpose of air travel, the airline terminal also provides valuable amenities and services. Presently, this two-story building houses airline ticket counters, airline offices, baggage makeup and claim areas, departure lounges, a lobby area, vending machines, rental car counters and offices, and security. The airport restaurant is on the second floor. The existing terminal consists of approximately 15,000 square feet (SF) of total floor space, including structural, mechanical, and support space. The lower level accounts for 11,300 SF of space while the upper level contains 3,900 SF of space. In 2002, the airport made several interior modifications needed to respond to the new security requirements that resulted from the September 11, 2001 terrorist attacks. Unfortunately, these interior modifications were accomplished by reducing the functional space allotted to the lobby.

Vehicle Access and Circulation

Improvements along the South Side Bypass required the relocation of the main airport entrance from Altamont Drive to Washburn Way in 1997. The new route, via Washburn Way and Joe Wright Road, reduces airport traffic through the local neighborhoods in addition to improving the South Side Bypass. However, airport traffic is now forced to cross the Union Pacific Railroad tracks twice. From the terminal-loop, vehicles can drop off or pick up passengers at the terminal curb, park in one of the free short or long-term parking spaces, or return a rental car.

1-20 Klamath Falls Airport Master Plan (January 2005) BACKGROUND AND INVENTORY CHAPTER 1

Vehicle Parking

All vehicle parking is located either inside or immediately adjacent to the terminal loop road. A total of 250 parking spaces are available within the main lot. An overflow lot, located adjacent to the large FBO hangar north of the main lot, was constructed in 2002 providing an additional 190 spaces. Generally, FBO patrons use the new lot during off-peak travel seasons. Walking distances between the outer-reaches of the parking lot to the terminal building range from 375 feet at the closest point to just over 700 feet at the northwest corner.

TENANT FACILITIES

Airport tenants occupy a substantial portion of the airport. The types of uses permitted, limits of leasehold, and other important terms are detailed in the tenant lease agreement. Like the airline terminal facilities, airport tenants often maintain a secure airside apron, buildings and facilities, and vehicle parking areas. The airport generally provides taxiway connections to the airfield as well as vehicular access to tenant parking. A summary of major tenant facilities (i.e., OANG, FBO, Flight School, Corporate Aviation, U.S. Forest Service, and Ag-Spray Operators) is provided in Table 1E.

SUPPORT FACILITIES

To continuously operate a public-use airport, it is necessary to provide supporting services and facilities. At Klamath Falls Airport, the support facilities include the Air Traffic Control Tower (ATCT), Airport Rescue and Firefighting (ARFF), the Airport Administration Building, and Airport Maintenance Facilities.

Air Traffic Control Tower (ATCT)

In 1999, a new air traffic control tower was commissioned just north of Taxiway F, abeam the touchdown markings for Runway 25. The Oregon Air National Guard, under the Federal Contract Tower Program, trains controllers and staffs the control tower with a combination of OANG and civilian controllers. The control tower is attended daily from 7:00 A.M. to 10:00 P.M.

Klamath Falls Airport Master Plan (January 2005) 1-21 CHAPTER 1 BACKGROUND AND INVENTORY

FIXED BASE OPERATOR (FBO) U.S. FOREST SERVICE

Klamath Aircraft Facilities include: ! Two one-story buildings - 3,500 square feet each Facilities include: ! Warehouse building to store equipment ! 40,000 square yard aircraft parking apron configured to ! Four concrete pads each provided with piping of supply 30 aircraft tie-down positions expandable to 50 speedy loading of tanker planes. spaces by nesting. ! 175-foot by 102-foot concrete parking apron for light ! 52,500 square foot main hangar building housing the aircraft FBO’s administrative and pilot-support services plus ! Two vehicle parking lots, 35 spaces storage over 40 aircraft ! 5,000 square foot hangar at the southwest corner of the main hangar used as an aircraft maintenance shop ! Four T-hangar units under airport lease for private aircraft AG-SPRAY OPERATORS tenants Basin Air Applicators and Super Spray Service, Inc.

! Dedicated Ag-spray apron consists of two 40-foot by OREGON AIR NATIONAL GUARD (OANG) 40-foot covered buildings each served by a concrete loading and aircraft parking pad 373 acres includes: ! Gravel vehicle lot ! Kingsley Field (main base) ! Explosives storage & associated safety setbacks ! Maintenance facilities ! Alert Area FLIGHT SCHOOL ! Aircraft power-check pad & associated hush-house ! Precision radar facility Pelican Aviation

! 3 rental aircraft ! 1 IFR training aircraft CORPORATE AVIATION JELD-WEN:

! 37,500 square-foot hangar building houses the flight

department’s offices and aircraft hangar-bays.

! Gated secure 6,600 square-yard concrete apron with gated apron-access from Joe Wright Road. ! Connecting taxilane to the main apron with sufficient wingtip clearance to accommodate a Boeing Business Jet with over 1,400 square-yards of apron fillet to accommodate aircraft maneuvering. ! 76-car parking lot located directly east of the building.

Table 1E

Tenant Facilities Klamath Falls Airport

1-22 Klamath Falls Airport Master Plan (January 2005) BACKGROUND AND INVENTORY CHAPTER 1

The control tower facilities consist of a tower-shaft and base buildings, vehicle parking, dedicated access road, and security gate. The cab floor elevation is 68 feet AGL. Radio antennas are located on top of the cab to a maximum height of 95 feet AGL. In addition to the ASOS weather data, contracted weather observers provide assistance to ATC when the tower is operational. All tower administrative functions are located in the tower-base: office space, break rooms, training areas, restrooms, etc. The tower access road connects the vehicle parking lot to Homedale Road via a controlled- access gate.

Airport Rescue and Firefighting (ARFF)

OANG provides 24-hour ARFF services at Klamath Falls Airport. Federal Aviation Regulation (FAR) Part 139 governs the operational requirements of ARFF facilities and establishes an index system defining the crash, fire, and rescue equipment requirements. Airports with scheduled passenger service by aircraft with over 30 seats are required to provide ARFF coverage during the scheduled operations. OANG must also provide emergency services to its own aircraft according to military criteria, which at Klamath Falls, exceeds the Index A civil requirement.

The ARFF station is located immediately south of the airline terminal on the OANG apron and within the secure base. This position provides emergency vehicles immediate access to the airfield, the OANG flight line, and the airline terminal. A vehicle lot on the building’s west side is available for staff parking.

Airport Administration Building

Airport management and administrative functions are conducted in a 40-foot by 42-foot single-level building at the corner of Airport Way and Arnold Avenue. Vehicle parking consists of a single row of approximately ten spaces on the east side of Arnold Avenue.

Airport Maintenance Facilities

A 5,000 square foot airport maintenance building is located in the airline terminal parking lot. This building stores the grounds- keeping and snow removal equipment. Airport maintenance vehicles are parked adjacent to the maintenance building in an enclosed parking lot.

Klamath Falls Airport Master Plan (January 2005) 1-23 CHAPTER 1 BACKGROUND AND INVENTORY

Aircraft Parking Aprons

As currently configured, there are approximately 70 paved tie- down spaces at Klamath Falls Airport, primarily located east of the FBO hangar. To the north of this ramp area, there is an additional 12,000 square yards that was formerly occupied by the United States Forest Service. This area can potentially accommodate an additional 19 tie-down spaces. A small apron east of the Runway 14 threshold has 8 small aircraft tie-down positions. Private tenants provide paved apron within the areas defined by their leasehold agreement.

PREVIOUS PLANS AND STUDIES

This Master Plan Report is the third comprehensive study of Klamath Falls Airport; the last was completed in 1993. Previous studies related to development at the Airport and surrounding areas are described below: ! Environmental Assessment for Proposed Extension of Safety Area for Runway 14-32, 2001—This study organizes and presents environmental information pertinent to the Run- way Safety Area (RSA) extension of Runway 14-32 at the southeast end. Extending the RSA required the realignment of a small portion of The Lost River Diversion Channel. Con- struction was completed in 2002. ! Terminal Conceptual Study, 2000—This study provided the airport with a preliminary assessment of the existing airline terminal, terminal space requirements, and feasibility of expanding the existing terminal building. A more detailed planning and programming study is necessary to implement improvements. ! Oregon Air National Guard Installation Master Plan, 1997—This study was conducted by the Oregon Air National Guard to generate a consistent and flexible long-range plan for the development of the OANG installation. The plan calls for building modifications, circulation improvements, and long- term expansion of the aircraft apron. New challenges face OANG, and some of the conclusions may no longer apply. Every effort should be made to ensure cross-compatibility between airport master planning and base planning efforts. ! Airport Master Plan, 1993—This plan served as a basis for airport improvements completed over the last ten years which include: a new airport entrance road, creation of a terminal loop road, reconfiguration of the terminal parking lot, and

1-24 Klamath Falls Airport Master Plan (January 2005) BACKGROUND AND INVENTORY CHAPTER 1

construction of aircraft storage hangars. Most of the near-term plan recommendations have been completed, and a new vision is necessary. Other documents not concerned specifically with the Airport are nonetheless important with regard to aviation forecasting and compatible land use planning. These include the comprehensive plans, zoning ordinances and other planning information for the surrounding communities. Therefore, these documents, as well as others will be documented in Chapter 2.

Klamath Falls Airport Master Plan (January 2005) 1-25

Airport Role and Activity Forecasts

The preparation of activity forecasts is a necessary step in determining future facility needs. Once approved, these forecasts will form the basis for airport master plan recommendations, capital improvement planning, benefit-cost analysis, and requests for federal funding. The FAA reviews Master Plan forecasts for inclusion in their Terminal Area Forecast (TAF) and the National Plan of Integrated Airport Systems (NPIAS).

Activity forecasts included in master plan reports vary in scope and detail depending on the complexity of airport operations and the nature of the planning involved. FAA Advisory Circular 150/5070- 6A, Airport Master Plans, and a number of other supplementary publications provide general guidance for the preparation of aviation activity forecasts. At Klamath Falls Airport, particular attention is given to peak passenger volumes and based-aircraft demand since these values will have the most influence on future facility needs. These needs include appropriately sized terminal facilities and aircraft storage space.

The primary elements contained in this chapter include: defining the airport’s role, reviewing existing forecasts, assessing forecast methodologies, and preparing a forecast summary.

AIRPORT ROLE

Klamath Falls Airport has established roles documented in national, state, and local system plans. Typically, these system plans

Klamath Falls Airport Master Plan (November 2004) 2-1 CHAPTER 2 AIRPORT ROLE AND ACTIVITY FORECASTS

utilize the airport’s most demanding function to determine that role.

Present

At the federal level, Klamath Falls Airport is classified as a non- hub primary commercial service airport in the National Plan of Integrated Airport Systems (NPIAS) 2001-2005. Nationwide, there are 280 such airports that together account for 3 percent of all passenger enplanements. Typically, these airports are heavily used by general aviation aircraft, averaging 89-based aircraft each. Primary airports, such as Klamath Falls Airport, have more than 10,000 annual enplanements and receive an annual apportionment of at least $1 million in airport improvement funds. Actual funding is proportionate with the number of passengers enplaned.

Similarly, the State of Oregon also classifies airports as a means of guiding airport system investment. The Oregon Aviation Plan (February 2000) divides Oregon’s 101 public-use airports into 5 distinct categories. Klamath Falls Airport falls into Category 1, Commercial Service Airports. In addition, the airport is a designated “core” airport in Oregon’s system and is eligible for State funding above the “preservation” level.

The true role of any airport is to satisfy the aviation demands of its service area. From an operational perspective, Klamath Falls Air- port serves virtually all of the aviation needs of the Greater Klamath Basin, including all of Klamath County and parts of Siski- you and Modoc Counties in California. This operating role is all- encompassing given the large service area and isolated setting. De- scribed in the following paragraphs are the most prominent of the airport’s operational roles. ! Access to Airline Transportation Service—Horizon Air provides four daily flights to Portland using 36-seat Bombar- dier Q-200 turboprops. The arrangement provides the Klamath Area with access to Horizon/Alaska Airlines route network. The first departure is at 5:00 a.m. and the last arrival is 10:36 p.m. ! A Point of Air Access for Visitors to the Community—The airport is a means of accessing Klamath Falls and surrounding areas for business and recreation. A variety of tax and business development incentives, combined with superior aviation facilities, has resulted in a strong business-aviation presence at Klamath Falls Airport. The beautiful setting and variety of out- door experiences is also attractive to recreational pilots, which include those to whom flying is itself a form of recreation and

2-2 Klamath Falls Airport Master Plan (November 2004) AIRPORT ROLE AND ACTIVITY FORECASTS CHAPTER 2

those using aircraft as a means to access vacation homes, fish- ing, etc. ! A Base for Klamath-Area Pilots—For pilots living and/or working in the vicinity, Klamath Falls Airport is the most convenient airport from which to fly and the only one available with aviation support services. ! A Place to Conduct Aviation-Related Business—Klamath Falls Airport is essential to many aviation related businesses, which offer fuel, aircraft maintenance, flight training, agricultural spray services, and air charter services. ! Site for Emergency Access to the Community—The U.S. Forest service operates a firebase at Klamath Falls Airport to help preserve and protect the surrounding environment from forest fires. Following calamities such as a major earthquake, fire, or flood, airports are often of critical importance as points of community access for emergency and relief services. In addition, when regional ground access routes (i.e., roads, highways, and rail lines) are severed by a disaster, transportation by air may be the only means of effectively moving about and de- livering supplies. It is essential that airport facilities remain operational or can quickly become operational after such events. In these emergency circumstances, airports often see uses by aircraft that are larger than those normally accommodated. It is also vital that the airport have usable local ground access to the surrounding community. ! Military Operations Base—Although Klamath Falls Airport is a civilian airfield; the military has a major role at the airport. While this master plan does not evaluate OANG’s future operational or airbase requirements, it does assume a continued strong military presence well into the future.

Future

Over the next 20-years, it is anticipated that the operational role of Klamath Falls Airport will remain essentially the same as at present. The airport will continue to include significant use by per- sonal/business general aviation aircraft, corporate general aviation aircraft, and scheduled passenger airlines. The future role of the airport will be defined not by the introduction of new uses, but by changes in the volume of activity and the types of aircraft (i.e., fleet mix) being used.

Klamath Falls Airport Master Plan (November 2004) 2-3 CHAPTER 2 AIRPORT ROLE AND ACTIVITY FORECASTS

REVIEW OF EXISTING FORECASTS

The next step after determining the airport’s role is to collect and review previous forecasts. A review of existing forecasts can provide important information about previous economic conditions and aviation demand projections. A summary of previously published forecasts follows. ! FAA Terminal Area Forecast 2002 – 2014 (TAF)—The FAA has established the TAF as a benchmark for comparing other airport forecasts. When forecasts differ significantly, a high level of coordination is necessary to derive the most appropriate forecast assumptions. Annual TAF projections include: enplanements, operations, and based aircraft. The TAF divides annual operations into two components: itinerant and local. They are then broken down further into major user categories: air carrier, general aviation, and military. ! FAA Aerospace Forecast 2003 - 2014—This annual FAA publication provides a 12-year outlook of national aviation demand. It was particularly helpful in deriving near-term trends that will affect aviation activity nationwide, e.g., changes in the national fleet mix. ! FAA Long-Range Forecasts, Fiscal Years 2015, 2020, and 2025―This forecast extends the forecast horizon beyond 12 years. Similar to the Aerospace Forecast, this forecast highlights national trends through the end of the planning period (2022).

The FAA’s Northwest Mountain Region ! Northwest Mountain Region Airport Plan – 2003 (RAP)― consists of Washington, Oregon, Idaho, The FAA’s Northwest Mountain Region uses a regional airport Montana, Wyoming, Utah, and Colorado. The regional office is located in Renton, plan to prioritize airport capital development and evaluate pro- Washington. gress on an annual basis. The RAP forecasts reflect the region’s share of the FAA’s nationwide projections through 2020. ! Airline Market Analysis― Klamath Falls, Kiehl Hendrick- son Group (June 2002)—Klamath Falls Airport’s portion of a state-wide study of airline market potential. The report identified the Klamath Falls catchment area, top end-destinations, and market leakage to other airports with air carrier service. ! Oregon Aviation Plan (February 2000)—Published by the Oregon Department of Aviation, the State’s plan documents trends influencing aviation demand throughout the state and establishes ODA’s development priorities. The activity projections included in the Oregon plan are largely extrapolations of other published forecasts, and are not necessarily indicative of true aviation demand.

2-4 Klamath Falls Airport Master Plan (November 2004) AIRPORT ROLE AND ACTIVITY FORECASTS CHAPTER 2

! 2002 Oregon Annual Report, Oregon Department of Avia- tion—The Annual Report was reviewed for information that might supplement the Oregon Aviation Plan, which was published both prior to the September 11 terrorist attacks and in better economic times. The report highlights a potential de- veloping trend towards increased general aviation options for the business traveler over airline service. In addition, the Ore- gon Department of Aviation initiated an Air Service Develop- ment Action Plan to improve transportation alternatives amongst Oregon communities. ! Long-Term Population and Employment Forecasts for Oregon, Office of Economic Analysis, State of Oregon (January 1997)—Several independent forecasts were generated using historic and forecast socioeconomic data for Klamath County and neighboring counties in the Klamath Falls Airport service area. ! Interim County Projections, California State Department of Finance, Demographic Research Unit (July 2000)— Demographic data from neighboring Modoc and Siskiyou Counties in California were also considered in the preparation of independent forecasts. ! Previous Airport Master Plan For Klamath Falls (April 1993)—The previous airport master plan contained useful historical data. In addition, the forecast methodologies used in that study were evaluated for possible inclusion in this evaluation.

FORECAST METHODOLOGY

This section describes the methods used to project future aviation Passenger enplanements are revenue producing, ticketed, boarding activity at Klamath Falls Airport. Standard annualized projections passengers. The term is synony- detailed in this section include: scheduled passenger boardings, mous with boarding passengers or based aircraft, and annual operations. Certain facility requirements passenger boardings. are more directly determined by assessing peaking characteristics, Passenger deplanements are pas- which are also evaluated in this chapter. sengers disembarking from an aircraft at the completion of a flight. Scheduled Passenger Demand

The basic measure of commercial service activity is the number of annual boarding passengers (revenue producing, ticketed, boarding passengers). Passenger deplanements approximate passenger boardings, therefore, total passengers are determined by doubling the number of boardings. This section contains historic data that is available through a variety of sources including: airline and airport records, FAA TAF, and the previous master plan report.

Klamath Falls Airport Master Plan (November 2004) 2-5 CHAPTER 2 AIRPORT ROLE AND ACTIVITY FORECASTS

Enplanement History Klamath Falls Airport’s enplanement history is graphically described in Figure 2A. Annual passenger boardings peaked in 1979 at about 35,000. Following airline deregulation that same year, passenger boardings declined sharply as the market adjusted. Between 1982 and 1999, passenger boardings grew steadily from approximately 15,000 to 33,000. The sharpest growth in passengers occurred between 1997 and 1999, when Horizon Air transitioned from the 19-seat Metroliner to the 37-seat Q-200, which resulted in lower ticket prices. Since 1999, annual passenger boardings have fluctuated between 30,000 and 33,000, approximating the historic peak conditions of 1979. In fact, as shown in the calculation below, annual passenger boardings have stabilized at the approximate theoretical maximum for the level-of-service offered.

Number of daily flights 4 Load Factor: The number of seats filled with ticketed passengers com- Number of seats per flight 36 pared to the total number of seats available. Seats available per day 144 Load Factor: maximum yearly average 60-75% Average seats filled per day 86-108 Maximum Sustainable Range 31,390 - 39,420

Forecast Influences

Essential Air Service - a program The Klamath Falls catchment area contains a sparse population- operated by the U.S. Government to base of about 71,000 people. Although the low-population is not retain air carrier service in certain conducive to airline competition, air transportation is necessary to communities that are dependent on air travel, but are otherwise unprof- support continued economic growth and mobility in this geo- itable to airlines. graphically secluded area. For this reason, Klamath Falls Airport is eligible for the Essential Air Service Program (EAS) and to some degree; this eligibility protects Klamath Falls Airport from service interruptions.

The airline industry as a whole continues to suffer from post Sep- tember 11 traffic declines coupled with the on-going War on Ter- ror, general security concerns, the SARS (Sudden Acute Respira- tory Syndrome) epidemic, and a prolonged period of economic recession and uncertainty. At the time of writing, the national economy can be more positively characterized as sluggish, but stable. From a national perspective, the travel industry will likely remain in a state of recovery over the next two years.

2-6 Klamath Falls Airport Master Plan (November 2004) AIRPORT ROLE AND ACTIVITY FORECASTS CHAPTER 2

Scheduled Passenger Enplanements (1976-2002) 40,000 Scheduled Passenger Enplanements (1976-2002) Pre- Increased Deregulation 35,000 Growth 30,000 Slow 25,000 Growth 20,000 15,000

Annual EnplanementsAnnual 10,000 Market Adjustment 5,000 19-seat 37-seat Metroliner Dash-8-100 0

0 2 8 0 6 8 98 98 98 99 99 99 1976 1978 1 1 1984 1986 1 1 1992 1994 1 1 2000 2002 Year

Figure 2A Scheduled Passenger Service Overview of Historic Passenger Demand

2-7 CHAPTER 2 AIRPORT ROLE AND ACTIVITY FORECASTS

Perhaps the most important consideration having the most direct impact on Klamath Falls Airport is the widespread transition from turbo-props to regional jets by the air carriers. When compared to turbo-props, regional jets offer lower operating costs and a wider spectrum of potential markets. In addition, regional jets have proven more appealing to travelers than propeller-driven airplanes. As a result, the airlines began phasing out turbo-props in favor of regional jets beginning in the 1990s. Growth of the regional jet fleet was rapid during that decade despite the significant barriers imposed (primarily by pilot unions) to restrict their use (e.g., union scope clauses, etc.). The recent economic downturn and associated airline bankruptcies and cost-cutting efforts removed many of those barriers and lead to a more rapid transition to regional jets. In fact, with one exception, aircraft manufacturers have even stopped producing the 19 to 50 seat turbo-prop airplanes that previously dominated the so-called “commuter” market.

For purposes of this report, the The growth of the regional jet will likely result in a decline in short- following definitions apply: haul (less than 500 miles) airline service across the nation because short-haul flights are not economically viable for jet operations. Short Haul - an airline route of 500 miles or less. Airports serving only short-haul routes, such as Klamath Falls Air- port, could potentially lose airline service altogether. However, Medium Haul - an airline route of between 500 and 1,500 miles. Klamath Falls Airport does have several important advantages: Horizon Air’s current route to Portland is profitable; the airport Long Haul - an airline route of over has the facilities necessary to accommodate regular operations by 1,500 miles. regional jets; and the Q-400 aircraft offers continued stability in the Klamath Falls’ short-haul market.

