TIETON STATE AIRPORT AIRPORT LAYOUT PLAN REPORT
FINAL REPORT
WASHINGTON STATE DEPARTMENT OF TRANSPORTATION AVIATION DIVISION
WSDOT AVIATION | TIETON ALP
Tieton State Airport
Airport Layout Plan Report
Prepared for
Washington State Department of Transportation Aviation Division
Roger Miller, AICP K. Metcalf Marshall Elizer Secretary Deputy Secretary Assistant Secretary for Multi-Modal Development and Delivery (M2D2) Community Development & Economic Development
David Fleckenstein Director of Aviation
G. Paul Wolf State Airports Manager
Final Print June 2018 (Re-issued 2016 Report)
Prepared by
Century West Engineering 421 North Pearl Street, Suite 206 Ellensburg, Washington 98926 (509) 933-2477 www.centurywest.com
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Washington State Department of Transportation Aviation Division
Motto
Innovative leadership in state aeronautics
Mission Statement
WSDOT Aviation fosters the development of aeronautics and the state’s aviation system to support sustainable communities and statewide economic vitality.
Vision
To consistently provide innovative leadership in state aeronautics.
Americans with Disabilities Act (ADA) Information
Materials can be provided in alternative formats by calling the ADA Compliance Manager at 360-705-7097. Persons who are deaf or hard of hearing may contact that number via the Washington Relay Service at 7-1-1.
Title VI Notice to the Public
It is Washington State Department of Transportation (WSDOT) policy to ensure no person shall, on the grounds of race, color, national origin, or sex, as provided by Title VI of the Civil Rights Act of 1964, be excluded from participation in, be denied the benefits of, or be otherwise discriminated against under any of its federally funded programs and activities. Any person who believes his/her Title VI protection has been violated may file a complaint with WSDOT’s Office of Equal Opportunity (OEO). For Title VI complaint forms and advice, please contact OEO’s Title VI Coordinator at 360-705-7082 or 509-324-6018.
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Table of Contents Executive Summary ...... vi
Chapter 1 Introduction and Study Purpose ...... 1 Introduction ...... 1 State-Managed Airports ...... 2 Functional Role of State-Managed Airports ...... 3 WSDOT Aviation Requirement for Planning ...... 5 What is an Airport Layout Plan Report? ...... 6 Study Purpose and Need ...... 6
Chapter 2 Airport Facilities ...... 7 Airport Setting & History ...... 7 WSDOT Property Records Review ...... 8 Site Description ...... 9 Rimrock Lake...... 9 Airport Operation ...... 10 Airport Users ...... 10 Airport Activity ...... 11 Existing Facilities...... 11 Aircraft Traffic Pattern and Communications...... 16 Airspace and Navigational Aids ...... 17 Vehicle Access and Parking ...... 17 Utilities ...... 17 Multi-Modal Access ...... 18 Land Use Planning and Zoning ...... 18 Wildlife Hazard Management Plan ...... 22 Airport Maintenance ...... 22
Chapter 3 Airport Design Standards and Facilities Requirements ...... 24 Introduction ...... 24 Evaluation Process ...... 25 State-Managed Airport Handbook Performance Objectives ...... 35 Airport Design Standards ...... 37 FAR Part 77 Surfaces ...... 44 WSDOT Aviation VFR Airport Airspace Standards ...... 46 Other Facility Requirements ...... 48
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Chapter 4 Proposed Improvements ...... 52 Introduction ...... 52 Proposed Improvement Options...... 54 Preliminary Preferred Alternative ...... 63
Chapter 5 Financial Planning and Airport Management ...... 68 Capital Improvement Program ...... 68 Airport Management Guidelines ...... 70
Chapter 6 Airport Layout Plan ...... 73
List of Tables Table 1.1: Washington State-Managed Airports ...... 3 Table 2.1: Airport Data ...... 12 Table 2.2: Multi- Modal Access – Tieton State Airport ...... 18 Table 3.1: Comparison of FAA and WSDOT Aviation Design Airspace Standards ...... 26 Table 3.2: Summary of WSDOT Aviation Performance Measures ...... 35 Table 3.3: Threshold Siting Surface Criteria for Tieton State Airport...... 47 Table 3.4: Airspace Surfaces ...... 47 Table 5.1: Proposed Improvement Projects – Tieton State Airport ...... 69