The Bombardier Q-400 is the only turbo-prop still in production. This 72-seat turbo-prop is a regional aircraft that can operate efficiently in both short and medium-haul markets. Klamath Falls Air- port has all the facilities necessary to serve either regional jets or the Q-400 and therefore, all airline markets. However, it is a for- gone conclusion that 72-seat regional aircraft will replace the 36- seat commuter aircraft in the next 2 to 7 years. Previous Forecasts Three forecasts of passenger enplanements were obtained for Klamath Falls Airport and are described below:

! FAA Terminal Area Forecast—The TAF projects passenger boardings will grow to approximately 40,000 by 2020. It projects a stable annual growth rate of 1.35% beginning in 2004 declining to 1.12% in 2020. This growth rate contrasts significantly with historical growth trends. Over the past twenty years, annualized growth has averaged 2.98%; increasing to 5.52% over the last ten years.

2-8 Klamath Falls Airport Master Plan (November 2004) AIRPORT ROLE AND ACTIVITY FORECASTS CHAPTER 2

! Airline Market Approach, Kiehl Hendrickson (June 2002)—This market-based approach concludes that regional jet southbound service could increase total annual boardings to 45,944 by 2007. A “natural” growth rate of 2 percent is applied on top of “stimulated” growth likely to occur at the introduction of a southbound route. When extrapolated to 2022, the forecast results in total passenger boardings of 61,835. The projections use assumptions that may no longer apply, including: historic market patterns (city-pair splits) and overly aggres- sive market stimulation. In addition, the forecast does not address possible declines in Portland service that may result at the introduction of southbound service. However, the report does reveal that up to 30% of Klamath’s market share is “leaked” to Medford and Portland, which offer a wider range of destinations. ! Previous Airport Master Plan (1993)—The previous master plan used a 5-year (1986-1991) time series to project future passenger boardings through 2012. The trend line resulted in an annual increase of 2,120 annually, reaching 67,000 by 2012. Actual passenger boardings have tracked below the lowest forecast range. Analysis An independent analysis attempted to correlate passenger boardings with typical socioeconomic factors: population, disposable income, employment activity, etc. In addition, the study assessed several time-trend regression models. None of the independent forecasts correlated well with past trends, which results in low pre- dictive reliability. However, when combined with other published forecasts, they help to establish an envelope of activity that will likely encompass the high and low bounds of actual future activity. Figure 2B summarizes the range of existing and independent projections. Selected Enplanement Forecast The variation in the level of expected passenger boardings, (when translated into facility requirements and anticipated operational activity) poses a wide spectrum of potential impacts. The selected enplanement forecast uses a mid-range projection. For planning purposes, these numbers represent a reasonably conservative forecast for guiding facility development. However, the plan retains a higher-range forecast to “preserve” an expansion option in the case of market stimulation.

Klamath Falls Airport Master Plan (November 2004) 2-9 AIRPORT ROLE AND ACTIVITY FORECASTS CHAPTER 2

80,000

Historic Forecast 70,000

60,000

50,000

40,000

Enplanements 30,000

20,000

10,000

0 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 Year

Actual Time Trend Population Trend Previous Master Plan Market Approach FAA TAF

Time Trend Previous Master Plan Market Approach FAA TAF Year Population Trend (1993-2002) (1993) Kiehl Hendrickson (June 2002) (2002-2020)

2002 31,153 31,153 31,153 31,153 31,153 (Actual)

2007 39,011 34,797 45,944 45,944 33,814

2012 45,728 37,206 67,000 50,7261 35,991

2017 52,444 38,993 N/A 56,0051 38,167

2022 59,161 40,784 N/A 61,8351 40,3602

1- Forecast extrapolated 2% annually beginning in 2007. Mead & Hunt, July 2003 2- Forecast extrapolated beyond 2020.

Figure 2B Enplanement Projection Range

2-10 AIRPORT ROLE AND ACTIVITY FORECASTS CHAPTER 2

The selected forecast assumes that the industry will recover in the shorter term (2003 through 2007). During that period, annual enplanements are projected to increase at 1 to 2.5%; no new markets will be introduced; and 72-seat regional aircraft may replace the 36- seat Q-200s. To remain profitable, the airline will likely reduce the number of flights upon the introduction of larger aircraft.

Beyond 2007, two scenarios are possible. In the first scenario, “natural” growth dominates and enplanements increase at a stabilized annual rate of 1.75% with no new markets served. The second scenario assumes “stimulation” caused by the introduction of southbound service. During the year of introduction, passenger boardings will increase 24%. Following stimulation, the market will stabilize at the natural 1.75% per year. The two enplanement forecasts are depicted in Table 2A and are described as Scenario 1 and 2, respectively.

Table 2A Selected Enplanement Forecast

Year FAA TAF Scenario 1 Scenario 2 2002 (Actual) 31,153 31,153 2003 32,075 31,465 2004 32,509 31,936

2005 32,944 32,575 2006 33,379 33,390 2007 33,814 34,224 2008 34,250 35,080 42,438 2009 34,685 35,957 43,181 2010 35,120 36,856 43,937 2011 35,555 37,593 44,705 2012 35,991 38,251 45,488 2015 37.296 40,294 47,918

2017 38,167 41,717 49,610

2020 39,473 43,946 52,260

2022 N/A 45,497 54,105

Klamath Falls Airport Master Plan (November 2004) 2-11 CHAPTER 2 AIRPORT ROLE AND ACTIVITY FORECASTS

Short Term Assumptions (2002 – 2007) Market stimulation may be caused f Recovering (1 to 2.5% growth) by a shift to 72-seat aircraft, the introduction of southbound service, f Single carrier and/or a new entrant carrier. f No-new markets served f Possible shift to 72-seat aircraft and reduced daily flights

Long Term Assumptions (2008 – 2022) f Normal 1.75% Growth Applies to Both Scenarios f Two market scenarios: natural and stimulated

Scenario 1, Natural Growth Dominates (2008 – 2022) f Single carrier f No new markets f Shift to 72-seat aircraft and potential reduction in daily flights f Scenario used for planning purposes.

Scenario 2, Market Stimulation Occurs (2008 – 2022) f 24% one-time jump in enplanements f Stimulation applied to 2008, for forecasting purposes f Normal growth of 1.75% thereafter

Based Aircraft Demand

The number and types of aircraft based at an airport are useful indicators of general aviation demand. General aviation encompasses all aviation other than scheduled commercial flights and military aviation. Projections of based aircraft are mostly used to guide hangar development patterns through the planning period. Included in this section is an overview of historical trends, existing forecasts, and the selected forecast methodology. Historical Overview FAA and airport records indicate that the total number of aircraft Klamath Falls Airport based at Klamath Falls Airport has fluctuated between 100 and Historical Based Aircraft 140. Today, the airport is at a record level of 140-based aircraft broken down as follows: 1980 121 1985 98 1990 111 Single-Engine Piston: 109 1995 130 2000 119 Multi-Engine Propeller: 7 2002 140 Civilian Turbo-Jets: 6 OANG Fighter-Jets: 18 TOTAL Based-Aircraft 140 Waiting List 6* TOTAL DEMAND 146 * -Waiting list consists of five single-engine pistons and one civilian turbo-jet.

2-12 Klamath Falls Airport Master Plan (November 2004) AIRPORT ROLE AND ACTIVITY FORECASTS CHAPTER 2

Review of Existing Forecasts The following published forecasts were evaluated to help derive future based-aircraft demand at Klamath Falls Airport: ! FAA Terminal Area Forecast 2002 – 2014 (TAF)—The TAF projects flat-line growth in based aircraft at Klamath Falls Airport, level at 138. Typically, the FAA will use a flat-line projection when there is no definable trend in the historic data. ! FAA Aerospace Forecast 2003 - 2014—This forecast projects national trends affecting the general aviation fleet. It assumes a nationwide recovery over the next two years followed by a 0.7% annual increase in the U.S. general aviation fleet. Strong growth in business/corporate aviation will result in an expanding jet market (3.6% per year), spurred on by increasing interest in fractional ownership and by security-related impacts on commercial travel. By similar reasoning, increased growth in on-demand charter service is also anticipated. ! FAA Long-Range Forecasts—Similar to the aerospace forecasts, the long-range forecasts gauge industry trends affecting the general aviation fleet size and aircraft mix beyond 2014. The forecast assumes continued growth in the U.S. fleet based on sustained economic growth, stable fuel prices, and growth in fractional ownership. Published in June 2001, it does not consider potential long-term impacts associated with the Sep- tember 11, 2001 terror attacks. ! Oregon Aviation Plan—Forecasts contained in this report are largely extrapolations of other published forecasts with updated base-year information. Although specific forecasts were not useful in this master plan, the report highlighted growth in high-tech and other export-dependent industries, growth in just-in-time inventory use, increasing tourism, and increasing levels of disposable income generated largely from baby- boomer retirement incomes. ! Previous Airport Master Plan (1993)—The report provided useful historical background information. The forecasts were compared to actual activity levels and the methodologies used to derive future based-aircraft demand were evaluated. Aggre- gate based-aircraft projections correlated well with actual demand levels, although the aircraft mix projections were off considerably.

Klamath Falls Airport Master Plan (November 2004) 2-13 CHAPTER 2 AIRPORT ROLE AND ACTIVITY FORECASTS

Preferred Forecast Methodology An independent analysis attempted to relate based-aircraft demand with various socio-economic indicators, but could not derive a correlation to any single variable or group of variables. The 1993 Mas- ter Plan determined a correlation between aircraft registered in Klamath County and those based at the airport. Likewise, that plan also determined a historical trend between Klamath County registered aircraft and the total population of the U.S. general aviation fleet. By applying the same methodology used in the previous master plan, updated for present conditions, the following forecast results.

Table 2B Selected Based Aircraft Forecast

Active Selected Klamath Klamath Based / U.S. Based- Year County County Registered GA Aircraft Share (%) Registered (%) Fleet Forecast 1992 Act. 210,500 0.100% 211 50.7% 107 2003 Act. 211,400 0.115% 244 57.4% 140 2007 218,017 0.115% 252 59.8% 150 2012 226,212 0.115% 261 62.8% 164 2017 231,102 0.115% 267 65.9% 176 2022 233,788 0.115% 270 68.9% 186 Notes: - 1992 Data Source: 1993 Klamath Falls Airport Master Plan. - U.S. Fleet Source 2002 - 2014: FAA Aerospace Forecast 2003 - 2014. - U.S. Fleet Source beyond 2014: FAA Long Range Forecasts, FY 2015 - 2025. - Ratio of based to registered aircraft growth assumed to increase at the 1992- 2003 historical rate. - The projected increase does not consider any change to the number of military aircraft based at Kingsley Field’s airbase. Increases will be allocated to civil aircraft categories later in this chapter.

Since the last master plan was completed, Klamath County’s share of registered aircraft increased from 0.100% to 0.115% of the entire U.S. general aviation fleet. The preferred forecast assumes that this market share will not change appreciably over the next 20 years. As anticipated in the previous master plan, the ratio of aircraft based at Klamath Falls Airport to those registered in Klamath County has increased. The preferred based aircraft forecast assumes that this ratio will continue increasing throughout the planning period at the historical rate between 1992 and 2003.

Figure 2C details the range of forecasts considered, with the preferred forecast appearing as a solid red line.

2-14 Klamath Falls Airport Master Plan (November 2004) AIRCRAFT ROLE AND ACTIVITY FORECASTS CHAPTER 2

Based Aircraft Forecast Summary

250

200

150

100

0 1980 1981 1982 1983 1984 1985 1986 1987 1988 1989 1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 Year

Historic FAA TAF Time Trend (L) Time Trend (H) Pop Ratio Low Pop Ratio High

Employment Low Employment High 1993 MP Ext OR Plan Reg Analysis

OREGON FAA TAF TIME-TREND POPULATION RATIO EMPLOYMENT RATIO AVIATION REGIONAL YEAR 2002-2014 LOW HIGH LOW HIGH LOW HIGH 1993 MP PLAN ANALYSIS 2003 Act. 140 140 140 140 140 140 140 140 140 140 2007 140 140 146 140 146 145 147 154 149 150 2012 140 142 152 144 153 150 153 167 160 164 2017 140 148 158 151 160 154 157 180 171 176 2022 140 153 164 158 168 158 161 193 182 186 NOTES: 1993 Airport Master Plan projection extrapolated beyond 2012. Oregon Aviation Plan adjusted to account for existing based-aircraft and extrapolated beyond 2018.

Figure 2C Based Aircraft Forecast Range

Klamath Falls Airport Master Plan (November 2004) 2-15 CHAPTER 2 AIRPORT ROLE AND ACTIVITY FORECASTS

Aircraft Types The types of aircraft based at Klamath Falls Airport will change incrementally over the course of the 20-year planning period. Be- cause the airport’s facilities can support operations by all aircraft types, anticipated changes in the national fleet will have a direct affect on the future aircraft types based at the airport. A variety of regional influences also affects the types of aircraft based at the airport. These influences, in combination with national trends, indicate a particularly strong demand for turbine-powered aircraft (jets and turbo-props) at Klamath Falls Airport. This will translate into a future need for larger hangars and more paved apron space. Table 2C compares the Klamath Falls existing based-aircraft mix with the total U.S. general aviation fleet.

Table 2C Existing Fleet Mix Comparison Existing Klamath Falls Airport U.S. General Aviation Mix (May, 2003) Fleet (2002)1 SE-Piston 109 77.86% 144,500 68.47% ME-Piston 4 2.86% 18,240 8.64% Turbo-Prop 3 2.14% 6,600 3.13% Turbo-Jet 6 4.28% 8,000 3.79% Helicopter 0 0.00% 6,800 3.22% Other 182 12.86% 26,9003 12.75% TOTAL 140 100.00% 211,040 100.00% 1- Source: FAA Aerospace Forecast 2003 – 2014. 2- Other aircraft include 18 fighter-jets entirely within OANG leased site. 3- Other aircraft include aircraft with experimental airworthiness certificates and aircraft listed as “other” in the FAA Aerospace Forecast.

The number and types of military aircraft based at Klamath Falls Airport will change over time. However, changes in the military fleet will not affect civilian storage requirements. For this reason, no change is projected with respect to the number of military aircraft based at Klamath Falls Airport. Table 2D documents the selected aircraft mix forecast for Klamath Falls Airport compared to fleet mix changes at the national level.

2-16 Klamath Falls Airport Master Plan (November 2004) AIRPORT ROLE AND ACTIVITY FORECASTS CHAPTER 2

Table 2D Selected Based Aircraft Mix Comparison Klamath Falls Airport U.S. General Aviation Future Mix (2022) Fleet (2022)1 SE-Piston 136 66.67% 147,986 63.30%

ME-Piston 5 2.45% 16,957 7.25%

Turbo-Prop 8 3.92% 8,995 3.85%

Turbo-Jet 17 8.33% 15,006 6.42%

Helicopter 2 0.98% 7,542 3.22%

Other 362 17.65% 37,3023 15.96%

TOTAL 204 100.00% 233,788 100.00% 1 - Source: FAA Long Range Forecasts interpolated for interim year projections. 2 - Other aircraft include 18 fighter-jets within OANG’s leased site. The forecast was updated following FAA approval to reflect changing conditions identified in the Kingsley Field Master Plan for 173rd Fighter Wing. Specifically, an additional 18 fighter jets are assumed to be relocated to the airport. 3 - Other aircraft include aircraft with experimental airworthiness certificates, sport aircraft, and aircraft listed as “other” in the FAA Long Range Forecasts.

To assist facility planning, Table 2E breaks the projected Klamath Falls Airport mix into five-year increments.

Table 2E Future Based Aircraft by Type SE- ME- Turbo- Turbo- Year Rotor Military Piston Piston Prop Jet 2003 109 4 3 6 0 18 Actual 2007 116 4 4 8 0 18 2012 125 5 5 11 1 241 2017 131 5 7 14 1 301 2022 136 5 8 17 2 361 1- Revised upward from the original 18 approved by the FAA to reflect changing conditions included in the Kingsley Field Master Plan for 173rd Fighter Wing.

Air Cargo Demand

FedEx and UPS are the primary providers of air cargo service at Klamath Falls Airport. To a lesser extent, Horizon Air carries some mail and small packages on regular commercial flights. Other independent contractors also provide courier service and other special- use cargo services. Two aircraft-types dominate air cargo at the airport: the Beech 99 and the Cessna Caravan. These turbo-prop aircraft types are common cargo carriers in non-hub cargo markets.

Klamath Falls Airport Master Plan (November 2004) 2-17 CHAPTER 2 AIRPORT ROLE AND ACTIVITY FORECASTS

On an average day, 3-6 dedicated cargo departures occur. Loading and unloading of aircraft takes place on the itinerant aircraft apron adjacent to the Klamath Aircraft Hangar. No temporary storage is used and the cargo passes directly and efficiently from truck to airplane. Interviews with the cargo operators revealed no projected need for additional building or apron space. Likewise, cargo operators ex- pect to use the same aircraft types well into the future. The cargo operators project that they can accommodate increasing demand for dedicated cargo by nominally increasing the number of daily flights. Furthermore, lack of historical records made it difficult to project future demand. Therefore, for purposes of facility planning, this master plan will combine air cargo activity with general aviation activity. Should demand ever warrant a dedicated cargo facility, later chapters will identify potential aviation sites to accommodate aviation needs not currently envisioned.

Aircraft Operations

Given that Klamath Falls Airport has an air traffic control tower, Klamath Falls Airport Historic Operations accurate records of airport activity are available. Tower controllers keep records of the number and type of operations they are han- 1980 65,779 dling. These records are ultimately included as historic data in the 1985 70,885 annual Terminal Area Forecasts produced by the FAA. FAA an- 1990 82,443 1995 60,509 nual records closely match historic airport records; the slight dif- 2000 41,353 ference is the result of the different breaks in the yearly cycle 2002 43,922 (FAA’s uses the federal fiscal year while airport records utilize the calendar year). Airport operations are broken into the following categories, described separately in this section: scheduled passenger, air taxi, general aviation, and military. General aviation operations are further broken into itinerant and local operations.

Air Carrier Operations The FAA presently classifies Horizon’s commercial operation at Klamath Falls Airport as “commuter” since the aircraft serving the airport have less than 70 passenger-seats. Accordingly, the FAA lumps these operations with non-scheduled air taxi operations. This master plan distinguishes scheduled air carrier operations from non-scheduled operations and provides an appropriate forecast from which to plan future facilities. Horizon Air provides regular reports of air carrier operations to the airport, making it possible to distinguish scheduled from non- scheduled operations on an annual basis. In addition, Horizon Air has 4-daily flights to Portland which, when annualized, accounts

2-18 Klamath Falls Airport Master Plan (November 2004) AIRPORT ROLE AND ACTIVITY FORECASTS CHAPTER 2

for approximately 2,920 operations. In a deregulated environment, airline operations are a function of the following three elements: Passenger demand Frequency of flights Average Load Factor

The first step in determining air carrier operations, forecasting passenger demand, was discussed in an earlier section. Historic operations are also readily available. Based on the information available, Table 2F provides average annual load factors since 1997.

Table 2F Average Annual Load Factors 1997 - 2002 Annual Seats per Available Load Year Enplanements1 Flight Seats2 Factor (%) 1997 22,042 36 50,472 43.67 1998 28,207 36 51,228 55.06 1999 33,194 36 56,268 58.99 2000 31,292 36 49,032 63.82 2001 29,190 36 46,872 62.28 2002 29,633 36 50,796 58.34 1-Annual enplanements based on airline records for the specified calendar year. 2-Available seats (per year) calculated by multiplying the airline’s record of calendar year departures by the number of seats per flight.

Since 1997, Horizon’s average load factors at Klamath Falls Air- port have ranged between 44 and 64 percent. According to the Air- line Market Analysis conducted by the Kiehl-Hendrickson Group (June 2002), the estimated break-even load factor for the Portland route is approximately 53%. Generally, the industry strives for average load factors approaching 70% on a given route. Most airlines would consider an additional flight when average load factors for a given route consistently exceed this level. Consistent with industry trends across the country, Horizon Air intends to retire its smaller turbo-props in exchange for 72-seat regional aircraft. According to the load factor analysis shown on Table 2G, daily air carrier flights will reduce from four flights to two or three, depending on the degree of stimulation applied. When annualized, the air carrier operations forecast is as follows:

Year Annual Air Carrier Operations 2003 – 20071: 2,920 2008 – 2016: 1,460 2017 – 2022: 2,190 1 For planning purposes, year 2008 was selected as the conversion year from 36-seat to 72-seat aircraft. Actual transition year is unknown.

Klamath Falls Airport Master Plan (November 2004) 2-19 CHAPTER 2 AIRPORT ROLE AND ACTIVITY FORECASTS

Scenario 1: "Natural Demand" Average Load Factors Annual Daily 36-seat Flights Daily 72-seat Flights Year Enplanements 4 5 6 2 3 4 2003 31,465 59.86% 47.89% 39.91% 59.86% 39.91% 29.93% 2004 31,936 60.76% 48.61% 40.51% 60.76% 40.51% 30.38% 2005 32,575 61.98% 49.58% 41.32% 61.98% 41.32% 30.99% 2006 33,390 63.53% 50.82% 42.35% 63.53% 42.35% 31.76% 2007 34,224 65.11% 52.09% 43.41% 65.11% 43.41% 32.56% 2008 35,080 66.74% 53.39% 44.50% 66.74% 44.50% 33.37% 2009 35,957 68.41% 54.73% 45.61% 68.41% 45.61% 34.21% 2010 36,856 70.12% 56.10% 46.75% 70.12% 46.75% 35.06% 2011 37,593 71.52% 57.22% 47.68% 71.52% 47.68% 35.76% 2012 38,251 72.78% 58.22% 48.52% 72.78% 48.52% 36.39% 2017 41,717 79.37% 63.50% 52.91% 79.37% 52.91% 39.69% 2022 45,497 86.56% 69.25% 57.71% 86.56% 57.71% 43.28%

Scenario 2: "Stimulated Demand" Average Load Factors Annual Daily 36-seat Flights Daily 72-seat Flights Year Enplanements 4 5 6 2 3 4 2003 31,465 59.86% 47.89% 39.91% 59.86% 39.91% 29.93% 2004 31,936 60.76% 48.61% 40.51% 60.76% 40.51% 30.38% 2005 32,575 61.98% 49.58% 41.32% 61.98% 41.32% 30.99% 2006 33,390 63.53% 50.82% 42.35% 63.53% 42.35% 31.76% 2007 34,224 65.11% 52.09% 43.41% 65.11% 43.41% 32.56% 2008 42,438 80.74% 64.59% 53.83% 80.74% 53.83% 40.37% 2009 43,181 82.16% 65.72% 54.77% 82.16% 54.77% 41.08% 2010 43,937 83.59% 66.88% 55.73% 83.59% 55.73% 41.80% 2011 44,705 85.06% 68.04% 56.70% 85.06% 56.70% 42.53% 2012 45,488 86.54% 69.24% 57.70% 86.54% 57.70% 43.27% 2017 49,610 94.39% 75.51% 62.92% 94.39% 62.92% 47.19% 2022 54,105 102.94% 82.35% 68.63% 102.94% 68.63% 51.47%

Note: Numbers in bold are the most profitable candidates. Assumption: Conversion to 72-seat aircraft in 2008 for planning purposes. Scenario 1 Conclusions: Annualized Operations 4 daily Q-200 flights until 2007 2,920 2 daily Q-400 flights 2008-2016 1,460 3 daily Q-400 flights 2017-2022 2,190 Scenario 2 Conclusions: Annualized Operations 4 daily Q-200 flights until 2007 2,920 3 daily Q-400 flights 2008-2022 2,190

Table 2G Forecast Load Factor Range

2-20 Klamath Falls Airport Master Plan (November 2004) AIRPORT ROLE AND ACTIVITY FORECASTS CHAPTER 2

General Aviation Operations Air traffic controllers record airport activity and provide the statis- tics published in the FAA Terminal Forecasts. Controllers further classify general aviation operations as either itinerant or local. Itin- erant operations are those performed by an aircraft with a specific origin or destination other than Klamath Falls airport. Local operations include operations that remain in sight of the airport, practice instrument approaches, and practice takeoffs and landing circuits commonly referred to as touch-and-goes. As shown in Figure 2D, both categories of general aviation operations declined over the 20- year period between 1979 and 1999. Since 1999, operations have stabilized.

The ratio of general aviation operations per based aircraft is a useful indicator of general aviation activity. The ratio declined from 428 in 1980 to 191 in 2002, meaning aircraft are flying less often. Part of the decline in utilization can be attributed to the aging of the general aviation fleet. A survey conducted by the FAA in 2001 determined the average age of aircraft in the active general aviation fleet is 28 years, with piston aircraft accounting for the majority of those. That survey also shows a sharp decline in utilization after an aircraft reaches 20 years of age. Tenant surveys conducted for this master plan revealed a similar age profile as the national one. The following shorter-term impacts may also have reduced utilization rates over the past two to three years: Higher Fuel Prices in 2000 and 2001 Economic Recession of 2001 Aftermath of September 11, 2001

At the national level, utilization rates are forecast to rebound. Lo- Note: Utilization rates at the Federal level are measured in average hours cally, the operations per based-aircraft ratio has become increas- flown per aircraft. This master plan ingly stable, indicating that this declining trend is in the process of applies a ratio of operations per based “bottoming out”. However, the aging fleet trend will not be re- aircraft to forecast future activity. versed in the near to mid-term given the high proportion of single- engine pistons based at Klamath Falls Airport. More likely, the local utilization rate will continue to decline and eventually stabilize in the shorter-term, as newer aircraft make up a greater percentage of the local fleet followed by a constant ratio of operations per based aircraft.

For forecasting purposes, the operations per based–aircraft ratio will completely stabilize at 165 by 2006 and thereafter remain constant through 2022. Total general aviation operations were forecast by applying the projected ratio to the based aircraft projections. The proportion of itinerant operations will increase from 68% of total general aviation operations to 72% over the 20-year planning

Klamath Falls Airport Master Plan (November 2004) 2-21 AIRPORT ROLE AND ACTIVITY FORECASTS CHAPTER 2

Historic General Aviation Operations (1976-2002)

80,000

70,000

60,000

50,000

40,000

30,000 Annual Ops

20,000

10,000

0 1976 1977 1978 1979 1980 1981 1982 1983 1984 1985 1986 1987 1988 1989 1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 Year

Itinerant Local TOTAL

Source: FAA Aerospace Forecasts 2003 - 2014

Figure 2D

Historic General Aviation Operations

2-22 AIRPORT ROLE AND ACTIVITY FORECASTS CHAPTER 2

period. The split between itinerant and local operations is consistent with both national trends and the airport’s strong business/corporate aviation segment. The resulting general aviation forecast is as follows:

Itinerant Ops Local Ops Total Ops 2002 Actual 17,803 8,614 26,417 2007 17,031 7,816 24,847 2012 18,865 8,203 27,068 2017 20,537 8,450 28,987 2022 22,085 8,588 30,673

Air Taxi Operations Air taxi operations are non-scheduled charter services utilizing aircraft with 10 or less seats. FAA records lump these operations with scheduled airline service with less than 70 seats. Historic air taxi operations were determined by subtracting airline reported operations from total air taxi/commuter operations contained in the FAA Terminal Aerospace Forecasts. Air taxi operations since 1996 are as follows:

Year Annual Air Taxi Operations 1996 3,009 1997 3,633 1998 3,431 1999 3,010 2000 2,997 2001 3,256 2002 2,629

Like general aviation activity, air taxi operations tend to lack his- A reduction in airline operations is torical correlation with socio-economic variables. The forecasting anticipated upon the introduction of 72-seat aircraft. This transition has methodology applied to air taxi operations is described below and been applied to 2008 for the pur- are followed by the forecasts. pose of forecast preparation only.

2003-2007 Air taxi operations will approximate historical average since 1996. 2008-2011 The anticipated reduction in airline service may stimulate additional air taxi activity. An annual stimulation rate of 5% is applied for the first three years after the airline schedule reduction. “Natu- ral” growth, described for years 2009-2022, is also applied. 2009-2022 Air taxi operations increase at the same rate as itinerant general aviation operations, indicating a strong corporate/business aviation segment at Klamath Falls.

Klamath Falls Airport Master Plan (November 2004) 2-23 CHAPTER 2 AIRPORT ROLE AND ACTIVITY FORECASTS

Year Forecast Air Taxi Operations 2002 Actual 2,629 2007 3,138 2012 4,024 2017 4,380 2022 4,710

PEAKING CHARACTERISTICS

Although annualized values provide a useful indication of an airport’s overall activity, peak periods of activity play a more important role in the design of airport facilities. This section assesses two specific peaking characteristics: scheduled passengers and transient aircraft parking.

Scheduled Passengers

Presently, a single air carrier serves the airport with only one aircraft loading/unloading passengers at a time. A near-term change in aircraft type will double the available seats offered per flight. Specifically, the 72-seat Q-400 or CRJ-700 will replace the 36-seat Q-200 currently serving the airport. As a result, average passenger volumes will double, despite a potential decline in the number of daily flights offered.

To avoid underutilization, facilities are not planned to accommodate the maximum peak conditions. Instead, planners use regularly occurring peak periods. The following criteria apply: Peak Month Activity Levels Average Day Activity Peak hour demand levels

Stated differently, terminal facilities are planned to accommodate the peak hour demand experienced during the average day of the peak month. At Klamath Falls Airport, the peak month accounts for approximately 9.85 percent of annual passenger boardings. Di- viding peak month activity by 30 days yields the average day of the peak month. Dividing the average day of the peak month by the number of daily flights departing Klamath Falls will yield approximate the peak hour activity. Table 2I contains the peak passenger demand needed for terminal facility planning. Bold type indicates peak activity.

2-24 Klamath Falls Airport Master Plan (November 2004) AIRPORT ROLE AND ACTIVITY FORECASTS CHAPTER 2

Table 2I

Peak Passenger Volumes 2002 2007 2012 2017 2022 Actual Annual 31,153 34,224 38,251 41,717 45,497 Enplanements

Peak Month (%)1 9.85 9.85 9.85 9.85 9.85

Peak Month 3,069 3,372 3,769 4,110 4,483 Enplanements Average Day, 102 112 126 137 149 Peak Month (/30)

Airplane Seats2 36 36/72 72 72 72

Daily Departures3 4 4/2 2 2/3 3

Boarding Load 95.14/ 71.05 78.06 87.24 69.18 Factor (%)3 63.43 Peak Hour 26 28/56 63 69/46 50 Enplanements3 Peak Hour 26 28/56 63 69/46 50 Deplanements3 Total Peak Hour 56/ 138/ 52 126 100 Passengers3 112 92 1-The historic peak month assumed constant for planning period. 2-Corresponds with aircraft type. Two options are shown near potential transition periods. 3-Two options are shown near potential transition periods.

The above passenger peaking characteristics assumes the loading An aircraft “turn” is an industry de- of a single airplane only. While this scenario is the most likely one, scription of gate operation. During a turn, passengers debark, the air- a contingency projection assumes two aircraft turns within one plane is serviced, and new passen- hour of each other under “stimulated” growth conditions. Using gers board for the next flight. the “natural” and “stimulated” enplanement projections shown in Table 2A, a two-airplane scenario is not likely until 2012, when demand levels under stimulated conditions could reach a point of profitability in two markets. Table 2J depicts the peak passenger demand necessary for contingency planning.

Table 2J Peak Passenger Volumes - Contingency Planning 2002 2012 2017 2022 Actual Annual Enplanements 31,153 45,488 49,610 54,105 Boarding Load Factor (%) 71.05 69.16 75.43 82.27 Peak Hour Enplanements 26 85 92 101 Peak Hour Deplanements 26 85 92 101 Total Peak Hour Passengers 52 170 184 202

Klamath Falls Airport Master Plan (November 2004) 2-25 CHAPTER 2 AIRPORT ROLE AND ACTIVITY FORECASTS

TRANSIENT AIRCRAFT PARKING DEMAND

The methodology used to forecast transient aircraft parking demand is similar to that described for calculating peak passenger demand. According to monthly activity reports collected for Klamath Falls Airport, the peak month accounts for approximately 12% of aircraft operations. Dividing peak month activity by 30 approximates average daily conditions during the peak month. It is estimated that peak hour transient parking demand approximates 10% of the average daily itinerant operations. Forecasts of transient aircraft parking requirements are shown in Table 2K.

Table 2K Transient Aircraft Parking Forecast 2002 2007 2012 2017 2022 Actual Annual Itinerant 17,803 17,031 18,865 20,537 22,085 Operations

Peak Month (12%) 2,136 2,044 2,264 2,464 2,650

Average Day, 71 68 75 82 88 Peak Month (/30)

Peak Demand (10%) 7 7 8 8 9

OTHER DEMAND FORECASTS

The forecasts of aviation demand covered in this chapter form the basis of facility planning at Klamath Falls Airport. Other demand forecasts, such as vehicle parking, terminal curb demand, etc., are necessary and will be determined in later chapters devoted to those specific issues.

FORECAST SUMMARY

For reference, Table 2L provides a summary of all aviation projections described in this Chapter.

2-26 Klamath Falls Airport Master Plan (November 2004) AIRPORT ROLE AND ACTIVITY FORECASTS CHAPTER 2

2002 2007 2012 2017 2022 Actual

1 1 1 Annual Passenger Enplanements 31,153 34,224 38,251 41,717 45,497

Annual Aircraft Operations 43,922 43,905 49,852 57,257 62,573 Scheduled Airline 2,842 2,920 1,460 2,190 2,190 Air Taxi 2,629 3,138 4,024 4,380 4,710

1 1 1 Military 12,034 13,000 17,300 21,700 25,000 General Aviation 26,417 24,847 27,068 28,987 30,673 Itinerant 17,803 17,031 18,865 20,537 22,085 Local 8,614 7,816 8,203 8,450 8,588

1 1 1 Based Aircraft 140 150 170 182 192 Single-Engine Piston 109 116 125 131 136 Multi-Engine Piston 4 4 5 5 5 Turbo-Prop 3 4 5 7 8 Turbo-Jet 6 8 11 14 17 Helicopter 0 0 0 1 2

1 1 1 Military Jet 18 18 24 30 36

Total Peak-Hour Passengers 51 112 126 137 100 Peak-Hour Enplanements 26 56 63 69 50

Peak-Hour Deplanements 26 56 63 69 50

Peak-Hour Transient Aircraft Parking 7 7 8 8 9

1- Military operations and based aircraft have been updated to reflect the assumptions included in the recently completed Kingsley Field Master Plan for 173rd Fighter Wing. The original FAA approved forecasts assumed a constant projection of 18 based fighter aircraft and 13,000 annual operations through the planning period.

Table 2L Aviation Forecast Summary

Klamath Falls Airport Master Plan (November 2004) 2-27 3

Airfield Design

OVERVIEW Future facility needs are categorized into three major groupings: airfield, airline terminal, and landside. This chapter evaluates and recommends improvements to the Klamath Falls Airport airfield: runways, taxiways, navigational aids, etc. Improvements to the airfield environment will typically enhance safety or improve operational efficiency. Specifically assessed in this chapter are the following airfield design elements:

> Basic Design Factors > Safety Considerations > Runways > Taxiways > Air Traffic Control Tower (ATCT) > Airfield Lighting and Signage > Navigational Aids (NAVAIDs) > Security Considerations > Other Airfield Setbacks > Other Recommendations

BASIC DESIGN FACTORS The Federal Aviation Administration (FAA) provides guidance for airport design through a series of Advisory Circulars (ACs). These guidelines promote airport improvements that enhance airport safety and operational utility for the types of aircraft currently using or are anticipated to use the airport on a regular basis. Major

Klamath Falls Airport Master Plan (January 2005) 3–1 CHAPTER 3 AIRFIELD DESIGN

considerations when designing with FAA AC’s include: airport role, airport classification, wind coverage, instrument approach procedures, and airfield capacity.

Airport Role The airport’s role was described in Chapter 2. Klamath Falls Air- port serves all of the aviation needs of the Greater Klamath Basin, a large service area in a generally isolated setting. The operating role of the airport is described as “all-encompassing” and includes access to airline transportation, business and corporate aviation development, emergency services, air taxi operations, general aviation facilities, aviation support services, agricultural spray operations, and a base for military operations. Generally, the existing airfield facilities meet the needs of existing users and support the established airport operational roles.

Airport Classification Aircraft Approach Category = Category A: aircraft approach speed less than The FAA has established a set of airport classifications known as 91 knots. Airport Reference Codes (ARC) to relate airport design criteria to = Category B: aircraft approach speed 91 knots the operational and physical characteristics of the airplane intended or more but less than 121 knots. to operate on a runway, taxiway, or taxilane at the airport. The = Category C: aircraft approach speed 121 knots or more but less than 141 knots. ARC has two components relating to the design aircraft: aircraft approach category and airplane design group. = Category D: aircraft approach speed 141 knots or more but less than 166 knots. > Designated by a letter (A– E), = Category E: aircraft approach speed 166 Aircraft Approach Category – knots or more. this component relates to the operational characteristic of aircraft approach speed, with ‘A’ being the slowest an ‘E’ being Airplane Design Group the fastest. = Group I: wingspan up to but not including 49 feet. > Airplane Design Group – Designated by a Roman Numeral = Group II: wingspan 49 feet up to but not in- (I–VI), the second component relates to the physical character- cluding 79 feet. istic of airplane wingspan, with ‘I’ being the smallest an ‘IV’ be- = Group III: wingspan 79 feet up to but not including 118 feet. ing the largest. = Group IV: wingspan 118 feet up to but not including 171 feet. The design aircraft is defined by the FAA as the most critical type of aircraft using the airport or that is expected to use the airport on = Group V: wingspan 171 feet up to but not including 214 feet. a regular basis (at least 500 annual operations: 250 departures and = Group VI: wingspan greater than 214 feet. 250 arrivals). Table 3A includes a list of the most demanding aircraft currently using or anticipated to use Klamath Falls Airport on a regular basis with a breakdown of airplane’s characteristics that are particularly important to facility design. The design aircraft at Klamath Falls Airport is the KC-10A, a military tanker version of

the DC-10. The characteristics of this aircraft establish the airport’s ARC as D-IV.

3–2 Klamath Falls Airport Master Plan (January 2005) AIRFIELD DESIGN CHAPTER 3

Insert Table 3A, Aircraft Characteristics

Klamath Falls Airport Master Plan (January 2005) 3–3 CHAPTER 3 AIRFIELD DESIGN

Although it is desirable to design all airport elements to meet the requirements of the most demanding ARC, it is normally not practical to do so. For this reason, Runway 7-25 is designed to serve much smaller aircraft, such as those used by Horizon Air. Current- ly, Horizon’s Q-200 (originally DeHavilland’s Dash-8 200 series) uses Runway 7-25 during periods of strong crosswind conditions and whenever the primary runway is temporarily closed. The Q- 200 falls within ARC B-III. The larger 70-seat version, the Q-400, is within ARC C-III. Since the total number of C-III operations on Runway 7-25 is expected to be minimal (fewer than 500 annually), no design changes are recommended. This will not preclude operations by aircraft exceeding B-III design standards on a limited basis and at the operator’s discretion. Other design standards are typically applied to based aircraft storage areas (T-hangars and tie-downs) and restricted tenant-use facilities that would not be used by larger aircraft. Table 3B summarizes the FAA design standards associated with several ARC classifications potentially applicable at Klamath Falls Airport.

Wind Coverage Percent Wind Coverage: One of the primary factors influencing runway orientation and the The percentage of time crosswind components number of runways is wind. Ideally a runway should be aligned for a runway is below an acceptable velocity are with the prevailing wind to minimize the crosswind component for listed below. aircraft operating at the airport. Generally, smaller airplanes are = 10.5 knots for ARC A-I and B-I. more affected by wind and have greater difficulty compensating for = 13 knots for ARC A-II and B-II. crosswinds. The desirable wind coverage for an airport is 95 per- = 16 knots for ARC A-III, B-III, and C-I through D- III. cent usability, based on the total number of weather observations. = 20 knots for ARC A-IV through D-VI. Similarly, instrument approach procedures should be aligned with the prevailing wind that occurs during bad weather (instrument conditions). Since wind conditions are typically different, often in the reverse direction of clear (visual) conditions, these wind patterns were evaluated separately. A wind analysis was performed using hourly observations for a 10- year period at Klamath Falls Airport both for all weather conditions and instrument (IFR) weather conditions. The results of the analysis are included on Table 3C, Surface Wind Analysis.

3–4 Klamath Falls Airport Master Plan (January 2005) AIRFIELD DESIGN CHAPTER 3

Insert Table 3B, Airport Design Standards

Klamath Falls Airport Master Plan (January 2005) 3–5 CHAPTER 3 AIRFIELD DESIGN

Insert Table 3B Continued, Notes

3–6 Klamath Falls Airport Master Plan (January 2005) AIRFIELD DESIGN CHAPTER 3

Insert Table 3C, Surface Wind Analysis.

Klamath Falls Airport Master Plan (January 2005) 3–7 CHAPTER 3 AIRFIELD DESIGN

Instrument Approach Procedures Klamath Falls Airport is presently served by one Category I precision instrument approach and four non-precision approaches. The lowest approach minimums for the airport (ILS Runway 32) are 200 feet above the airport elevation and 2400 RVR (½-mile visibility). Two of the non-precision approaches are also to Runway 32, one is to Runway 14 (VOR/DME or TACAN or GPS Runway 14), and the other is a circle-only approach (VOR or GPS B). Interviews with airport users indicated a moderate desire to provide lower approach minimums (2400 RVR or ½-mile visibility) to Runway 14 due to wind direction. The wind analysis confirmed that prevailing IFR winds favor Runway 14 more than Runway 32. Historically, the length of the primary runway has been sufficient to accommodate most approaches on Runway 32, including approaches with a moderate tailwind component (less than 10 knots). As is the case with runway orientation, it is desirable to align instrument approaches with the prevailing winds that would normally be encountered during inclement weather so that the final portion of the approach can be conducted into a headwind. However, factors other than wind often play a role in determining the best approach to an airport. This is typically defined as an approach that will provide the lowest approach minimums. In this case, obstacles located 5 and 8 nautical miles to the northwest affect the approach minimums that can be authorized. The current approach to Run- way 14 utilizes a “step-down” procedure to maintain adequate ver- tical separation over these obstacles. Due to the presence of obstructions, no changes are recommended to the existing procedures or approach minimums. According to the FAA’s National Flight Procedures Branch, all of the airport’s four runway ends are scheduled to receive a GPS- based approach during the 4th quarter of fiscal year 2006. General- ly, approaches to the crosswind runway will be limited to 1 statute mile without an approach lighting system (ALS). In addition, approaches to Runway 7 will be limited to high terrain and generally unfavorable wind conditions. The approach to Runway 25 is less affected by terrain and has more favorable wind conditions. For this reason, the airport layout plan (ALP) includes an approach lighting system and an expanded RPZ to allow for an instrument approach with a ¾-statute mile visibility minimum.

3–8 Klamath Falls Airport Master Plan (January 2005) AIRFIELD DESIGN CHAPTER 3

Airfield Capacity The airfield of an airport, or throughput, is the number of aircraft operations the runway/taxiway system can accommodate during a single-hour before operational delays become unreasonable. As demand approaches capacity, individual aircraft delay is increased. Because the magnitude and scheduling of user demand is relatively unconstrained, reductions in aircraft delay can best be achieved through airport improvements that increase airfield capacity. Therefore, airfield capacity analysis is necessary to determine the timing and scope of airfield improvements such as new runways and taxiways. Annual Service Volume (ASV): a reasonable estimate of an airport’s annual capacity. It Klamath Falls Airport is not affected by prolonged periods of air- accounts for: craft delay. For purposes of long range planning, airfield capacity = Differences in runway use was estimated on an annual basis or annual service volume (ASV) = Aircraft mix using the FAA’s Airport Design software. Calculation of ASV is = Weather conditions dependent upon various physical and operational factors listed to = The amount of training activity the right. The determination revealed Klamath Falls Airport’s ASV to be in the approximate range of 195,000 to 200,000 annual operations. Given the activity projection of Chapter 2, the ratio of an-

nual demand to ASV will increase from 0.23 to 0.26. As a rule of thumb, the planning for new facilities should be initiated when airport demand reaches 60 percent of its capacity so that implementation may begin near the 80 percent capacity threshold. Capacity enhancements are not anticipated since the existing airfield will adequately respond to projected activity levels.