List of Figures Figure 1.1: Washington State-Managed Airports ...... 3 Figure 2.1: Existing Conditions ...... 13 Figure 2.2: Advisory Signs Used at Tieton State Airport ...... 15 Figure 3.1: Airfield Conformance FAA Standards ...... 29 Figure 3.2: Airfield Conformance WSDOT Standards ...... 30 Figure 3.3: Airspace Conformance FAA Standards ...... 31 Figure 3.4: Airspace Conformance WSDOT Standards ...... 32 Figure 3.5: WSDOT Aviation vs FAA Airport Design Standards ...... 34 Figure 4.1: Runway Options ...... 59 Figure 4.2: Landside Option A ...... 60 Figure 4.3: Landside Option B ...... 61 Figure 4.4: Aircraft Campsites ...... 62 Figure 4.5: Preliminary Preferred Alternative ...... 67 Airport Layout Plan Drawings ...... 74
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Appendix Appendix A - Tieton Deed Appendix B - Evaluation of Retroreflective Runway Edge Markers Appendix C - State Airport Rules (Chapter 468-250 WAC) Appendix D - Pilot Survey Appendix E - USDA-FS Project Coordination
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Tieton State Airport Tieton State Airport ALP Report Executive Summary Action Items
Tieton State Airport is located on the shores of Rimrock Lake Surveying/Mapping in Yakima County, Washington. The airport is owned and 1. Surveying and coordination with USDA-FS on operated by the WSDOT Aviation Division. facilities and land use The airport was constructed in 1952 to provide an 2. Update obstruction mapping to define tree emergency landing area on the White Pass Skyway in the clearing requirements
Cascade Range. White Pass is located about 12 air miles Land Use west of the airport. The airport is located 3 driving miles to U.S. Route 12 via a paved USDA-FS road. The airport 1. Coordination with Yakima County: supports a broad range of general aviation activities and a. Verify EPF designation for airport provides critical emergency response capabilities for seasonal wildfires, medevacs, and natural disasters. Agency Coordination 1. Coordinate with USDA-FS and Washington State Airfield facilities include a single turf runway (2,509’ x 100’) Parks for managing seasonal trail and mixed use and an adjacent turf aircraft parking area. The runway is activities on and adjacent to airport equipped with retroreflective edge markers and two 2. Coordinate with state and federal agencies to unlighted wind cones. support seasonal fire response capabilities and related facility improvements The airport has limited facilities for day use and camping, although no on-site water or electrical power is available. A Real Estate USDA-FS vault toilet is located on the airport. 1. Coordinate with USDA-FS (land ownership or interest) to address several on-airport issues: Tieton State Airport is operated seasonally and is closed a. Establish access easement for the section from October 1 to June 1 (except for approved military and of USDA-FS road NF-711 public safety/law enforcement helicopter operations). Local b. Establish access easement for a section snowmobile clubs use the airport during the winter months of USDA-FS road NF-1200 (Tieton when it is closed to regular aircraft use through WSDOT Reservoir Rd) Aviation approved recreational use permits and formal c. Secure avigation easements for Runway access agreements. Protection Zones (RPZ) to manage obstruction (tree heights) and activities Short Term Improvements (lake) within inner approaches to runway • Tree clearing/obstruction removal 2. Coordinate with local snowmobile club(s) for right • Re-designate runway “3/21” based on current of entry permits magnetic declination Safety • Runway grading and leveling, threshold relocation, 1. Establish an “Adopt-an-Airport” program RSA and drainage improvements, irrigation system) 2. Periodically clear trees in runway approaches • Runway turf and soil amendments (drought 3. Monitor/control non-airport public access to resistant seed, import soil mix) airfield • Construct aircraft camp sites and aircraft tiedowns 4. Prepare Wildlife Hazard Management Plan • Install/extend utilities on airport • Access road realignment and vehicle parking Environmental 1. Implement SEPA and coordinated NEPA with Longer Term Improvements USDA-FS to support permitting for ALP–defined • Install web camera and pilot flight planning station short term and long term improvements • Install airport segmented circle w/ wind cone • Emergency Staging Area improvements Capital Improvements and Airport Maintenance • Install guardrails and vehicle gates 1. Create a reliable source of funding to support the • Construct airport restroom (CXT toilet, showers, system of WSDOT Aviation-Owned and Managed potable water, etc. – requires water well) Airports • Construct 4 helicopter pads (fire response) 2. Implement Short Term CIP priorities (safety and • Tree clearing/obstruction removal facility improvements) • Replace runway edge reflectors 3. Proactively manage facility maintenance, including turf management, runway surface, and safety areas vi