SAFETY CONSIDERATIONS The capacity analysis of the previous section revealed that airfield improvements recommended for the 20-year planning period will not be necessary to enhance capacity or reduce aircraft delays. However, several improvements or programs are recommended to enhance aircraft operational safety. Surface Incident- Any event where unauthorized movement occurs within the movement Runway Crossings area that affects or could affect the safety of flight. Sparked by a nationwide rise in surface incidents and runway in- Runway Incursion- Any occurrence at an cursions, the FAA identified a strong need to improve runway airport involving an aircraft, vehicle person, or safety. The process of improving runway safety is continually object on the ground that creates a collision hazard or results in a loss of separation with evolving and consists of many distinct initiatives: pilot/controller an aircraft taking off, intending to takeoff, land, training, airport facility enhancements, and the application of new or intending to land. technologies. Some airport enhancements include the installation of flashing runway guard light, surface movement guidance and control plans (SMGCs), and the elimination of confusing intersections.

Klamath Falls Airport Master Plan (January 2005) 3–9 CHAPTER 3 AIRFIELD DESIGN

An emerging trend involves airport improvements that reduce the need for runway crossings altogether. At Klamath Falls Airport, the taxiway layout is straight-forward and there is rarely a need for aircraft to cross an active runway during normal taxi operations. The primary issue involves vehicular crossings by fuel trucks and military personnel. To further reduce the potential for an incident, a vehicle service road is planned to bypass the primary runway to the northwest and eliminate all unnecessary vehicle crossings.

Obstruction Survey and Removal Several obstructions, included on recent inspection reports and depicted on the current obstruction chart (OC) for Klamath Falls Airport, should be removed or lowered in accordance with Code of Federal Regulations (CFR) 14, Part 77, Objects Affecting Navigable Airspace, or existing avigation easements that restrict obstacle heights in the vicinity of the airport (whichever are lower). Primari- ly affected are two tall trees in the approach area to Runway 14. Additional objects, to be determined through a field survey, should also be removed or lowered as applicable. Any object that cannot feasibly be removed or lowered as prescribed will require a formal airspace study to determine any impacts to airport operations and appropriate actions necessary to ensure safety.

Waterfowl and Wildlife Attractants Chapter 1 described the Greater Klamath Basin as having an abundance of wildlife, particularly waterfowl such as pelicans and other migratory birds. Several known habitat sites and wetland areas on airport or immediately adjacent to the airport attract these birds to areas close in proximity to the primary arrival and departure paths. In recent years, several birds have been ingested into jet aircraft engines. Though the incidents required costly repairs to the airplane, no injuries resulted. Future bird encounters appear to be inevitable if no action is taken, possibly resulting in more significant damage including potential loss of life. Figure 3A graphically depicts the areas known to attract large birds. More detailed analysis is required to determine an appropriate rem- edy. It is recommended that an environmental inventory specifically assess all on-airport wetlands. In addition, a wildlife management program is recommended, thereby establishing a long-term plan to reduce bird strike risks. This plan should include, to the maximum extent practical, adjacent off-airport attractants.

3–10 Klamath Falls Airport Master Plan (January 2005) AIRFIELD DESIGN CHAPTER 3

Insert Figure 3A, Known Waterfowl Attractants Map of airport with each wet site labeled.

Klamath Falls Airport Master Plan (January 2005) 3–11 CHAPTER 3 AIRFIELD DESIGN

If necessary, it is suggested that the airport obtain sufficient property interests (easement or fee-simple) in all off-airport sites to ensure adequate controls. A wildlife plan may include any or all of the following components:

> Habitat Management

> Detection and Dispersion

> Creation of a Real Time Wildlife Advisory System

Radio Interference Some general aviation aircraft experience radio communication interference on the current tower frequency (118.5). An on-going FAA investigation suggests the problem is associated with a high powered commercial radio transmitter that bleeds into certain low sensitivity communication receivers. To date, there have been no reports of radio interference affecting high-sensitivity receivers, such as those used by commercial aircraft. It may be necessary to change the tower’s frequency to a higher bandwidth (e.g., 133.2), which will be less susceptible to interference.

RUNWAYS The existing and future runway environment is graphically depicted in Figure 3B, Runway Features. This section highlights the design standards applied to each runway as well as improvements necessary to maintain safety. In general, most of the improvements recommended in this section are either related to maintenance or involve land / easement acquisitions near the runway ends. While no runway extensions are recommended, the evaluation does consider the feasibility of extending Runway 7-25 to the east and highlights a need to protect this area from incompatible use.

Runway 14-32 The primary runway, Runway 14-32, serves all of the airport’s users. The design aircraft for this runway, the KC-10A (DC-10- 30CF) falls within ARC D-IV. An airfield inspection revealed the paved overruns are in poor condition. Except for about 3,500 feet of the southern portion, the runway has paved shoulders. Further- more, the runway shoulders generally slope back towards the edge of the runway creating a drainage swale. These swales drain to catch basins located along the pavement edge. Generally, this method of drainage is undesirable since it can trap surface runoff on the pavement for an extended period of time and cause pavement deterioration.

3–12 Klamath Falls Airport Master Plan (January 2005) AIRFIELD DESIGN CHAPTER 3

The following are key elements associated with Runway 14-32, including: runway length and width, pavement strength, obstacle free zone, runway safety area, runway object free area and the runway protection zones.

> Runway Length and Width – Runway length requirements for specific aircraft are dependent upon airfield elevation and temperature (the average high temperature for the hottest month). Runway 14-32 has a length of 10,301 feet, which according to the FAA’s Airport Design program can accommodate airplanes of more than 60,000 pounds over a distance of approximately 2,275 miles. The existing runway length accom- modates all categories of aircraft operations, including KC-10A tanker operations, with relatively few restrictions. Since the runway length is adequately serving the existing and anticipated users, no increase is planned. Likewise, the runway’s width of 150 feet meets the design standard for an ARC D-IV runway and requires no change.

> Pavement Strength – Airport pavements are constructed to The design aircraft for purposes of determining support anticipated aircraft loads over a structural life of 20 pavement strength is the aircraft requiring the thickest pavement section based on aircraft years. The reported values are based on an equivalent number weight, number of annual departures and land- of annual departures by the design aircraft. It should be noted ing gear configuration. that this value is not a physical limitation (i.e., pavement failure will not necessarily occur when a heavier aircraft uses the runway), but is an indication of the pavement’s ability to realize its

structural life.

The airport receives occasional operations by wide-bodied airplanes. Since wide-body aircraft have significantly enhanced landing gear assemblies to distribute their weight, they are treat- ed as having a maximum takeoff weight of 300,000 pounds with dual-tandem landing gear. Runway 14-32 is rated at 230,000 pounds for airplanes with dual-tandem wheel landing gear and 145,000 pounds for airplanes with dual wheel landing gear. Giv- en the runway’s anticipated volume and aircraft mix, the strength ratings are sufficient and no change is proposed (other than routine maintenance).

> Obstacle Free Zone (OFZ) – The dimensions of OFZs vary The Obstacle Free Zone (OFZ) is a three- depending upon the size of aircraft served (small or large) and dimensional volume of airspace that supports the visibility minimums of any associated instrument approach. the transition between ground and air operations. The OFZ clearing standard precludes Since the runway serves aircraft weighing more than 12,500 taxiing and parked airplanes and object pene- pounds, the Runway OFZ width is 400 feet (200 feet either side trations except for frangible visual NAVAIDs of centerline at an elevation equal to the nearest runway center- that need to be located in the OFZ because of line elevation) and extends 200 feet beyond each runway end. their function. An Inner-approach OFZ extends the OFZ over the approach lighting systems at each end with a 50:1 slope extending outward and upward from the runway end elevation to a point 200 feet from the last light of the approach lighting system. Finally,

Klamath Falls Airport Master Plan (January 2005) 3–13 CHAPTER 3 AIRFIELD DESIGN

an inner-transitional OFZ protects airspace to the sides of the runway and inner-approach OFZ. The inner-transitional OFZ rises vertically 32.6 feet from the edge of those OFZ before rising at a 6:1 slope away from the centerline to a height 150 feet above the established airport elevation. Runway 14-32 currently meets these standards.

The Runway Safety Area (RSA) is a graded area Runway Safety Area (RSA) – FAA design standards for ARC surrounding and upon which the runway surface D-IV facilities, like Runway 14-32 specify that the RSA be 500 is constructed intended to enhance the safety of airplanes in the event of an unintended excursion feet wide for the full runway length and extend 1,000 feet be- from the runway’s paved surface. This area must yond each runway end. Unlike other design standards, RSA be: standards cannot be modified or waived. FAA regional offices = Cleared and graded with no potentially hazard- must analyze and maintain a written determination for all RSAs ous humps, ruts, depressions, or other surface variations, in their district. In the case of non-standard RSAs, the determination will include the best practicable alternative for improve- = Adequately drained to prevent water accumula- tion, ment until it meets all standards for grade, compaction and ob- = Capable of supporting snow removal equip- ject frangibility. The details of these evaluations are contained in ment, rescue and firefighting equipment, and FAA Order 5200.8, Runway Safety Area Program. (See Figure 3B) occasional aircraft passage without causing structural damage to the aircraft, Recent RSA improvements conducted under this program re- = Free of objects, except for those that need to sulted in the realignment of the Lost River Diversion Channel be located in the RSA because of their function, and then, to the extent practical, mounted south of the Runway 32 end. Following the completion of that on low impact (frangible) structures. RSA extension project, the RSA for Runway 14-32 complies, = Capable, under normal (dry) conditions, of sup- for the most part, with current standards. However, drainage porting airplanes without causing structural backup at a swale at the northwest end periodically extends into damage to the airplanes or injury to their occu- pants. and reduces RSA surface coverage. An environmental determination is required before the swale can be drained and graded. > The Runway Object Free Area (OFA) is a two- Runway Object Free Area (ROFA) – FAA design standards dimensional ground surface surrounding runways. for ARC D-IV mandates an 800-foot wide OFA extending the The OFA clearing standards preclude above full length of the runway and 1,000 feet beyond each runway ground objects protruding above the RSA edge elevation, except those required to be located end. Runway 14-32 complies with this standard. within the OFA for navigation, ground maneuvering, aircraft taxi, and aircraft holding purposes. No > Runway Protection Zones (RPZs) – The RPZ is a trapezoi- other objects are permitted, specifically, parked dal-shaped area extending outward into the approach area be- airplanes and agricultural operations. yond each runway end. The purpose of the RPZ is to enhance the protection of people and property by clearing them of incompatible objects and activities. Fee-simple acquisition is recommended whenever feasibly practicable. Specifically prohibit- ed land uses include: residences, places of public assembly, fuel storage facilities, and proposed uses that can potentially attract wildlife or generate dust/smoke. RPZ dimensions are based on approach visibility minimums to each runway end and the runway approach category. The Run- way 32 RPZ has a 1,000-foot inner width, a 1,750-foot outer width, and a 2,500-foot length beginning 200 feet from the runway end. Approximately 27 acres extend off-airport and are currently maintained as compatible farmland. Avigation easements restrict heights and land uses permitted in this area.

3–14 Klamath Falls Airport Master Plan (January 2005) AIRFIELD DESIGN CHAPTER 3

When practical, the airport should consider fee-simple acquisition of the remaining lands within the RPZ to protect against future encroachment of surrounding, potentially incompatible uses. (See Figure 3C) Runway 14 is restricted to approach visibility minimums not lower than ¾-mile, therefore, the RPZ is somewhat smaller in size: 1,000-foot inner-width, 1,510-foot outer-width, and 1,700- foot length beginning 200 feet from the runway end. Similar to the other end, the Runway 14 RPZ extends off airport, leaving a 5-acre, triangular-shaped parcel, which encompasses a business. Avigation easements limit structure heights and land uses in this area as well. When practical, the airport should consider fee- simple acquisition of these remaining lands within the RPZ and the bird habitat just north of the RPZ to protect against future encroachment and to better control bird hazards in the approach/departure area.

Runway 7-25 Crosswind Runway 7-25 is used primarily by small aircraft during crosswind conditions and preferentially by the ag-spray operators located adjacent to the Runway 25 threshold. Heavy transport/freighter planes and fighter aircraft with faster approach/liftoff speeds generally do not use Runway 7-25 due to in- adequate length or insufficient pavement strength. Some larger aircraft occasionally use Runway 7-25 during strong crosswinds and whenever the primary runway is closed for maintenance. The shorter runway length may impose operational restrictions, specifically; reduced payloads for these heavier aircraft types (e.g., air carriers). Although designed to accommodate regular operations by aircraft design group B-III, Runway 7-25 experiences a limited number of operations (fewer than 500 annually) by aircraft exceeding B-III design standards. The current runway design does not preclude operations by more demanding aircraft at the operator’s discretion. However, should the demand for these types of operations increases substantially in the future, the runway design criteria applied should be reevaluated. Such a reevaluation would most likely occur in a future master plan update. The following bullets highlight major elements associated with Runway 7-25, including: runway length and width, pavement strength, obstacle free zone, runway safety area, runway object free area, and the runway protection zones.

> Runway Length and Width—Runway 7-25 is 5,260 feet long by 100 feet wide. These dimensions are generally adequate for the types of operations occurring today and projected over at

Klamath Falls Airport Master Plan (January 2005) 3–15 CHAPTER 3 AIRFIELD DESIGN

least the next 10 years. Additional runway length may become more desirable beyond 10 to 20 years to support airline and business aircraft operations when the primary runway is closed for maintenance. The next section discusses the feasibility of extending the crosswind runway in the longer term.

> Pavement Strength—The pavement sections are currently rated at: 38,000 pounds single-wheel gear, 52,000 pounds dual wheel gear, and 87,000 pounds dual tandem gear. The strength ratings are based on the mix and volume of aircraft currently using the runway. These ratings are adequate for the 20-year period although increasing usage may require a thicker pavement section.

> Obstacle Free Zone (OFZ)— Since the runway serves aircraft weighing more than 12,500 pounds, the Runway OFZ width is 400 feet (200 feet either side of the runway centerline at an elevation equal to the nearest runway centerline elevation) and extends 200 feet beyond each runway end. The ALP will show a future approach lighting system (ALS) for Runway 25. Installa- tion of an ALS will extend the OFZ 200 feet beyond the last light at a rising 50:1 slope from the runway end. > The following key assumptions were applied to the Runway Safety Area (RSA)—For ARC B-III runways with crosswind runway assessment: approach visibility minimums of ¾ statute miles or higher, the = ARC Upgrade to C-III: The most critical design standard RSA dimension is 300 feet wide extending 600 feet standard affected would be an increase in the runway beyond the stop-end of the runway. Runway 7-25 currently safety area length beyond the runway ends to 1,000 meets this requirement through the application of declared dis- feet. tances. To meet the current standard, both runway thresholds = Improved approach minimums: Straight-in GPS- based approaches to both runways are proposed for and stop-ends have been displaced as needed to provide 600 fiscal year 2006. Initially, the visibility minimums will feet of RSA. As a result, the full published runway length of be 1 statute mile. It is assumed that the visibility min- 5,260 feet is not available for all operations in either direction. imums to Runway 25 would be further reduced to ¾ statute miles with the installation of an approach No changes to the RSA are anticipated. lighting system. = Pavement Strength Improvements: A thicker pave- > Runway Protection Zones (RPZs) – Approximately 5 acres ment section will likely be required to support in- underlies the Runway 7 RPZ south of Spring Lake Road that is creased usage and defray maintenance costs. currently not owned by the airport, but is maintained as clear = Relocated threshold at Runway 7 end: The Runway farmland. Likewise, 14 acres north of Homedale Roads is within 7 threshold was assumed to be relocated due to increased RSA requirements associated with regular the Runway 25 RPZ. If an approach lighting system is installed operations by aircraft in approach category C. Possi- and the approach minimums are reduced to ¾ statute miles of ble alternatives to threshold relocation include: con- visibility, the RPZ would expand to encompass 38 acres of off- tinued use of declared distances and engineered ma- terial arresting system (EMAS). airport property. Although avigation easements currently restrict = Roadway Realignment / Closure: That portion of development within the RPZ, it is recommended that the air- Homedale Road immediately adjacent to the Runway port acquire at least those portions that are within the current 25 end would need to be closed or rerouted to clear RPZ to both runway ends. for runway/taxiway development, airfield setback requirements, and obstacle clearance requirements. Feasibility of Extending Future aviation development on the airport’s east side in combination with the completion of east-side parallel Taxiway “J” could re-

3–16 Klamath Falls Airport Master Plan (January 2005) AIRFIELD DESIGN CHAPTER 3

sult in increased demands placed on the crosswind runway. Poten- tial aviation development east of the Runway 7 threshold could further increase usage. While it is not anticipated that crosswind runway demand will increase significantly during the first 10-year period of the master plan, there could be a future cost-benefit to extending and upgrading the runway in the 10 to 20-year and beyond timeframe. Therefore, a preliminary review was considered. It is recommended that the airport take measures to avoid encroachment and preserve for a possible extension in the future. Although prevailing winds would support increased usage, particularly for the Runway 25 direction, terrain to the west would likely restrict departures on Runway 25 and arrivals to Runway 7. Moreover, the presence of high terrain and a railroad line essentially reduce the practicality of any westward extension; an east extension is far more practical. Given the location of the airline terminal, an east extension could enhance airline operations and reduce taxi times for departures on Runway 7 and arrivals on Runway 25. Figure 3C graphically depicts a “Full Build-Out” of Runway 7-25. As shown, railroad tracks physically constrain the maximum runway length to less than 6,500 feet. Typical regional aircraft (turbo- props and small jets) used by the airlines and a variety of business aircraft types require runway lengths of between 6,000 and 7,000 feet. The amount of additional land required to preserve this option is broken down as follows (key assumptions are included on the adjacent sidebar):

> Fifty-seven acres for runway/taxiway construction, approach light lane, airfield setback requirements, and a corresponding extension of the airport perimeter fence and inspection/service road (fee-simple acquisition by the airport).

> Two acres to preserve for a future roadway right-of-way adjacent to the railroad tracks east of the airport (fee-simple acquisition). For planning purposes, a 68-foot right-of-way was used to account for a two lane road with a center turn lane, curb and gutter, bike lanes and beautification.

> Seven acres of avigation easements/ zoning modifications on the east side of the railroad within the expanded runway protection zone. Such avigation easements may include land-use control measures, approach light installation and service lane, and noise rights.

Klamath Falls Airport Master Plan (January 2005) 3–17 CHAPTER 3 AIRFIELD DESIGN

TAXIWAYS Klamath Falls Airport has an extensive taxiway system. Existing and proposed taxiways are depicted in Figure 3D. The recommended improvements are motivated by the following objectives:

> Providing taxiway access and aircraft mobility on the airport’s east-side to support future hangar development.

> Providing an additional exit taxiway for Runway 14-32 south of Runway 7-25 to reduce runway occupancy time in the longer term.

> Preserving for future parallel taxiway construction in the longer term.

> Enhance safety by providing adequate wingtip clearance for Taxiway “D” at the air national guard ramp. With the exception of the eastern section of Taxiway “F” and a future parallel taxiway to be constructed on the south side of Runway 7-25, all taxiways should meet ARC D-IV design standards. Since the parallel taxiways serving Runway 7-25 could also experience regular use by larger aircraft (i.e., western sections), the airport layout plan depicts a widening to 75 feet. Additional pavement fillet should also be provided at taxiway intersections to allow sufficient pavement safety margin for cockpit-over-centerline turns. Taxiway pavement strengths should be comparable to the runways they serve and account for the mix and volume of activity expected to occur over the 20-year pavement life cycle. A changing aircraft mix and additional use will affect the eastern portion of Taxiway “F” serving Runway 25, particularly if Runway 7-25 were to be extended to the east in the future. This portion of Taxiway “F”, therefore, may require a thicker pavement section to accommodate additional use.

Future Parallel Taxiway “J” Future Taxiway “J” is to be constructed 400 feet east of and parallel to Runway 14-32 at a width of 75 feet. Construction of this taxiway is vital to support future aviation development of the airport’s east side. It is anticipated that the taxiway will be constructed in phases, with the northernmost portions having the highest priority. Construction phases are summarized below and may vary somewhat depending on the needs and funding available at the time of application:

> Phase I, North Section—The first 5,100 feet of the north end is required in the near future (2-5 years) to support future hangar

3–18 Klamath Falls Airport Master Plan (January 2005) AIRFIELD DESIGN CHAPTER 3

development on the east side. An exit taxiway corresponding with Taxiway E would also be completed during this phase. Depending on funding available at the time, Phase I may be broken into two sub-phases. Currently, the Air National Guard (OANG) munitions Quantity-Distance (Q-D) zone restricts eastside hangar development, but it is less likely to affect taxiway construction since taxiways are considered a public transportation route, which is often associated with a less restrictive Q-D zone.

> Phase II, Center Section—Phase II will extend Taxiway “J” south of Runway 7-25 some 1,200 to 2,500 feet to align with a future exit taxiway (to be constructed during this phase).

> Phase III, South Section—The last phase completes the parallel taxiway project by providing access to the Runway 32 end. This section will not be necessary for at least 10 to 20 years and is complicated by the presence of navigational aids and wetlands that would need to be relocated or removed.

Taxiway “D” OFA The OANG lease limit line for the aircraft ramp terminates at the painted edge of Taxiway “D” and not the object free area. The standard setback from the taxiway centerline to a fixed or movable object is 130 feet (Aircraft Design Group IV). Presently, the OFA is clear; however, the OANG’s lease does not restrict use or object placement within the Taxiway “D” OFA. During periods of heavy OANG activity when the apron becomes congested, Taxiway D is closed between Taxiways E and F to allow encroachment into the OFA. It is preferable to formalize the taxiway clearance requirement in any future agreement with OANG. Should aircraft parking or a permanent structure be permitted within the OFA, it will be necessary to submit a modification to airport design standards to the FAA. In this case, the airport/OANG may be required to correct the non-standard condition by widening or realigning Taxiway “D” to provide the required clearance or by decommissioning that portion of Taxiway “D” and converting it to a taxilane.

Runway Hold Lines Runway holding position lines (hold lines) identify the location on a taxiway where a pilot is to stop when not cleared to proceed onto the runway. All taxiways intersecting runways must have hold lines located at an appropriate distance from the runway centerline. The appropriate setback distance is determined by the design aircraft and the type of approach to the runway. For angled taxiways, the

Klamath Falls Airport Master Plan (January 2005) 3–19 CHAPTER 3 AIRFIELD DESIGN

distance is measured from the edge of the hold line closest to the runway. Except for certain unique situations, the hold lines are to be installed perpendicular to the taxiway centerline. A discussion follows for Runways 14-32 and 7-25.

Runway 14-32 Hold Lines As previously discussed, Runway 14-32 is designated as ARC D-IV and has a precision approach serving Runway 32. The standard location for holding position markings is 250 feet at sea level. This setback is then corrected for elevation by increasing the distance by 1 foot for each 100 feet of elevation above mean sea level. There- fore, all taxiways intersecting Runway 14-32 should have a hold line positioned 291 feet from the runway centerline. Presently, only Taxiway “B” meets this requirement. The remaining hold lines are all located between 250 and 275 feet from the runway centerline at the closest point and must be relocated further back from the runway.

Runway 7-25 Hold Lines Runway 7-25 is designated as ARC B-III with both approach ends programmed to receive a non-precision GPS approach during fiscal year 2006. The standard setback is 200 feet for airports below 6,000 feet mean sea level. All taxiway intersections are located at least 250 feet from the centerline, exceeding the design standard. No changes are recommended. If the ARC for Runway 7-25 is upgraded to C-III in the future (see feasibility to extend Runway 7-25), the standard setback will increase to 259 feet (250-foot standard plus a 1:100 elevation adjustment for field elevations above 3,200 feet).

Dust Control Taxi operations by large aircraft, such as the KC-135, tend to generate a substantial amount of dust where the engines extend off pavement. During the summer months, dust generation on Taxi- way “D” can be particularly problematic. Since the adjacent soil is not conducive to grass cover, a paved shoulder is recommended to reduce soil erosion. If necessary, the shoulder area can be extended with compacted rock. Paved shoulders are also recommended for Taxiways B and D, primarily to reduce erosion generated by increased helicopter activity (See Figure 3D, Taxiway System).

3–20 Klamath Falls Airport Master Plan (January 2005) AIRFIELD DESIGN CHAPTER 3

AIR TRAFFIC CONTROL TOWER The air traffic control tower (ATCT) facilities, function, and airspace were described in Chapter 1. No changes to the ATCT are recommended in this plan. Air traffic controllers must have a clear view of all arrival paths, departure paths and all ground (aircraft and vehicular) movements under their jurisdiction. In this regard, controller line-of-sight is an important factor for evaluating airport improvements and certain off airport development projects. The ALP includes controller critical site lines and estimated height restrictions that, along with other criteria, help define the areas available for building development.

AIRFIELD LIGHTING AND SIGNAGE This section describes any changes to airfield lighting that may be necessary over the next 20 years. For purposes of this section, airfield lighting consists of the airport beacon, approach lighting, visual approach aids, runway lighting, taxiway lighting and miscellaneous airfield lighting.

Airport Beacon As described in Chapter 1, the dual lens, airport rotating beacon is located east of the former Runway 18 threshold on the east side of the airport. The focal source of the light is approximately 47 feet above ground elevation, projecting outward and upward at a 2 degree angle. Future hangar/building construction on the east side of the airport will require the relocation of the airport beacon. A future site is depicted on the ALP just east of the current position. Consideration should be given to raising the beacon to ensure an unobstructed view over any future buildings to be constructed on the airport’s eastside.

Approach Lighting Currently, Runways 14 and 32 are served by an approach lighting systems (ALS): Medium-Intensity Approach Lighting System (MALS) and Medium-Intensity Approach Lighting System with Rail (MALSR), respectively. No changes are recommended to these systems. A future ALS is reserved for Runway 25 to corre- spond with the new GPS-based approach procedure to be implemented during fiscal year 2006. A MALS or Omnidirectional Ap- proach Lighting System (ODALS) will reduce the future visibility requirement from 1 statute mile to ¾-statute miles.

Klamath Falls Airport Master Plan (January 2005) 3–21 CHAPTER 3 AIRFIELD DESIGN

Visual Approach Aids Runways 14 and 32 are equipped with Visual Approach Slope In- dicator (VASI) lights that provide pilots with a visual reference of the approach profile during the final approach. For the same purpose, Runway 25 uses Precision Approach Path Indicator (PAPI) lights. The VASI serving Runway 32 is out of service. Whenever VASIs require replacement or repositioning, they are normally upgraded to the PAPI system. Although an upgrade to PAPI seems appropriate, the FAA typically will not provide visual guidance to runways with an electronic glide slope. To support its training mission, the OANG may install a PAPI to replace the defunct VASI system. Over the course of the 20-year planning horizon, it may also be necessary to upgrade the VASI lights serving Runway 14 to a PAPI.

Runway and Taxiway Lighting The runway and taxiway edge lighting described in Chapter 1 are adequate and will continue to meet the needs of the airport through the 20-year planning horizon. Other than routine maintenance and electrical upgrades, no changes are recommended.

Miscellaneous Airfield Lighting Miscellaneous airfield lights include a variety of airfield elements including: wind indicators, obstruction lights, etc. All five wind cones are externally lighted to assist pilots operating at night. The four 8-foot tall wind cones located in the touchdown area for each runway end plus the 12-foot tall midfield wind cone all have obstruction lighting. Other objects penetrating navigable airspace may also require obstruction lighting in accordance with any airspace evaluations performed for obstacles penetrating Part 77 surfaces.

Airfield Signage Klamath Falls Airport is certificated under C.F.R. 14, Part 139 which requires a Sign Plan in the Airport Certification Manual. The Sign Plan must show the sign system needed to identify hold positions and taxiing routes on the movement area for air carrier aircraft in accordance with FAA Advisory Circular 150/5340-15, Standards for Airport Sign Systems. As described in the section on Runway Hold Lines, most of the holding position markings protecting Runway 14-32 must be relocated to comply with current design standards. The holding posi-

3–22 Klamath Falls Airport Master Plan (January 2005) AIRFIELD DESIGN CHAPTER 3

tion signs associated with each hold line must be similarly relocated. Other signage modifications will be necessary in areas where additional pavement fillet will be added to provide the necessary wheel- edge safety margin and to accommodate paved shoulder construction. In particular, existing signs located at the Taxiway “F” intersections with Taxiway “G” and Runway 14-32 will require relocation for this reason. Otherwise, a few signs that are worn require replacement and some directional signs are needed to assist transient operators in the vicinity of aircraft parking aprons. Finally, the airfield signage plan will be updated regularly, requiring occasional modifications to airfield signs as needed to comply with current safety standards and operating conditions.

NAVIGATIONAL AIDS Several ground-based navigational aids (NAVAIDs) were described in Chapter 1. Associated with these facilities are NAVAID critical areas that must be maintained clear of any object that can reflect the electronic signals and degrade navigational performance. Two of these critical areas may require modifications or improvements during the 20-year planning cycle: the Very High Frequency Omnidirectional Range / Tactical Navigation (VORTAC) beacon and the Runway 32 ILS glide slope antenna. Both of these facilities are located on airport property and are operated and maintained by the FAA.

VORTAC Critical Area VORTAC Setbacks Minimum VORTAC signals are susceptible to distortion caused by reflec- Permissible Uses tions. Although a complex mathematical analysis is required to de- Distance termine the true effect that an object will have on signal reception 0-200 FT = Level surface quality, the FAA has adopted planning guidelines for object set- = No major irregularities backs (see sidebar below). Despite the guidelines, the FAA has 200-500 FT = Level to 4% downward sloping surface recently required Klamath Falls Airport to avoid metal fencing =No major irregularities within 1,000 feet of the VORTAC facility as part of the perimeter 500-1,000 FT = Level to 4% downward fence extension project. The standard offset is only 500 feet. sloping surface = Metal fence no closer The airport’s desire to enhance security at the airport by extending than 500 feet and upgrading the perimeter fence highlights a potential problem = Single tree no closer with this NAVAID installation; the FAA does not control the off- than 500 feet airport land immediately adjacent to the VORTAC. Furthermore, Over 1,000 FT and clear of the following angle as off-airport surface irregularities within 1,000 feet of the VORTAC measured from the antenna base: are increasing due to materials disposal in the area (primarily con- 2.5 degrees- Non-metal structures crete/construction related waste). It is recommended that the air- 2.0 degrees- Trees 1.2 degrees- Metal structures Over 1,200 FT Overhead power and tele- phone lines Klamath Falls Airport Master Plan (January 2005) 3–23

CHAPTER 3 AIRFIELD DESIGN

port own or control, at a minimum, all property within 1,200 feet of the VORTAC facility (approximately 24 to 33 acres).

Runway 32 Glide Slope Antenna The existing ILS glide slope antenna serving Runway 32 is located about 500 feet east of the runway centerline intersecting the runway touchdown markers. If future parallel Taxiway “J” is extended to Runway 32 in the long term (10 to 20-years and beyond), it will be necessary to relocate the existing glide slope antenna. For planning purposes, the relocation is depicted on the airport layout plan (ALP) to the opposite side of the runway. Relocation to the opposite side is considered a more feasible option given the potentially significant environmental constraints east of the current glide slope position. The future glide slope critical area and ILS hold markings are also depicted on the ALP.

OTHER AIRFIELD SETBACKS This section defines other airfield design setbacks not addressed in other sections, including: runway visibility zones, taxiway object free areas, aircraft parking limit lines, airport imaginary surfaces (C.F.R. 14 Par 77) and building restriction lines. When combined with the setbacks discussed in earlier sections (runway safety areas, runway object free areas, obstacle free zones, controller line-of- sight, and to some extent, military Q-Ds), these restrictions establish the areas available for future aviation and non-aviation development discussed in Chapter 5.

Runway Visibility Zones It is necessary to provide a clear line-of-sight from any point five feet above one runway centerline to any point five feet above an intersecting runway centerline within the runway visibility zone (RVZ). At towered airports, controllers provide the primary means of resolving runway conflicts, making the RVZ particularly im- Runway Visibility Points portant at airports without a 24-hour operating control tower. When the distance between the intersec- Then the visibility The precision radar is within the RVZ and partially obstructs the tion and the runway point is: required line-of-sight from runway centerline to centerline. As a end is: result, Runway 7-25 is closed when the control tower is not in op- ≤ 750’ The runway end eration. To resolve this situation and to restore Runway 7-25 to full >750’ but 750’ from the use, the radar site is shown to be relocated on the airport layout < 1500’ runway intersection plan. The relocated site is shown further to the south between Equidistant from the Runway 14-32 and parallel Taxiway “G”. ≥ 1500’ runway end and intersection If Runway 7-25 is extended to the east in the future, the RVZ will shift eastward as well. No existing structures will restrict the line-

3–24 Klamath Falls Airport Master Plan (January 2005) AIRFIELD DESIGN CHAPTER 3

of-sight within the shifted RVZ. Additionally, the shifted RVZ will not impose any significant restrictions to airport development since the areas affected by the shift are largely unavailable due to the presence of the VORTAC, control tower and munitions storage.

Taxiway/Taxilane Object Free Areas The purpose of Taxiway/Taxilane Object Free Areas (TOFAs) is Taxiway/Taxilane Clearance Standards to provide adequate wingtip clearance for the design aircraft. At Klamath Falls Airport, all taxiways are within the movement area Distance from centerline to fixed or movable object: under the jurisdiction of the local control tower and all taxilanes Taxiway Taxilane are outside of tower jurisdiction. Additionally, taxiways are major ADG-IV 129.5’ 112.5’ throughways in which aircraft taxi at higher speeds while taxilanes ADG-III 93’ 81’ are generally narrow corridors within or adjacent to aircraft parking * areas where aircraft taxi at low speeds. Consequently, taxiway ADG-II 65.5’ 57.5’ OFAs are wider than taxilane OFAs. With the exception of the ADG-I 44.5’* 39.5’ *-Not applicable to Klamath Falls Airport; all taxiways are ADG-III and eastern portion of Taxiway “F” and that same portion of the future ADG-IV. parallel taxiway providing access to Runway 25, taxiway clearances are provided for airplane design group (ADG) IV aircraft (wingspans of less than 171 feet). Parallel taxiways serving Runway 7-25 east of future Taxiway “J” are ADG-III (wingspans less than 118 feet). Taxilanes are more restrictive and may be striped according to individual tenant needs. Public use taxilanes may be restricted to ADG I through III, depending on the needs and purpose of a particular parking arrangement.

Aircraft Parking Limits Aircraft Parking Limit (APL) lines are established to define where it is appropriate to park aircraft. Depending on the configuration of an airfield, APL lines may be set with respect to a runway or taxiway. Due to the airfield configuration, the APL lines at Klamath Falls Airport are set with respect to the taxiway OFAs, and in some cases, other required clear areas (NAVAID critical areas and RVZ). All APL lines are depicted on the airport layout plan.

Airport Imaginary Surfaces C.F.R. 14 Part 77, Objects Affecting Navigable Airspace, identifies the airspace necessary to ensure the safe operation of aircraft. This airspace is defined for each airport by a series of imaginary surfaces. The dimensions and slopes of these surfaces depend on the configuration and approach categories of the runway system. General- ly, the most critical among the imaginary surfaces are the approach surfaces.

Klamath Falls Airport Master Plan (January 2005) 3–25 CHAPTER 3 AIRFIELD DESIGN

As noted earlier, Klamath Falls Airport has a published precision approach to Runway 32 and non-precision approaches to Runways 14 and 32. Runways 7 and 25 are programmed to receive non- precision GPS-based approaches during fiscal year 2006. Although initially these GPS approaches to Runways 7 and 25 will have visibility minimums not lower than 1 statute mile, the master plan recommends the installation of approach lights to Runway 25 to reduce the visibility minimums to ¾ statute miles for that runway end. The airspace plan depicts the imaginary surfaces associated with the lowest visibility minimums planned for the airport, objects penetrating those surfaces and the proposed disposition of those objects.

Building Restriction Lines The building restriction line (BRL) defines the limits of development of all on-airport structures, except facilities required by their function to be located near runways and taxiways. Areas not suitable for building areas include existing and ultimate runway protection zones, runway and taxiway object free areas, runway visibility zones, NAVAID critical areas, instrument approach obstacle clearance surfaces and controller line-of-sight. After these restrictions are taken into account, the airport layout plan considers the height restrictions associated with airport imaginary surfaces. Where no other restriction exists, the BRL is set at a minimum distance of 640 feet from the centerline of Runway 14-32 and 390 feet from the centerline of Runway 7-25. In cases where the BRL is established by imaginary surfaces, the airport layout plan includes a height (e.g., BRL-20 feet) to indicate a variable BRL limited by Part 77 surfaces (e.g., taller structures must be set back further than shorter ones).

SECURITY CONSIDERATIONS Following the terrorist acts of September 11, 2001, increased em- phasis has been placed on all facets of airport security. It is noted that Klamath Falls Airport has a variety of security functions already in place due to the presence of airline operations and a military base. The airfield is patrolled regularly by OANG personnel. Special use facilities such as agricultural spray operations and the fire attack base have been provided with segregated facilities, making unauthorized access to these aircraft and equipment more difficult. At the time of writing, the Transportation Security Admin- istration (TSA) was in the final stages of completing guidelines for general aviation airport security. While Klamath Falls Airport may have already enacted many of these security precautions, it is rec-

3–26 Klamath Falls Airport Master Plan (January 2005) AIRFIELD DESIGN CHAPTER 3

ommended that the final version of the TSA document be reviewed and additional measures be taken where appropriate.

Airport Perimeter Security The airport is currently expanding and upgrading its perimeter fence and gate access system. Specifically, the extension and upgrade includes the entire east side of the airport. Access through any of the gates will be permitted utilizing a secure key system that records gate use. In the future, it may be desirable to provide lighting at all gate entrances and security cameras at key access points.

Runway End Protection Runway 25 is within about 75 feet of Homedale Road, which is available for public use. To provide additional protection to aircraft using Runway 25 it is recommended that the airport acquire, at a minimum, the property within the Runway 25 runway protection zone and realign or close that portion of Homedale Road closest to the runway end. The additional property is also recommended to ensure continued land use compatibility with airport operations and to preserve for a potential eastward extension of Runway 7-25 in the future.

OTHER RECOMMENDATIONS This section makes other recommendations for the Klamath Falls Airport that were not covered in any of the other sections. In general, this section highlights the need for additional studies and identifies items to be monitored by airport management.

Resolve Drainage Problems The airport has significant drainage problems due to the flatness of the airport property and early construction techniques. Although, some improved flow may be realized by cleaning existing pipes and basins of accumulated debris, a comprehensive airport-wide drainage plan is needed to systematically improve airport drainage. Such a plan will likely recommend the construction of water detention/retention basins, additional piping, sump/lift stations, water sampling stations, HAZMAT cleaning stations, etc. The drainage plan should be initiated and implemented in the short-term to minimize future drainage problems associated with renovation and new construction projects and associated piece-meal drainage improvements. Areas of primary concern include:

Klamath Falls Airport Master Plan (January 2005) 3–27 CHAPTER 3 AIRFIELD DESIGN

> Airline Terminal Area—this area is occasionally inundated with storm water that is backing up within the OANG lease area to the south. > Northwest Corner of the Runway 14-32 RSA—drainage swales located northwest of the Runway 14 threshold regularly overflows into the RSA. Presently, water drains to low points without catch basins, which causes water to pond over a large area. > Southern Portion of Runway 14-32—as described in the runway section of this chapter, stormwater runoff is collected through inlet drains located on shoulder pavement. Some of these inlet drains appear to be at relatively higher sections and may not be collecting runoff, resulting in occasional water pool- ing in the Runway 32 touchdown zone. > Runway 7-25 east of Runway 14-32—the infield area between the runway and Taxiway F experiences seasonal flooding. > Other Infield Areas—seasonal flooding also occurs west of Runway 14-32 and between Taxiways “D” and “G”.

Property Map (Exhibit A) With more than 60 years of history at Klamath Falls Airport, a variety of land acquisitions, transfers and property rights have occurred. In order to ensure compliance with various grant assuranc- es, it is necessary to prepare an airport property map. The airport property map should be prepared in accordance with the applicable FAA checklist to include: a detailed description of the airport property line, parcel information concerning acquisition dates and the grant agreement numbers, and any applicable easements that the airport owns on adjacent properties. To complete the property map, it is anticipated that a title search and detailed record of survey will be necessary in addition to field validations and surveys.

Relocate Munitions Storage The munitions being stored on the east side of the airport and the associated quantity-distance (Q-D) setback requirements significantly constrain civil growth throughout the long term planning horizon. It is recommended that the airport continue to maintain dialogue with the OANG to reduce these on-airport land holdings and setback restrictions and to develop the area for civil aviation / non-aviation use.

3–28 Klamath Falls Airport Master Plan (January 2005) AIRFIELD DESIGN CHAPTER 3

Property Needs To ensure the continued and logical pattern of aviation growth at Klamath Falls Airport over the long term and to avoid future growth incompatibilities, the airport or City of Klamath Falls should begin to acquire additional land east of the current airport property boundary. Other reasons why additional property is recommended include: wildlife management, proximity of Homedale Road to the end of Runway 25, protection of VORTAC critical area, preservation for a potential runway extension, roadway rea- lignments and new roadway construction. The land is not needed for immediate use, so the program to increase land holdings should include rights of refusal and a purchase program for when land becomes available for sale by the owner. Figure 3E depicts the property to be acquired over time and indicates the priority level.

Klamath Falls Airport Master Plan (January 2005) 3–29 CHAPTER 3 AIRFIELD DESIGN

Figure 3E, Property Needs

3–30 Klamath Falls Airport Master Plan (January 2005)

Airline Terminal Facilities

OVERVIEW The terminal complex occupies an 8-acre, rectangular- shaped site in the northwest quadrant of Klamath Falls Airport and consists of three main components: terminal building, airline apron and vehicle parking lot. Due to the specific needs associated with air carrier operations and public transportation, facilities supporting the carriage of airline passengers at Klamath Falls were given principal consideration in this master plan. The existing airline terminal facilities are depicted in Figure 4A, Airline Passenger Facilities. One of the principal complications with the existing layout is the close proximity between the terminal’s two adjacent facilities: the existing Fixed Base Operation (FBO) and the Air National Guard (ANG) base. More recently, security has become a focal point as greater separation between public aircraft aprons and airline operations is desirable. Finally, the present condition of the existing terminal building and its ability to accommodate larger aircraft has been called into question. This chapter evaluates and recommends improvements to each of the component functions of the airline terminal. Particular empha- sis is placed on the main component, the terminal building. Poten- tial enhancements to the airline apron, vehicle parking, access and circulation are also discussed.

Klamath Falls Airport Master Plan (January 2005) 4–1

AIRLINE TERMINAL FACILITIES CHAPTER 4

TERMINAL BUILDING The airline terminal building is the center of passenger activity at the Klamath Falls Airport. It is used by residents of the surrounding region and visitors traveling through the airport. This section provides some background information, identifies the major factors necessitating change and recommends phased improvements that may be necessary during the 20-year planning period. Many of the details provided in this section were taken from the recently completed terminal planning and programming study, the Klamath Falls Airport Concept and Budget Report (M&H Engineers and Archi- tects, October 2003).

Background The two-story terminal building was constructed in 1959 to replace the original terminal that was located about 40 feet to the east of its present location. The terminal building houses two airline ticketing counters, airline offices, a baggage make-up area, three rental car counters, a baggage claim area, a pair of non-secured restrooms, security-related office space and check areas, a non-secured hold room, a smaller secured hold room, leased offices and a restaurant. Figures 4B and 4C show the current interior layouts of the first and second floors, respectively. The entire building is constructed of glue-laminated timber with masonry bearing walls and steel col- umns containing 15,107 square feet (SF) of gross floor space: 11,358 SF on Level 1 and 3,749 SF on Level 2. The following ad- hoc expansions and renovations have occurred since the original construction: ! Southeast Hold Room— completed in 1976, the southeast hold room is presently serving as a small, secured passenger hold room. It is constructed at apron level with exposed laminated wood roof beams. ! Baggage Claim Wing— constructed on the north side of the terminal in 1986. The wing is constructed on-grade with exposed wood beams and 8-inch joists in between. A leased office and vestibule are also located within this wing. In 1997, a baggage conveyor was installed, replacing the baggage shelf. ! 2nd Floor Renovations— a fire during 2000 led to the complete renovation of the second floor restaurant, including replacement of the upper roof. ! Hold Room Renovation— in 2002, half of the existing hold room was reconfigured to accommodate a new security checkpoint layout that was mandated by the newly created Transpor- tation Security Administration (TSA).

Klamath Falls Airport Master Plan (January 2005) 4-3

CHAPTER 4 AIRLINE TERMINAL FACILITIES

The building’s mechanical, electrical, and plumbing systems are mostly of original vintage, although some upgrades have occurred. Likewise, the airport has maintained the terminal’s original building aesthetics: exposed timber roof and floor framing. The conduit and wiring systems are mostly surface- mounted or exposed, presenting an eyesore.

Key Factors Chapter 2 described several major trends that could affect airline travel at Klamath Falls Airport over the next 20 years. The approach was conservative to avoid both over and under investment in airline passenger facilities. The need for, and timing of, building improvements can be divided into three groups: immediate concerns, short-term concerns and long-term concerns.

! Immediate Concerns (within 1 year)—these concerns are largely an outgrowth of mandated security procedures and equipment. Essentially, new security space was created at the expense of circulation space which now disrupts logical passenger flow through the building, constrains queuing lines at ticketing and the security checkpoint, and reduces office and storage space that were assigned to other functions. It is desirable to re- coup the lost space and restore passenger convenience and comfort.

! Short-term Concerns (within 10 years)—While not an immediate concern, it is desirable to upgrade the building aesthetics and systems to enhance passenger comfort, to project a posi- tive image to passengers visiting the Klamath Falls area, and to take advantage of the operating efficiencies associated with new building systems. Another pressing issue is the anticipated changeover to larger regional aircraft that will result in higher peak-period passenger volumes and the need for additional building space (see next section entitled Terminal Space Re- quirements).

! Long-term Concerns (beyond 10 years)—the factors driving terminal development beyond 10 years are uncertain, but generally focus on increasing levels of service (additional flights, destinations, and/or a second airline). The passenger terminal must be adaptable to the changing needs of airlines and passengers and provide a long term opportunity for growth that is respon- sive to historic constraints of the terminal area. It will likely be necessary to reevaluate terminal facilities periodically throughout the planning period in response to changing conditions being experienced.

4–6 Klamath Falls Airport Master Plan (January 2005) AIRLINE TERMINAL FACILITIES CHAPTER 4

Terminal Space Requirements This section assesses floor space allocations and makes recommendations that respond to the projected increase in peak-hour USABLE SPACE passenger volumes. Peak-hour passenger volumes will effectively Revenue Generating double in 2 to 7 years when larger 70-seat aircraft replace the 30- Airline space including: ticketing count- seat aircraft that are currently in use. The affect this will have on ers, ticketing offices, baggage make- terminal space is individually assessed for each functional compo- up areas and exclusive-use baggage claim and input areas. These spaces nent of the terminal building. are leased from the airport for the use of conducting airline operations. Passenger terminal buildings are functionally divided into two pri- Concessions space: spaces leased by mary categories of space: usable and unusable. The former is sub- various tenants to conduct business at divided into revenue generating and non-revenue generating areas, the airport. Storage areas maintained by tenants are also considered con- which are further divided into specific uses (see adjoining sidebar). cessions space.

Generally, terminals and their functional components are sized to Non-Revenue Generating accommodate average peak-period conditions expected to occur Public space including: circulation ar- during the busiest month. At Klamath Falls Airport, the space re- eas, lobby, waiting areas, seating ar- quirements of the terminal are dependent on peak-hour demand eas, public conference rooms, secured and non-secured restrooms, secured activity, which is determined from the seating capacity and board- hold rooms, baggage claim and pas- ing load factors of aircraft serving the airport. senger queuing areas. Support spaces including: mechanical, Terminal peaking characteristics are described in Table 4A, Projected electrical, and communications rooms, Peak Hour Passengers. Using current average boarding load factors, general airport storage and maintenance spaces, and airport security sta- the 2002 peak-hour total passenger demand was calculated at 52 tions. passengers (26 enplaning and 26 deplaning). Projections beyond 2002 are based on the future aircraft types and load factors docu- NON-USABLE SPACE mented in Chapter 2. Table 4A also includes peak-hour passenger Building structure, atriums and utility projections under the “high-growth scenario” and represents a chases. contingency plan in the event of additional passenger stimulation (see Chapter 2). For planning purposes (beyond 2012), the second scenario assumed the introduction of a second airline that would use a 50-seat regional jet and a partially overlapping flight schedule to determine the terminal space needs. Table 4B, Terminal Space Re- quirements, summarizes the space allocations recommended to support these passenger volumes. TABLE 4A Projected Peak Hour Passengers Boarding Peak Hour Total Annual Peak Hour Year Load Factor Deplane- Peak Hour Enplanements Enplanements (BLF %) ments Passengers 20021 32,200 71.05 26 26 52 2007 34,200 78.06 56 56 112 2012 38,200 87.24 63 63 126 2017 41,700 95.14 69 69 138 20122 45,500 69.16 85 85 170 20172 49,600 75.43 92 92 184 20222 54,100 82.27 101 101 202 Note: 1Existing data from 2002 peak-hour boarding load factors and flight schedule provided by Horizon Air. 2High-growth, two air carrier scenario Source: Mead & Hunt, Inc.

Klamath Falls Airport Master Plan (January 2005) 4-7 AIRLINE TERMINAL FACILITIES CHAPTER 4

Existing Natural Growth Scenario Stimulated Growth Scenario Space Square Foot (SF) Requirements High Growth Requirements (SF) 2002 2002 2007 2012 2017 2012 2017 2022 1 Q400 & 1 Q400 & 1 Q400 & Aircraft at Gate 1 Q200 1 Q200 1 Q400 1 Q400 1 Q400 1 CRJ 1 CRJ 1 CRJ Annual Enplanements 31,153 31,936 34,224 38,251 41,717 45,488 49,610 54,105 PHEP1 26 26 56 63 69 85 92 101 PHDP1 26 26 56 63 69 85 92 101 Peak Hour Total PAX 52 52 112 126 138 170 184 202

Airline Space Airline Ticketing ATO Counter – LF 22 18 24 24 24 42 42 42 ATO Office 945 630 840 840 840 1,470 1,470 1,470 Baggage Make-up 850 442 952 1,071 1,173 1,445 1,564 1,717 Baggage Claim Baggage Input 288 288 288 288 288 500 500 500 Bag Claim PAX Area 1,080 346 746 839 919 1,132 1,225 1,345 Bag Claim Device - LF 67 23 50 56 61 75 82 90 Passenger Hold Room 451 0 0 0 0 0 0 0 (Secured) Subtotal Airline Space 3,614 1,706 2,826 3,038 3,220 4,547 4,759 5,032

Concessions Rental Car RAC Counter - LF 47 36 36 36 36 48 48 48 RAC Office Area 367 576 576 576 576 768 768 768 Restaurant 3,103 3,103 3,103 3,103 3,103 3,103 3,103 3,103 Other Lease Space 800 800 800 800 800 1,000 1,000 1,000 Subtotal Concessions 4,270 4,479 4,479 4,479 4,479 4,871 4,871 4,871

Public Space Public Circulation 2,462 2,328 2,297 2,704 3,055 2,951 3,368 3,823 Public Lobby / Seating 904 900 1,206 1,347 1,470 1,602 1,748 1,906 ATO Queue Area 148 270 360 360 360 630 630 630 RAC Queue Area 320 360 468 468 468 624 624 624 Security Queue Area 275 275 340 340 340 400 400 400 Passenger Hold Room 0 585 1,260 1,418 1,553 1,913 2,070 2,273 (Secured) Gates 1 1 1 1 1 2 2 2 Restrooms (Unsecured) 560 603 600 661 712 729 789 867 Restrooms (Secured) 0 0 260 260 260 380 380 380 Subtotal Public Space 4,669 5,321 6,791 7,558 8,217 9,229 10,009 10,902

Support Space Airport Administration 0 0 0 0 0 0 0 0 Airport Security 560 500 900 900 900 900 900 900 Mechanical/Electrical/ 664 1,378 1,476 1,650 1,800 1,962 2,140 2,334 Janitorial/Storage Subtotal Support 1,224 1,878 2,376 2,550 2,700 2,862 3,040 3,234

Building Structure/Non- 1,330 1,330 1,423 1,594 1,737 1,894 2,064 2,250 usable Space

Total Gross SF 15,107 14,714 17,895 19,219 20,353 23,403 24,743 26,289 Total Revenue Space 7,596 5,897 7,017 7,229 7,411 8,918 9,130 9,403 Total Non-Revenue Space 6,181 7,487 9,455 10,396 11,205 12,592 13,549 14,636

Table 4B Notes: Some numbers may not total due to rounding. 1Peak-Hour Enplaned or Deplaned Passengers from 2002 peaking calculations. Sources: Terminal Floor Plans. Terminal Space Requirements FAA AC 150/5360-13, Planning and Design Guidelines for Airport Klamath Falls Airport Terminal Facilities. FAA AC 150/5360-9, Planning and Design of Airport Terminal Facilities at Non-Hub Locations. Mead & Hunt, Inc.

4–8 Klamath Falls Airport Master Plan Report (January 2005) AIRLINE TERMINAL FACILITIES CHAPTER 4

Recommended Terminal Building Improvements Based on the space requirement recommendations of the previous section and the terminal analysis that was performed as an independent study, most of the functional building areas within the terminal are adequately sized. Additional floor space is needed for the secure passenger hold room, queuing space at service counters, and support facilities for storage and maintenance. Many space deficiencies can be resolved by reconfiguring the interior layout. Aes- thetic improvements and other enhancements are also recommended to resolve building code deficiencies and electrical, mechanical, plumbing, and communication inefficiencies.

Building improvements must be phased to ensure the uninter- Proposed Aesthetic Improvements rupted operation of the terminal. Airline operational demands, physical site restrictions, structural constraints, and financial funding are other important factors that may influence the timing of renovations and the range of improvement options available. Two major construction phases are envisioned. Phase I projects should be completed within 1 to 2 years. Phase II projects should be un- dertaken within 5 years. Other projects that may be necessary during or beyond construction phases 1 and 2 are also identified. Terminal building improvements recommended in the Terminal Concept and Budget Report are contained in the following sections. For added construction and funding flexibility, individual projects within each major phase are listed in order of priority and construction sequence.

Phase 1 Terminal Improvements

Phase 1 resolves current space, building code and system inadequa- Phase 1 Terminal Improvements are cies by expanding the secured hold room, renovating the airline depicted in Figures 4D and 4E. and non-secured lobby areas and performing the following system upgrades and aesthetic improvements: ! Construct 1,915 SF Secured Hold Room Addition ! Construct Airside Covered Walkway Addition ! Renovate Airline and TSA Counters and Offices ! Perform System Upgrades ! Renovate Non-Secure Lobby Area ! Reconfigure Elevator and Stairs ! Replace Eastern Façade Curtain Wall and Windows ! Reconstruct Emergency Stairwell ! Construct Airside Vestibule ! Construct Landside Vestibule ! Improve Interior and Exterior Signage Ticketing Counters ! Renovate Non-secure Restrooms ! Replace Baggage Claim Carpeting

Klamath Falls Airport Master Plan (January 2005) 4-9

CHAPTER 4 AIRLINE TERMINAL FACILITIES

Phase 2 Terminal Improvements

Phase 2 Terminal Improvements are depicted Phase 2 further improves operational efficiency and enhances the in Figure 4F. building’s aesthetic. The projects identified in this section can be accomplished separate from those in Phase 1 when funding becomes available. For planning purposes, they are assumed to occur within 5 years.

! Renovate Rental Car Office Space and Counters ! Renovate Baggage Claim Area and Roof ! Improve and Update Miscellaneous Fixtures and Furnishings ! Improve Exterior Aesthetic

Other Terminal Improvements The terminal concept report identified other improvements that may or may not be needed within ten years. In addition to these projects, key issues that may affect the terminal beyond the ten year timeframe are also discussed. A brief description of each improvement follows.

! Baggage Makeup Expansion—Phase 1 improvements to the airline ticketing and TSA counters and offices provides only 360 square feet of baggage makeup area where 1,000 square feet is recommended. Should it become necessary in the future, the baggage make-up area can be extended to the south by con- structing a small building addition. The tenant airline’s willing- ness to accept a larger lease area will largely determine the timing of this expansion.

The airport layout plan does not include ! TSA Space Renovations—Phase 1 improvements to the TSA westward terminal expansion and roadway modifications. Increasing service to new des- baggage screening area will provide space for an explosive de- tinations would most likely be accomplished tection device area and manual search station. Additional reno- through inter-airline code-sharing arrange- vations to TSA space will be necessary should a room-sized ex- ments by an incumbent carrier. However, the plosive detection system be required in the future. likelihood of sustainable service by a second carrier should be continuously assessed by airport management. The effect that a new ! Second Air Carrier Contingencies—the “stimulated” growth airline would have on continued service by contingency forecast includes a possible new entrant carrier the incumbent carrier should also be considered. serving the airport. To accommodate another airline ticketing office within the existing terminal building, the only logical solu- tion would be a terminal expansion to the west and a corresponding displacement of the curbside roadway and parking lot.

4–12 Klamath Falls Airport Master Plan (January 2005)

CHAPTER 4 AIRLINE TERMINAL FACILITIES

AIRLINE APRON The airline apron is 320 feet wide and 290 feet deep, which is sufficient space to accommodate two Bombardier Q-200 aircraft that power into and out of position. The apron is also deep enough to allow large aircraft remote parking at the east end of the apron, clear of Taxiway “D”. As discussed in Chapter 2, airline service by larger regional aircraft is expected to replace the smaller turbo-prop flights within 2 to 7 years. Also to be considered is the feasibility of accommodating two of these larger aircraft on the airline apron at the same time. Figure 4G, Terminal Area Plan (and adjacent sidebar), illustrates that the existing apron is large enough to accommodate simultaneous gate operations by regional aircraft. Airside security has become a major factor to consider when evaluating airline terminal functions. Employees operating on the airline ramp must wear appropriate identification tags that are coded to their security clearances. Likewise, airline passengers are screened by TSA agents prior to boarding and are monitored by airline personnel while passing between the aircraft and terminal building. Although the adjacent FBO has acceptable security precautions in place that limits access to the airport operations area, general aviation pilots and passengers are not screened by TSA agents and are not required to wear visible airport identification badges. To reduce the number of unscreened people in the vicinity of the airline apron, it is recommended that the FBO building, transient parking apron, and related functions be relocated. The existing FBO site may be converted to a compatible alternate use and preserved for long-term terminal expansion. Relocation of the FBO function was deemed to be more practical than relocating the airline terminal.

VEHICLE PARKING LOT AND ACCESS The existing vehicle parking lot and overflow parking area adjacent to and west of the existing FBO hangar requires long walking distances and offers limited expansion potential. Once the facilities are relocated, the existing FBO site can be converted to accommodate large aircraft parking hardstands, airport administrative offices, expanded airport maintenance facilities, additional vehicle parking with shorter walking distances, and an expanded terminal loop-road. These improvements would be compatible with airline

4–14 Klamath Falls Airport Master Plan (January 2005) AIRLINE TERMINAL FACILITIES CHAPTER 4

operations and would reduce the long-term constraints on airline terminal facilities. Figure 4G, Terminal Area Plan, illustrates the expanded terminal facilities. Currently, vehicular access to the terminal requires a double- crossing of the railroad line west of the airport on Washburn Way and Joe Wright Road. To resolve this, a new access roadway segment is recommended to bypass the railroad tracks all together (see Figure 4H, Proposed Airport Access Road). To the extent practical, the access roadway should be beautified and local zoning modified to limit industrial uses along the access roadway. An additional study may be necessary to identify alternate point of access and roadway alignments and protect this important piece of infrastructure.

Klamath Falls Airport Master Plan (January 2005) 4-15

Landside Development

OVERVIEW The landside area of an airport encompasses all of the airport property not devoted to runways, taxiways, airfield clear areas, and other airfield-related functions. Among the landside facilities found at most public-use airports are: ! Fixed base operations (FBO) facilities ! Transient aircraft parking aprons ! Remote, large aircraft, or VIP aircraft parking aprons ! Based aircraft tie-downs and storage hangars ! Corporate aircraft storage hangars / offices ! Aircraft maintenance facilities and washing areas ! Fuel storage and dispensing equipment ! Security fencing, lighting, signage, and access gates ! Airport maintenance shelters and administrative offices ! Access roads and automobile parking areas ! Public-use restrooms and telephones ! Other airport compatible, non-aviation revenue producing facilities The focus of this chapter is on providing a logical direction for landside development and includes the following objectives:

! Accommodating projected demand, ! Fostering compatible development between adjacent user groups, and ! Resolving long-term constraints to civil aviation development.

Klamath Falls Airport Master Plan (January 2005) 5–1 CHAPTER 5 LANDSIDE DEVELOPMENT

The facilities depicted in this chapter are conceptual in nature. Conceptual facility designs are presented as a means of identifying the nature and extent of development that could occur at a selected site. It is expected that any proposed development will generally be compatible with those presented herein. The first step in planning new landside facilities is the identification of constraints and influences shaping specific building development sites. After development sites are identified, landside facility requirements are determined and conceptual development schemes are generated. The chapter concludes with other recommendations affecting landside development.

CONSTRAINTS AND INFLUENCES Before new landside facilities are planned, it is important to document the various constraints and opportunities that will influence growth patterns throughout the planning period. As shown in Fig- ure 5A, Civil Aviation Development Constraints, the opportunities for civil aviation growth are presently limited by: airfield setbacks, physical barriers, airport property limitations, military safety setbacks and leased areas, existing facilities, roadway access, and potential environmental constraints.

! Airfield Setbacks—The interior boundary of the landside area is determined by the necessary setback distances from runways, taxiways, line-of-sight requirements, and navigational aid clear areas discussed in Chapter 3.

! Physical Barriers—Ultimately, aviation growth is limited by physical barriers that cannot readily be overcome. Klamath Falls Airport is physically constrained on the north by the South-Side Bypass, to the east by the Burlington Northern Railroad, to the south by the Lost River Diversion Channel, and to the west by the Union Pacific Railroad. Although railroad tracks are generally considered a physical barrier, discussions have revealed that it may be possible to combine rail service onto one track, thereby creating a possible long-term opportunity to eliminate one of the railroad constraints.

! Airport Property Limitations—The existing airport property boundary also limits development. The acquisition of additional airport property could reduce this constraint if additional land would promote a logical sequence for aviation growth or protection from incompatible land uses.

5–2 Klamath Falls Airport Master Plan (January 2005) LANDSIDE DEVELOPMENT CHAPTER 5

! Military Safety Setbacks and Leased Areas—The Oregon Air National Guard (ANG) leases a large and non-contiguous portion of the airport. In addition to their leased space, the munitions storage facilities require a safety setback based on the type and quantity of munitions, method of building construction, and calculated blast zones. Depending on the statistical potential for injury, adjacent activities are restricted to a certain Quantity-Distance (QD) from the front, sides, and rear of each munitions storage shelter. The QD Zones are depicted on the ALP, although the size may vary somewhat depending on the materials in storage at a given time. The ANG safety officer has the most current data available concerning the size of the QD clear areas. In short, the storage of munitions on the airport’s east side complicates civil development. The reduction of the QD zones and ANG leased area is instrumental for the long- term viability of civil growth at Klamath Falls Airport. Such reductions are generally consistent with military policies, although some facilities (e.g., munitions storage) may require relocation to a more suitable site.

! Existing Facilities—Most of the areas available for landside- use are already heavily developed. Furthermore, the reconfiguration of the airline terminal area (see Chapter 4) will require the relocation of the FBO and its associated functions, including the displacement of about 50 based aircraft. Other modifications within the already developed building areas may occur depending on the specific tenant’s needs.

! Roadway Access—Airline terminal access will be provided with a dedicated access-loop road at some point in the future, requiring altered on-airport vehicular traffic patterns. Similarly, corporate development will increase traffic on the airport’s access roadways. Finally, future development on the airport’s east side will be enhanced by a dedicated access point connecting to the South-side bypass.

! Potential Environmental Constraints—The presence of off- airport environmental constraints as well as the range of mitigation options available is largely unknown. Known on-airport environmental constraints are largely limited to wetland pockets and drainage swales, the resource values of which has not been quantified. An environmental baseline report or environmental assessment is necessary to determine how they might influence future development.

Klamath Falls Airport Master Plan (January 2005) 5–3 CHAPTER 5 LANDSIDE DEVELOPMENT

This page intentionally blank

5–4 Klamath Falls Airport Master Plan (January 2005) LANDSIDE DEVELOPMENT CHAPTER 5

Growth Trends and Opportunities Based on the airport’s layout and development constraints, several opportunities exist for accommodating additional civil aviation growth and are identified in Figure 5B, Potential Development Sites.

! Site 1, Ready Hangar Area—The ANG Ready Hangar Site in the northwestern corner of the airport was identified as a short- term opportunity. The facility is no longer supporting an alert air superiority mission and is now being used primarily as a remote storage facility for the ANG. As such, the surrounding quantity-distance setbacks are no longer applicable.

! Site 2, East Side— Site 2 is the airport’s east side and includes area that is presently available for aviation use and a large area that is restricted by ANG safety setbacks related to the munitions storage facilities. Improved vehicular access with a connection to the South-Side Bypass and parallel taxiway construction are recommended to make the site attractive to potential users. Removal or relocation of the munitions storage facilities will be necessary to fully develop the site

! Sites 3 and 4, Reserved Civil / Military Development— Site 3 is located east of the ANG Base across Taxiway D and Site 4 is south of Runway 7 at the ANG 270th ATCS Facilities. Site 3 is within the airport operations area and is bounded by the air traffic control movement area and is therefore subject to restricted uses. Site 4 requires the construction of an access roadway to avoid similar use restrictions.

! Site 5, East Area Annex—Site 5 would extend the airport and the east-side development area further to the east. The site was identified as a long-term growth area that should be preserved for future aviation or compatible airport use. Site 5 could also serve as a contingent development site if the east-side munitions storage facilities cannot be removed or relocated.

FACILITY REQUIREMENTS This section documents the types of landside facilities envisioned over the 20-year planning period and forms the basis for the conceptual development schematics that follow. Specific functional components considered include: relocated FBO facilities, based aircraft storage requirements, reserved aviation development sites, and support facilities.

Klamath Falls Airport Master Plan (January 2005) 5–5 CHAPTER 5 LANDSIDE DEVELOPMENT

This page intentionally blank

5–6 Klamath Falls Airport Master Plan (January 2005) LANDSIDE DEVELOPMENT CHAPTER 5

Relocated FBO Facilities The need to physically separate FBO related functions from adjacent airline passenger operations was described in Chapter 4. FBO functions to be accommodated in the future include: transient aircraft parking, FBO building, aircraft maintenance/repair shop, fuel facilities, and snow/ runoff detention areas.

! Transient Aircraft Parking Apron—The transient parking apron should be sufficiently sized to accommodate two large aircraft quick-turn positions and normal-peak period transient tie-downs (nine aircraft, see Chapter 2).

! FBO Building—The FBO building will function as the administrative center and will typically include a service counter, office space, waiting area, pilot lounge, vending/kitchen area, weather briefing rooms, pilot shop, and possibly a conference room. An initial floor space requirement of 10,000 square feet was selected based on the current FBO’s allocation. To accommodate future growth, the building should be expandable to 12,000 square feet.

! Aircraft Maintenance/Shop Space—The FBO maintenance area currently consists of about 5,600 square feet. Additional shop space may be necessary to accommodate larger business aircraft types or multiple aircraft servicing. As a planning guide, 10,000 square feet is planned.

! Fuel Facilities—The FBO’s fuel storage tanks will also be relocated. Consideration will be given to add additional skid- mounted self-serve fuel tanks on or in the vicinity of the transient parking apron, while leaving room for additional tanks in the future.

! Storm Water Collection and Snow Detention—Given the relatively flat environment, increased impervious surface associated with new apron/building development, and prevailing weather conditions, all future developments must provide sufficient space to store plowed snow. The collection of water runoff is also a consideration.

Based Aircraft Storage According to the forecasts provided in Chapter 2, the number of based aircraft at Klamath Falls Airport will increase by 46 over twenty years, from 140 to 186. Upwards of 16 of the projected growth is for larger turbine powered aircraft commonly used for corporate/business aviation. In addition, about 50 smaller airplanes will require hangars/tie-down space in the short-term when the

Klamath Falls Airport Master Plan (January 2005) 5–7 CHAPTER 5 LANDSIDE DEVELOPMENT

FBO is relocated. Otherwise, aircraft storage facilities will be constructed as needed. The timing of new based aircraft facilities are conceptually provided as follows:

! Within 3 years: Construct a new tiedown apron for 35 small airplanes, Construct 20 new T-hangar units, Relocate 4 portable T-hangars located near the existing FBO fuel farm, and Site prep and construction for new corporate tenant.

! Between 3 and 5 years: Construct 7 additional T-hangar units, Construct additional conventional hangars for mid-size aircraft, and Site prep and construction for new corporate tenant.

! Between 5 and 10 years: Construct 8 additional T-hangar units, Construct 2 conventional hangars for mid-size aircraft, and Site prep and construction for 2 corporate tenants.

! Between 10 and 20 years: Construct 18 T-hangar units, Construct 5 conventional hangars for mid-size aircraft, and Site prep and construction for 4 new corporate tenants.

Future Aircraft Storage Demand

Current 0-3 Yrs 3-5 Yrs 5-10 Yrs 10-20 Yrs

Open Hangar1 50 0 0 0 0

Large Corp Hangars 1 2 3 5 10

Conventional Hangars 8 8 9 11 15

T-Hangars 58 83 90 98 108

Tiedowns 5 34 30 33 35

Total Based Aircraft 122 127 132 147 168

1 Existing FBO hangar to be closed. Aircraft currently located within large FBO open hangar will be accommodated by future private hangars and tiedowns.

5–8 Klamath Falls Airport Master Plan (January 2005) LANDSIDE DEVELOPMENT CHAPTER 5

Reserved Aviation Development Sites To account for potential unforeseen aviation demands and to protect for long term civil aviation growth, certain sites should be reserved for future aviation related use. Unforeseen uses could include aircraft deicing, remote aircraft/VIP parking, large-aircraft parking areas, or expanded air cargo areas.

Aviation Support Facilities Aviation support facilities include aircraft washing areas, security fencing, airfield access gates, automobile parking, and vehicular circulation. The conceptual layouts considered these support facilities. Actual layouts will be determined through consultation between the airport and the future tenant-user in consideration of the individual needs of each tenant and the design criteria established by the airport.

CONCEPTUAL DEVELOPMENT This section identifies the type of development envisioned for each potential development site previously identified in Figure 5B.

Site 1 The Ready Hangar Area is sufficiently sized to accommodate most of the foreseen aviation demands through the long term. As envisioned, the site will accommodate the near-term relocation of the FBO facilities as well as some 50 based aircraft, private/corporate hangar development, and aircraft parking apron (See Figure 5C).

Site 2 Due to its location within the tax-favored “Enterprise Zone”, the site has generally been envisioned to serve as an airpark (mixed corporate/industrial/transportation center). The site is expected to serve the airport’s long-term aviation needs, including: aircraft storage space, paved aircraft parking ramps, and any unforeseen aviation uses such as air cargo or aircraft refurbish- ing/maintenance. Safety setbacks associated with munitions storage currently restricts development to about 60 of the 250 acres, complicating the logical development progression and efficiencies that the site offers. Conceptual roadway improvements are also envisioned that would better connect the airport’s east side with the area’s population center to the northeast (See Figure 5D).

Klamath Falls Airport Master Plan (January 2005) 5–9 CHAPTER 5 LANDSIDE DEVELOPMENT

This page intentionally blank

5–10 Klamath Falls Airport Master Plan (January 2005) LANDSIDE DEVELOPMENT CHAPTER 5

Site 3 Site 3 could be developed for either civil or military purposes. The The ANG has identified Site 3 for additional aircraft parking and aircraft site offers some opportunity to consolidate the military functions, MX bay (e-ray, paint shop, etc.). particularly if the east side can be cleared of military uses. Figure 5E depicts a conceptual munitions storage facility that could replace the one restricting development on the airport’s east side.

Site 4 Since Site 4 is located entirely within the airport operations area and is bounded on all sides by the air traffic control movement area, its future use will be limited. The location immediately across from the ANG fighter parking area generally favors military use with limited activity. Given the activity projections of Chapter 2, this master plan does not project a need to close Taxiway D or realign the building area parallel to Taxiway G. Figure 5F depicts a large aircraft ramp, new building and additional space for future expansion.

Site 5 Site 5 is presently located east of the existing airport boundary. Optimum non-aviation development of this area consists of corporate offices, light industrial facilities, clear areas, and unforeseen aviation uses. It is desirable to avoid residential development and community facilities within this location (See Figure 5B).

OTHER RECOMMENDATIONS In addition to the types of development envisioned for each of the available sites, this section identifies several other initiatives that may affect landside development at Klamath Falls Airport.

Homedale Road Interchange and East Airport Access The Oregon Department of Transportation (ODOT) has evaluated several alternative development scenarios to improve and modern- ize the Homedale Road/South-Side Bypass intersection. The primary reason for the project is to reduce the accident potential at the busy intersection. Additional justification came from the previous master plan study that recommended relocating the airline terminal to the airport’s east-side. While this master plan does not recommend terminal relocation, roadway improvements that more directly connect the airport’s east side to the population/business centers would certainly improve vehicle access to primary airport development areas. In addition, it is anticipated that a direct

Klamath Falls Airport Master Plan (January 2005) 5–11

CHAPTER 5 LANDSIDE DEVELOPMENT

roadway connection to the airport’s east side would help stimulate aviation and compatible aviation development. The ALP includes a local roadway connection and interchange similar to those that were under consideration by ODOT.

Acquire/Preserve Additional Land on Airport’s East Side This master plan recommends preserving Site 5 from any land use not compatible (e.g., residential) with airport operations, preferably through fee-simple acquisition as the land becomes available for sale (See Figure 5B). Portions of Site 5 are desired for aviation use, particularly if the QD setbacks on the airport’s east side are not reduced or removed.

Railroad Track Removal The airport is bounded both to the east and west by railroad tracks. The sole track operator is BNSF-UP and the tracks ultimately lead to the same destinations. To date, some dialogue has already occurred between the City of Klamath Falls and the railroad operators regarding the potential to close and remove sections of track. Since removal of one of the tracks would reduce some airport constraints into the long term, it is recommended that this possibility be explored and revisited periodically. Both the Klamath Falls Air- port and the Air National Guard (ANG) base could benefit from railroad removal. Given the timeline of track closures and an unknown preference as to which track is most easily closed, the ALP retains the tracks as a permanent constraining influence on airport growth potential.

5–14 Klamath Falls Airport Master Plan (January 2005)

Airport Noise Contours

Noise is an unwanted byproduct of airport operations. Although many technological advances have helped to reduce aircraft noise exposure on neighboring communities throughout the United States, airport land use compatibility planning remains the primary method of limiting excessive noise exposure on surrounding communities. This chapter provides an introduction to airport noise terminology and analysis techniques. Also presented are the airport noise contours for Klamath Falls Airport. Any proposed development within the boundary established by the airport noise contours should be evaluated to ensure it compatibility with the average aircraft noise levels being experienced. Guidance on airport land use compatibility planning is also provided in this chapter.

AIRPORT NOISE ANALYSIS AND TERMINOLOGY

To fully understand the meaning of the tables and figures included Sound is a type of energy, in this chapter, it is necessary to have a clear understanding of which travels in the form of noise and noise terminology. This section defines what is actually a wave. The sound wave being measured when an airport noise analysis is conducted and causes minute pressure fluc- why it is conducted this way. tuations within the ambient air that are perceived Sound, Noise, and Human Perception through small vibrations of the ear drum. Sound is a type of energy that travels in the form of a wave. The Noise is defined simply as units of measure associated with sound waves are the decibel (dB) an unwanted or an- noying sound.

Amplitude ( a e height) is Klamath Falls Airport Master Plan (January 2005) 6–1

CHAPTER 6 AIRPORT NOISE CONTOURS

and Hertz (Hz) unit, which measure amplitude (loudness) and frequency (pitch or tone), respectively. Although sound energy can be measured accurately with calibrated equipment, people will hear and interpret sound differently. Hu- man ears are particularly sensitive to tones that are within the frequency range where most speech occurs. Therefore, a person will interpret certain tones to be louder than others, even if the sound source emits the same acoustic energy. Stated differently, pitch plays an important role in a person’s interpretation of loudness. Al- so consider that the human range of hearing is limited both in terms of amplitude and frequency. The frequency of a dog whistle is too high in pitch for a person to hear, although nearby dogs will be annoyed by the sound. The annoyance that a dog receives by perceiving the whistle introduces the concept of noise. Noise is generally conceived as unwanted sound yielding a degree of annoyance within a given population. Scientific research has shown that individual people react differently to an identical set of circumstances involving noise. In addition, it has also been shown that the same person will react differently to the same noise, depending on the individual’s activity at the time the noise is perceived, i.e., people are generally more sensitive to noise while sleeping or relaxing than when they are awake and active. Because people do not respond to the same set of circumstances in the same way, statistical analysis is used to ascertain the impacts of transportation noise on a population.

Measuring Noise Loudness, measured in decibels (dB), is the most common parame- The decibel (dB) is the unit of ter for describing sound pressure. The number of decibels is calcu- measuring loudness. Pitch is lated to be ten times the base-10 logarithm of the reference pres- measured in Hertz (Hz) units, sure (the threshold of human hearing). The range of audibility for or cycles per second. the human ear is 0 dB (the threshold of hearing) to 120 dB (the threshold of pain).

The A-weighted decibel (dBA) As previously described, people are not equally sensitive to all is a “frequency-dependent” sound frequencies. Thus, a “frequency-dependent” rating scale that measurement of loudness de- correlates sound tones with the sensitivity of the human ear was signed to approximate that ex- developed. The A-weighted decibel scale (dBA) emphasizes those sound components within the frequency range where most speech occurs. At equal sound pressure levels, low frequencies are perceived as less loud than middle frequencies in the 1,000 to 4,000 Hz range. At frequencies above 4,000 Hz, sensitivity decreases. This weighting provides a good approximation of both the respon- siveness of the average human ear and human perception of sound. Therefore, the A-weighted decibel scale is the commonly Ambient Noise: The background used metric when considering loudness.

noise level absent any readily distinguishable sounds. 6–2 Klamath Falls Airport Master Plan (January 2005)

AIRPORT NOISE CONTOURS CHAPTER 6

Typical ambient neighborhood noise levels range from 50 to 90 dBA. Ambient home noise levels and other interior noise levels are lower (15 to 40 dBA less) due to the attenuation of exterior sounds by the building envelop. Figure 6A lists several different types of sounds and the associated sound levels. Examination of Figure 6A reveals the need for a logarithmic scale. Loudness is perceived to double for every 10 dB increase, while the relative sound energy increases by ten times.

Understanding how people perceive noise is important when con- Figure 6A on the following sidering the impacts of transportation noise. Consider also that page depicts typical noise every noise event has its own characteristics. The degree of com- levels. plexity makes it unlikely that a single number will meaningfully convey all the dimensions of any particular sound. For example, at any given instant, a sound may be:

> Loud or quiet (depending upon the amplitude of the sound wave),

> High or low pitch (depending upon the frequency), > Sudden or continuous, > Peaking or fading, and > Distinguishable or undifferentiated.

Day-Night Average Sound Level Though the A-weighted decibel scale accurately measures human perception of loudness, it does not account for either the degree of Day-Night Average Sound Lev- annoyance based on the duration of a noise event or the differ- el (DNL)- a time-weighted ences in sensitivity depending upon a person’s activity at the time cumulative noise metric, aver- of a noise event. To account for these, an A-weighted metric was aged over a year, and penal- created to statistically predict the degree of annoyance that cumula- ized 10 dBA for operations oc- tive noise exposure would have on a typical population. This noise metric is the Day-Night Average Sound Level (DNL).

DNL recognizes that frequent, medium intensity noise events are more obtrusive than infrequent, high intensity ones. It also considers that people are more sensitive to noise at night than during the day. DNL is commonly used to quantify noise exposure and is invaluable in assessing land use compatibility. DNL represents noise exposure for a 24-hour period, based upon average annual day conditions at the airport. Operations occurring at night (10 p.m. to 7 a.m.) are assessed a 10 dBA penalty to account for the increased sensitivity that accompanies relaxation and sleep. So, one nighttime operation is mathematically equivalent to 10 daytime operations.

Klamath Falls Airport Master Plan (January 2005) 6–3 CHAPTER 6 AIRPORT NOISE CONTOURS

FIGURE 6A, NOISE LEVELS

6–4 Klamath Falls Airport Master Plan (January 2005) AIRPORT NOISE CONTOURS CHAPTER 6

Airport Noise Methodology Aircraft related noise conditions on and around an airport are visually depicted using noise exposure contours. These contours are a Noise models, such as the FAA’s series of geographically-related lines placed on maps for purposes Integrated Noise Model (INM), are of estimating the average noise impact on certain locations and for used by over organizations and assessing land use compatibility in the vicinity of an airport. They countries to assess changes in are generated using a computer model which simulates noise noise impacts resulting from: measurements based upon the type, frequency, and flight paths of = New and extended runways or aircraft. The model uses the annual day-night average sound level runway configurations, (DNL) for quantifying noise. DNL is the 365-day average noise = Changing traffic demand and level, in A-weighted decibels, using a 10 dBA penalty for nighttime fleet mix, operations. DNL expresses the 24-hour average of the summed, = energy adjusted levels. DNL does not precisely define noise im- Revised routing and airspace pacts relative to specific locations at a specific time, but provides redesign, an indication of the degree of annoyance for a given population.

Data collected and entered into the noise model includes: > Average atmospheric conditions, > Runway data,

> Approach, departure, touch-and-go, and overflight tracks, > Current and future aircraft activity and fleet mix, > Departure stage length (distance to be traveled), > Runway and track use splits, and > Day/night operational splits.

Study Findings Noise contours were generated for both the existing (2002) and future (2022) conditions at Klamath Falls Airport using the activity data provided in Chapter 2. The evaluation revealed that military training operations dominate the airport’s noise patterns. In other words, comparatively small changes in military activity levels result in significant changes in the airport’s noise contours. The projected changes in civilian activity and fleet mix were undetectable. The Oregon Air National Guard updates its noise contours for the airport from time to time as they evaluate changes to their fleet mix, activity levels, and operating procedures. Given that this master plan does not include any runway modifications or changes to the flight patterns, it is recommended that the most current noise contours prepared by the OANG be retained as the official noise contours from which local land use controls and policy are established. Figure 6B, Airport Noise Contours, presents the current noise contours prepared by the OANG. The contours shown are based

Klamath Falls Airport Master Plan (January 2005) 6–5 CHAPTER 6 AIRPORT NOISE CONTOURS

Figure 6B, Noise contours

6–6 Klamath Falls Airport Master Plan (January 2005) AIRPORT NOISE CONTOURS CHAPTER 6

on the type of military aircraft and operational procedures currently in place and at reasonable activity levels that may be experienced during the planning period. Military operations generally do not follow an established growth trend and have varied significantly over the years.

LAND USE COMPATIBILITY GUIDANCE Airport noise is a primary concern when considering the compatibility of land uses surrounding an airport. Encroachment of noise sensitive development (residences, schools, churches, auditoriums, etc.) into areas experiencing or likely to experience noise levels of 65 DNL or greater should be avoided. The basic approach to enhancing noise compatibility is to minimize the extent to which noise disrupts human activities or gener- ates annoyance. The best land use planning programs typically allow as few people to occupy highly noise impacted areas as possible. Specific guidance for land use planning around airports involves many levels of government and the public.

Federal Government The primary agency responsible for aviation related land use compatibility is the Federal Aviation Administration (FAA) although other federal departments may have a minor role. Federal regulations pertaining to aircraft noise include: C.F.R. 14 Part 150 - Air- port Noise Compatibility Planning, C.F.R. 14 Part 36 – Noise Standards, and C.F.R. Part 161 – Notice and Approval of Airport Noise and Access Restrictions.

> Part 150 – Establishes a voluntary program to prepare and submit a Noise Exposure Map (NEM) and a Noise Compati- bility Plan (NCP) to the FAA. These planning documents form the basis to use federal airport improvement program funds to acquire land and/or to soundproof certain buildings that exceed certain noise thresholds. Part 150 also establishes the a- weighted decibel as the universal noise measurement tool, establishes the DNL metric for use in preparing the NEM noise contours, and defines acceptable land uses within each DNL contour. Federal land use compatibility guidance is summarized in Table 6A. Generally, most land uses are considered compatible in areas impacted by noise levels less than 65 DNL.

Klamath Falls Airport Master Plan (January 2005) 6–7 CHAPTER 6 AIRPORT NOISE CONTOURS

TABLE 6A

6–8 Klamath Falls Airport Master Plan (January 2005) AIRPORT NOISE CONTOURS CHAPTER 6

TABLE 6A, CONT.

Klamath Falls Airport Master Plan (January 2005) 6–9 CHAPTER 6 AIRPORT NOISE CONTOURS

> Part 36 – Establishes noise standards for aircraft certification and categorizes transport and turbo-jet aircraft into three stages based on the level of noise produced. The noise signatures associated with each level is dramatically different, representing major shifts in technology towards quieter aircraft. The loudest aircraft (Stage 1) have already been retired and are no longer operating in the U.S. commercial fleet. A few Stage 2 aircraft remain (primarily cargo aircraft) that are operating under extended waivers until replacement aircraft become available. Part 36 requires all new aircraft comply with Stage 3 noise levels.

> Part 161 – Establishes a method for airports to impose limitations on Stage 2 or Stage 3 aircraft used by commercial carriers for the purpose of controlling airport noise impacts.

State Government The State of Oregon has developed many policies and guidelines intended to protect the state’s system of airports from incompatible land uses. The Oregon Department of Aviation (ODA) published the Airport Land Use Handbook (January 2003) to help guide city and county governments establish appropriate land use controls around public use airports and to comply with state statutes and provisions. The handbook also contains valuable information specific to airport noise surrounding airports. Oregon agencies having a role in airport noise control and land use planning include the Division of Aviation (ODA), the Department of Transportation (ODOT), the Department of Land Conservation and Development (DLCD), and the Department of Environmental Quality (DEQ).

Department of Aviation (ODA) ODA’s primary role is to protect and enhance the Oregon Avia- tion System. That role, in and of itself, establishes ODA’s interest in land uses surrounding airports especially those that threaten airport viability. In addition to the aforementioned handbook, ODA has developed an Aviation Plan (2000), which includes a number of policies specific to land use. Lastly, ODA acts as a clearinghouse for technical support to local jurisdictions and airport operators and is authorized to receive notice of land use activities impacting airports and to review and provide comments on proposed noise regulations.

Department of Transportation (ODOT) Although not specific to the issue of noise, ODOT has jurisdiction over all state transportation systems. ODOT governs the development of state and local Transportation System Plans

6–10 Klamath Falls Airport Master Plan (January 2005) AIRPORT NOISE CONTOURS CHAPTER 6

(TSPs). Since TSPs must provide for adequate ground access to airports, and include elements supporting airports and airport operations, ODOT augments aviation-related activities conducted by ODA.

Department of Land Conservation and Development (DLCD) DLCD administers the state land use program by ensuring local comprehensive plans and land use regulations are consistent with the state’s program. City and county comprehensive plans are required to have transportation elements that establish policies and land use regulations relating to airports. Essentially, the DLCD directs local governments to work with ODA and sponsors of public use airports to adopt appropriate land use compatibility strategies for each airport. DLCD also provides agency coordination assistance to address conflicting state agency requirements that some- times arise.

Department of Environmental Quality (DEQ) The DEQ administers Airport Noise Abatement programs and other programs, related to land use and environmental planning policies associated with airports. The DEQ also published the Air- port Noise Control and Procedure Manual. Although the DEQ recognizes DNL as the primary metric defining noise around an airport, the State recognizes that, in some in- stances, land use controls and restrictions may be appropriate to areas impacted by 55 and 60 DNL (the Federal threshold level is 65 DNL). The lower noise standard would generally be applied to rural areas otherwise experiencing very low levels of ambient noise. They also use the 55 DNL contour to establish the study boundary for planning and zoning measures.

Statutes, Ordinances, and Measures The following State regulations apply to land use controls surrounding airports:

> Oregon Administrative Rule Chapter 660 Division 13 (OAR 660-013), Airport Planning ― This rule provides many regulations designed to control development on and around airports and establishes a series of local government requirements and rules pertaining to aviation facility planning. Re- quires the establishment of an airport overlay zone.

> OAR 660-012, Transportation Planning Rule ― Requires local jurisdictions to develop land use regulations and adopt measures to protect public use airports by controlling land uses within airport noise contours and within established safety

Klamath Falls Airport Master Plan (January 2005) 6–11 CHAPTER 6 AIRPORT NOISE CONTOURS

zones and corridors. Streamlines the approval process for certain types of airport expansions and modifications. Transporta- tion System Plans (TSPs) are included as elements of comprehensive plans.

> OAR 738-070 and OAR 738-100, Physical Hazards to Air Navigation and Notice Requirements ― Requires construction plans to be submitted to airport owners and the FAA.

> OAR 340-035-0045, Noise Control Regulation for Airports ― Establishes 55 DNL as the study boundary for planning and zoning measures. Also defines and establishes parameters for the Airport Noise Abatement Program.

> OAR 660-030, Review and Approval of State Agency Co- ordination Programs ― Obligates agencies to identify their land use programs and demonstrate that they are consistent with comprehensive plans and statewide planning goals. Also directs DLCD to resolve disputes and foster cooperation between agencies.

> Oregon Revised Statutes (ORS) 836.000 to 836.630, Air- ports and Landing Fields ― Guide local jurisdictions in im- plementing the airport land use and zoning requirements.

> ORS 197.628, Periodic Review; Policy; Conditions that In- dicate a Need for Periodic Review — Requires local governments to periodically review their comprehensive plans and to implement new land use regulations, if appropriate.

6–12 Klamath Falls Airport Master Plan (January 2005)

Finance and Implementation

This chapter of the Klamath Falls Airport Master Plan documents the Capital Improvement Plan (CIP) for the airport and identifies the potential resources available to the City of Klamath Falls for funding these improvements. The following sections are included in this chapter:

! Capital Improvement Plan – Near-term Improvements (2005- 2009)

! Long-term Capital Improvements

! Capital Funding Sources

CAPITAL IMPROVEMENT PLAN – NEAR-TERM (2005 - 2009) Projects selected for inclusion in the near-term plan were chosen from those critical projects identified within this master plan report and through an evaluation of the airport’s pavement management and maintenance programs. The resulting CIP, detailed in Table 7A, was completed in consultation with the FAA and in consideration of the funding sources available. Anticipated funding sources include the FAA’s Airport Improvement Program (entitlement and discretionary grants), State funding programs, Air National Guard funds, and airport funds. These projects are depicted in Figure 7A.

Klamath Falls Airport Master Plan (January 2005) 7–1 CHAPTER 7 FINANCE AND IMPLEMENTATION

Estimated Costs (in 2004 dollars)

1 2 Total Federal Other Short-Range Projects (within 5 years)

2005 Airport Drainage Plan $157,895 $150,000 $7,895

2005 Rehabilitate Runway 7-25 & Taxiway F, Revise ALP (Multi-Year Project) 2,210,526 2,100,000 110,526

FY 2005 TOTAL $2,368,421 $2,250,000 $118,421

2006 Rehabilitate Runway 7-25 & Taxiway F, Revise ALP (2005 Multi-Year Project) $1,052,632 $1,000,000 $52,632

2006 Environmental Mitigation, Bird Hazards (Phase 2) 1,052,632 1,000,000 52,632

2006 Fog Seal Runway 14-32 and Taxiways 400,000 0 400,000

FY 2006 TOTAL $2,505,263 $2,000,000 $505,263

2007 Environmental Mitigation, Bird Hazards (Phase 3) $2,894,737 $2,750,000 $144,737

Acquire Snow Removal Equipment 263,158 250,000 13,158

FY 2007 TOTAL $3,157,895 $3,000,000 $157,895

2008 General Aviation Development- NW GA Area- Phase 1 $1,052,632 $1,000,000 $52,632

FY 2008 TOTAL $1,052,632 $1,000,000 $52,632

20093 Construct Portion of Taxiway J and Revise ALP $2,777,778 $2,500,000 $277,778

Runway 7-25 Slurry Seal Coat 201,000 0 201,000

General Aviation Development- NW GA Area- Phase 2 555,556 500,000 55,556

FY 2009 TOTAL $3,534,333 $3,000,000 $534,333

Subtotal 5 Year CIP $12,618,544 $11,250,000 $1,368,544

Notes: 1 – Federal share refers only to AIP funds. 2 – Other funding available may include other federal (e.g., US DOD or DOT funds, state funds (OR Economic Development or DOT), OR ANG funds, and/or private funds 3 – Federal share reduced to 90% beginning in 2009 per current legislation. New authorization could retain 95% federal share.

Table 7A Capital Improvement Program 2005-2009

7-2 Klamath Falls Airport Master Plan (January 2005) FINANCE AND IMPLEMENTATION CHAPTER 7

Included in this section are the individual descriptions for those projects anticipated for the first five years. Near-term projects are ultimately programmed into the airport’s CIP and will closely correlate with future grant/funding requests. For this reason, near- term project descriptions are generally more detailed than those projects envisioned beyond five years.

! Airport Drainage Plan— The project includes a comprehensive evaluation of existing airport drainage patterns and recommended improvements needed to resolve existing drainage deficiencies and to support future development.

! Rehabilitate Runway 7-25 and Taxiway F— The combined runway/taxiway project includes rehabilitating the entire length of Runway 7-25 and Taxiway F. This pavement maintenance will extend the pavement’s life a minimum of 10 years and enhance safety by reducing the potential for foreign object damage to aircraft operating on degraded pavements. The central portion of Taxiway F will be upgraded to support increasing operations by heavy transient aircraft: widening, strengthening, additional pavement fillet at runway/taxiway intersections, and the relocation of necessary airfield signs and taxiway edge lights. The project will also include drainage improvements and grading modifications. Construction phasing and funding for this project may occur on a multi-year basis.

! Environmental Mitigation, Bird Hazards (Phases 2 and 3)— This critical safety related project is recommended to reduce bird hazards in the vicinity of the airport by modifying their habitat, particularly the wetland areas that are the primary attractants. The project will require extensive wetland mitigation that will become more clearly defined once the on-going Phase 1 study is complete. At the time of writing, all available data indicates significant alterations, including: draining wetlands, piping channels, and other significant drainage alterations. The FAA has assigned these safety projects the highest priority, ensuring completion in the near term. Given the likely scope of the projects to be recommended, phasing and funding will likely occur on a multi-year basis. In addition to those projects specific to bird mitigation, Phase 2 will also include an environmental report to implement the first five-year master plan recommendations.

! Fog Seal Runway 14-32 and Taxiways— Consistent with the airfield pavement maintenance schedules, the asphalt pavement sections of Runway 14-32 and Taxiways A, B, E, and G will be fog sealed to reduce weathering and prolong pavement life. It is anticipated that the Oregon Air National Guard (OANG) and

Klamath Falls Airport Master Plan (January 2005) 7–3 CHAPTER 7 FINANCE AND IMPLEMENTATION

the State of Oregon will participate in funding this routine maintenance.

! Acquire Snow Removal Equipment— Recommended to replace some of the airport’s aging equipment.

! Northwest General Aviation Development, Phase 1— A key project for master plan implementation. The goal of Phase 1 is to prep the existing Ready Hangar Site for conversion to a general aviation area (See Chapter 5). Before Phase 1 can com- mence, a new lease arrangement is required between the OANG and the airport. In addition, OANG must remove any contami- nants and provide a clean site for development. Phase 1 improvements are primarily related to site preparation and include the following elements: demolition of the Ready Hangar Facili- ties, utility modifications, grading and drainage modifications, fencing/gate modifications, and potentially the construction of taxilanes to support T-Hangar construction.

! Construct a Portion of Parallel Taxiway J—Project involves the construction of the first 5,400 feet of Taxiway at a width of 75 feet, three exit taxiways connecting Taxiway J to Runway 14- 32, and up to three apron edge connector stub to support future east side aviation development without impacting operations on Taxiway J.

! Northwest General Aviation Development, Phase 2—Site prep of the Ready Hangar Site would continue with the construction of taxilanes and the demolition of the million gallon water tank. During Phase 2, private funds may also be used to construct aircraft hangars.

LONG-TERM CAPITAL IMPROVEMENTS Long-term improvements encompass those projects envisioned beyond 5 years. Projects envisioned for the 5 to 10 year timeframe are specifically identified. Typically, the CIP will be updated each year to include one or more of the projects identified during this intermediate stage. Beyond ten years, project need and timing will usually be validated by a future update to the airport’s master plan. To protect against future incompatibilities, this master plan utilizes a full build-out concept for all potential building areas. Table 7B extends the CIP through the 20-year planning period. Each five- year increment will include a variety of maintenance related projects to respond to ordinary wear and tear on airport facilities. A general description non-maintenance projects follows.

7–4 Klamath Falls Airport Master Plan (January 2005) FINANCE AND IMPLEMENTATION CHAPTER 7

Estimated Costs (in 2004 dollars)

1 2 Total Federal Other Mid-Range Projects (approximately 6-10 years)

1 TW B, D, and E Shoulder Improvements / Dust Control $1,000,000 $0 $1,000,000 2 Rehabilitate Runway 14-32 Shoulders 1,111,111 1,000,000 111,111 3 Obstruction Survey and Removal 31,667 28,500 3,167 4 Runway 14-32 Joint Seal, Mill, and Overlay 2,783,000 2,504,700 278,300 5 Taxiway E Reconstruction 810,000 729,000 81,000 6 Taxiway G Joint Seal, Overlay, and Partial Reconstruction 2,114,000 1,902,600 211,400 7 Taxiway Joint Seal and Slurry Seal Maintenance Projects 452,000 406,800 45,200 8 Apron Joint Seal and Slurry Seal Maintenance Projects 500,000 450,000 50,000 9 Environmental Study- Phase II Master Plan Projects 180,000 162,000 18,000 10 Property Acquisition- Runway 25 RPZ 136,000 122,400 13,600 11 Relocate and Consolidate Airport Administration and Maintenance Buildings 2,115,000 1,903,500 211,500 12 Realigned Terminal Entrance Roadway 1,400,000 0 1,400,000 13 Terminal Loop Road Improvements and Parking Expansion 1,600,000 1,440,000 160,000 14 General Aviation Development- NW GA Area- Phase III 1,500,000 1,000,000 500,000 15 Phase II Terminal Building Improvements 300,000 270,000 30,000 16 Phase II Property Acquisition (RW 14, 25, 32 RPZs) 2,360,000 2,124,000 236,000 17 East Access Roadway Connection 1,400,000 0 1,400,000 18 Relocate Munitions Storage Facilities 3,000,000 0 3,000,000

Subtotal 6-10 Year CIP $22,792,778 $14,043,500 $8,749,278 Long-Range Projects (approximately 11-20 years)

19 Airport Master Plan Update $300,000 $270,000 30,000 20 Runway 14-32 Slurry Seal and Joint Seal 1,090,000 981,000 109,000 21 Runway 7-25 Slurry Seal Coat 201,000 180,900 20,100 22 Taxiway B Overlay 109,000 98,100 10,900 23 Taxiway Joint Seal and Slurry Seal Maintenance Projects 668,000 601,200 66,800 24 Apron Joint Seal and Slurry Seal Maintenance Projects 490,000 441,000 49,000 25 East Side Site Prep 1,111,111 1,000,000 111,111 26 General Aviation Development- NW GA Area- Phase IV 1,500,000 1,000,000 500,000 27 East Side Aviation Development (Multi-Phase) 10,000,000 1,000,000 9,000,000 28 Phase III Property Acquisition 10,020,000 9,018,000 1,002,000 29 Multi-Level Parking Garage 3,000,000 0 3,000,000

Subtotal 11-20 Year CIP $28,489,111 $14,590,200 $13,898,911

20 YEAR GRAND TOTAL $63,900,433 $39,883,700 $24,016,733

Table 7B Capital Improvement Program Mid- and Long-Range Projects

Klamath Falls Airport Master Plan (January 2005) 7-5 CHAPTER 7 FINANCE AND IMPLEMENTATION

Intermediate-Term Projects (2010 - 2014)

! Property Acquisition, Runway 25 RPZ― Most of the RPZ is outside of the airport property. Fee-simple acquisition is recommended to ensure airport ownership control of property immediately adjacent to the runway end for land-use control purposes and to ensure the safety of persons on the ground as provided by current federal guidelines.

! Northwest General Aviation Development, Phase 3― Pri- marily includes the relocation of the FBO facilities and the construction of a transient aircraft parking apron and associated taxiway connections.

! Relocate and Consolidate Airport Administration and Maintenance Buildings― Once the FBO has been relocated, these airport facilities can also be relocated and expanded to fit the growing needs of the airport. Project includes the demolition of the existing Airport Administrative building and a conversion of the existing Administration area to non-aviation use.

! Construct Realigned Terminal Access Road― Project involves the construction of a realigned access roadway to avoid railroad crossings at Washburn Way and Joe Wright Road. The realigned road will also support OANG-related vehicular traffic entering the base at the proposed main gate/base entrance area.

! Terminal Loop Road and Parking Improvements― Project includes the demolition of the existing airport maintenance building, realignment of the terminal loop road to expand the parking area, cul-de-sac construction, and landscaping. At the conclusion of the project, traffic flow will be improved for each primary group using the roads: airline passengers, OANG personnel/visitors, general aviation, and non-aviation/corporate employees.

! East Access Roadway Connection(s)― As presently envisioned, the project would connect the airport’s east side to a future road network associated with a revised Homedale- Southside Bypass Interchange. Roadway improvements in the vicinity would likely stimulate aviation and non-aviation development both on and off airport. If necessary, an east-side roadway connection to Homedale Road can be completed without the construction of the proposed interchange between Homedale Road and the Southside Bypass.

! Phase 2 Terminal Building Improvements― Additional terminal improvements recommended by the Terminal Concept and Budget Report (M&H Engineers and Architects, October

7–6 Klamath Falls Airport Master Plan (January 2005) FINANCE AND IMPLEMENTATION CHAPTER 7

2003) to provide additional space, system modernizations, structural improvements, and other aesthetic improvements.

! Property Acquisition, Remaining RPZs― Fee-simple acquisition is recommended to ensure airport ownership control of property within each RPZ for land-use control purposes and to ensure the safety of persons on the ground as provided by current federal guidelines.

! Relocate Munitions Storage Facilities― Project is required to convert the east-side area to other aviation and non-aviation uses. Relocation may be to an alternate on-airport site or off airport site that is in relatively close proximity to the OANG apron. The construction of a reasonably smooth roadway may also be necessary to support weapons transport at the alternate location. Cleanup of any hazardous wastes on the existing east- side will be funded entirely by OANG. Other funding sources available for the relocation will be determined through a future equitable arrangement likely to involve both airport and OANG funds.

Long-Range Capital Improvements Generally, an update of the airport master plan will occur about every ten years to validate and refine these longer-range projects. As presently envisioned, longer-range non-maintenance capital improvements will encompass the following:

! East Side Site Preparation and Development (aviation and non- aviation uses),

! Continued hangar/apron development at the northwest general aviation area (Ready Hangar Site),

! East side property acquisition to support long term development patterns, and

! Parking Garage Construction necessary to support increasing passenger volumes, terminal building expansions, expanded rental car facilities, and/or terminal roadway modifications.

CAPITAL FUNDING SOURCES There are a variety of resources from which funding and financing for publicly-owned airport facilities and improvements can be obtained. These resources include federal grants, state grants and loans, airport sponsor self-funding, passenger facility charges, and private investment.

Klamath Falls Airport Master Plan (January 2005) 7–7 CHAPTER 7 FINANCE AND IMPLEMENTATION

Federal Funding Currently, the most common source of federal aid for the planning and development of public-use airports is the Airport Improve- ment Program (AIP) administered by the FAA. The Century of Flight Reauthorization Act of 2003, commonly referred to as Vi- sion 100, is the largest evolution of a federal funding program for airports that dates back to the original Federal Aid to Airports Pro- gram (FAAP) of 1946. Current indications are the next authorization bill will be substantially the same as the current one. Although the AIP is designed specifically for public airport improvements, there are other federal programs which can also be applied to airport needs. Programs such as the federally-funded Economic Development Administration Program and the State and Local Fiscal Assistance Act of 1972, as amended, have also been used on a limited basis to fund airport facility development not otherwise eligible for AIP grants. Likewise, funds from the Federal Highway Administration may be applicable to access roadway construction on the airport’s east side. Since it is generally more difficult for public airports to qualify for these special federal funding programs, these resources have not been identified for the specific projects included in this chapter. A current Catalog of Federal Domestic Assistance (http://www.cfda.gov/) provides the most comprehensive source of federal funding programs.

Airport Improvement Program (AIP) Entitlement Grants- refers to passenger, The AIP is based upon a trust fund that allocates aviation- cargo service, and state apportionments that are allocated annually according to generated tax revenues for specified airport facilities on a local the formulas provided in the current AIP matching basis. The program currently provides for 95% federal Reauthorization Act. The formulas link participation (at least through Fiscal Year 2007) for small hub air- airport activity, such as annual passenger passenger boardings, to annual grant ports and smaller. With few exceptions, revenue-generating im- allocations. Entitlement funds are provements (e.g., airport concessions) are generally not eligible to awarded to commercial airports through receive AIP funding. a formula based upon the number of annual passenger passenger boardings AIP funds are apportioned each year to specific airports or types of ($7.80 for the first 50,000 boardings) and subject to minimum and maximum limita- airports. Klamath Falls Airport qualifies for both entitlement and tions. discretionary funding, receiving a minimum annual apportionment Discretionary Grants- Discretionary grants of $1 million ($650,000 when the total amount available in the AIP are allocated on a competitive basis ac- is less than $3.2 billion for a given fiscal year). cording to a nationally established priority system (e.g., key safety improvements receive priority funding). Department of Defense (DOD) Funding OANG operations are supported by DOD funds. Although designated a civilian airport, the design requirements necessary to satisfy the OANG mission far exceed those required by the existing commercial and general aviation operators. Primary examples where military needs dominate or exceed those which would otherwise be required for Klamath Falls Airport include the following:

7–8 Klamath Falls Airport Master Plan (January 2005) FINANCE AND IMPLEMENTATION CHAPTER 7

Primary runway length requirements, Runway and taxiway pavement strength requirements (primary areas), Runway arresting systems for overrun protection, Ordnance loading areas at runway ends, Radar facilities, Air traffic control tower facilities, Aircraft rescue and firefighting equipment requirements, and Enhanced security patrols. Additional DOD funding may be necessary in the future to support pavement maintenance of any taxiway reserved exclusively for military use and also for any airfield pavement maintenance deemed ineligible for AIP funding.

State Funding Programs The Oregon Department of Aviation (ODA), presently offers two programs for which Klamath Falls Airport is eligible to apply: the Financial Aid to Municipalities (FAM) Grant Program and the Pavement Maintenance Program (PMP). Similar to the AIP, these programs are funded entirely through aviation user fees collected statewide.

Financial Aid to Municipalities (FAM) Grants The FAM Grant Program offers financial assistance to Oregon Airports for airport planning, development, and capital improvement projects. Grants awarded to airports are provided on a discretionary basis according to the priorities established by the ODA and limited by available funding authorized by the Oregon legisla- ture. Presently, FAM grants are limited to a maximum of $25,000 per fiscal year per airport. The local match requirement for a Com- mercial Primary (Category 1A) Airport, such as Klamath Falls Air- port, is 50%.

Pavement Maintenance Program (PMP) Oregon’s PMP uses a revenue stream devoted specifically to address the pavement deficiencies revealed through the statewide FAA-funded Pavement Evaluation Program (PEP). The program divides Oregon into three geographic regions and performs evaluations on a rotating basis every third year. The next pavement evaluation for southern Oregon is scheduled for the Fall of 2005 with maintenance work to begin during the Summer of 2006. The required local match for design/construction is 50% for Category 1A airports. At current funding levels, the PMP provides approxi-

Klamath Falls Airport Master Plan (January 2005) 7–9 CHAPTER 7 FINANCE AND IMPLEMENTATION

mately $1 million annually to airport pavement preservation projects within the cyclical region receiving funds.

Other State Funding Sources Certain projects may be eligible to receive funding from other agencies within the State of Oregon for economic development, business/industrial development, or transportation improvements. State funding may include grants, loans, or bonds and may be appropriate for the airport, municipality, or private developer. A complete up-to-date list of financial programs can be obtained from the State’s website at http://www.oregon.gov/.

Airport Self-Funding At publicly-owned airports the size and character of Klamath Falls Airport, airport sponsor self-funding is principally provided by a combination of airport-generated income and retained earnings, and the airport sponsor’s internal financial resources (e.g., city airport funds and general funds). Funding of airport improvements General Obligation Bond— Municipal bonds are backed by the full faith and and providing the local matching share for grants-in-aid from these credit of the issuing governmental sources is usually the simplest and most economical method of fi- agency, and therefore, usually require nancing, avoiding direct interest costs. In the shorter-term (5 voter approval. Their use is usually limited by a restriction or cap placed on the issu- years), retained earnings available to fund capital improvements are ing governmental agency’s indebtedness. limited to about $50,000 annually. Revenue Bonds—Bonds secured by the For all but the largest airports, the cost and restrictions associated pledge of revenue from one or more airport facilities. A particular disadvantage of with general obligation bonds or revenue bonds often render such revenue bonds is the coverage require- sources impractical for use in funding capital improvement pro- ment that net operating revenue exceed jects at airports. On occasion, airport projects have been combined debt service by a stipulated ratio. Addi- tionally, the fixed underwriting costs and with other community projects to create one economically fund- complexities of a bond sale generally dic- able project. Such an approach might prove applicable within the tate their use only for large-scale projects. City of Klamath Falls.

Passenger Facility Charge (PFC) The rules and regulations for collection and use of Passenger Facil- ity Charges (PFCs) are set forth in C.F.R. 14, Part 158. Upon approval of the FAA, the regulations allow commercial service airports to impose a charge of up to $4.50 on every enplaning passenger. These direct fees to the traveler are administratively retained by the airport and are considered local money rather than federal money. Revenues generated by PFCs are intended to be applied to specifically approved projects which: Preserve or enhance safety, security, or capacity, Reduce noise or mitigate airport noise related impacts, or Furnish opportunities for enhanced competition among air carriers.

7–10 Klamath Falls Airport Master Plan (January 2005) FINANCE AND IMPLEMENTATION CHAPTER 7

PFC funds can be used for the airport’s AIP matching funds and for payment of debt service or financing costs of eligible airport development bonds. Because Klamath Falls Airport is not categorized as either a medium or large hub commercial airport, PFC collection does not result in a reduction to AIP entitlement funds.

Private Investment Private sector investment is an important source of funding, particularly for revenue producing improvements such as fixed base operations (FBOs), aircraft storage hangars, and non-aviation development. The city can continue to enhance the airport’s attractiveness to private investors by promoting the airport, improving its facilities, and expanding its service offerings. By maintaining a prudent lease policy and enforcing reasonable development standards, additional private investment can be attracted to the airport. In this manner, the city can shift the burden of financing certain facility development to the tenant while increasing the asset value of the airport, thereby adding to the airport’s attractiveness and revenue- producing capability. The most common source of funding for private sector development are commercial lending institutions and insurance companies. In the case of private development on public lands, these types of financing may be difficult and expensive to obtain because the bor- rower can encumber only the improvements as loan collateral, not the underlying publicly-owned land. These conditions necessitate close attention to leasing policies and tenant contract negotiations. It is essential that agreements be reached with the tenants which provide for adequate airport revenues and facility development while encouraging private investment and satisfying the tenants’ borrowing requirements. Specifically, the lease term should be sufficient to allow reasonable investment amortization over the period of the agreement. On occasion, private gifts and contributions are a source of funding for certain airport improvements. Often, the private contribu- tion facilitates the development of public airfield improvements that jointly benefit both the private and public sectors. Those private expenditures which are most appropriately constructed with private funds have been excluded from the list of proposed capital projects identified in the Master Plan. Public capital resources have not been considered for funding those projects identified as being private sector projects.

Klamath Falls Airport Master Plan (January 2005) 7–11