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Chapter 1 – Introduction and Study Purpose
IN THIS CHAPTER • Overview of Washington’s State-Managed Airports • Overview of WSDOT Aviation airport planning requirements • What is an Airport Layout Plan Report? • Study Purpose and Need
Introduction The Washington State Department of Transportation - Aviation Division (WSDOT Aviation) manages a group of general aviation airports in Washington, known as the “State-Managed Airports.” The state- managed airports include facilities that are owned and operated by WSDOT Aviation, and ones that are owned by other state or federal agencies and operated by WSDOT Aviation through Special Use Permits or leases. State-managed airports perform several functional roles within Washington’s system of public use airports. The state-managed airport system provides unique benefits for Washington by fulfilling various activity needs or purposes that have been determined to bring value to the state. The state-managed airports provide benefits to the state that might not otherwise be afforded if not for the existence of the state-managed airport system. Specifically, the primary benefits or values to the state are represented in the following five main areas: 1) Support of forest firefighting activity; 2) Transportation access to remote communities; 3) Support of emergency medical operations; 4) Transportation access to recreational areas; and 5) Flight safety enhancement. Most of the state-managed airports are located in remote areas with unpaved runways and basic facilities. Many of the airports operate on a seasonal (summer) basis with fixed opening and closing dates, or by published Notice to Airmen (NOTAM) at the discretion of airport management (Washington Administrative Code (WAC) 468-250-030). The WSDOT Aviation Division State Airports Manager is responsible for the operation and maintenance of all state-managed airports. The WSDOT Aviation State-Managed Airport Handbook (February 2011) serves as a primary resource for this study. The handbook provides detailed information about individual airports, policies, performance measures, and guidelines for the maintenance, operation and construction of the state-managed airports. The handbook is organized in seven chapters:
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Chapter 1 – Aviation System Overview Chapter 2 – State-Managed Airport System Overview Chapter 3 – Airport Safety and Security Guidelines Chapter 4 – Airport Maintenance Guidelines Chapter 5 – Airport Construction Guidelines Chapter 6 – Airport Planning Guidelines Chapter 7 – Airport Management Guidelines
Of particular importance to the development of the Airport Layout Plan (ALP) is the analysis of airport and airspace planning standards contained in Chapter 6. These standards will be evaluated in detail in the airport design standards and facility requirements analysis portion of the ALP Report (Chapter 3).
State-Managed Airports The 2015 Washington State Airport Guide lists 15 state-managed airports open to fixed-wing and rotor aircraft and one airport (Lester) that is closed to fixed-wing aircraft. The current group of state-managed airports open to fixed wing and rotor aircraft are depicted and summarized in Figure 1.1 and Table 1-1.
FIGURE 1.1: MAP OF STATE-MANAGED AIRPORTS
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TABLE 1-1: WASHINGTON STATE-MANAGED AIRPORTS LATS FAA Property Closed State Airport Airport County Identifier Ownership Oct 1- Jun 11 Classification Rural 1. Bandera 4WO King WSDOT Aviation Yes Essential Rural State of 2. Copalis Beach S16 Grays Harbor Yes Essential Washington Rural 3. Easton ESW Kittitas WSDOT Aviation Yes Essential Rural 4. Lake Wenatchee 27W Chelan WSDOT Aviation Yes Essential Little Goose Lock Rural U. S. Army Corps By Published 5. 16W Columbia & Dam Essential of Engineers NOTAM Rural U. S. Army Corps By Published 6. Lower Granite 00W Whitman Essential of Engineers NOTAM Lower Rural U. S. Army Corps By Published 7. W09 Walla Walla Monumental Essential of Engineers NOTAM By Published 8. Methow Valley S52 Local Service Okanogan WSDOT Aviation NOTAM Rural 9. Ranger Creek 21W Pierce U.S. Forest Service Yes Essential Rural U.S. Bureau of 10. Rogersburg D69 Asotin No2, 3 Essential Land Management Rural 11. Skykomish S88 King WSDOT Aviation Yes Essential Rural National Park 12. Stehekin 6S9 Chelan Yes Essential Service Rural 13. Sullivan Lake 09S Pend Oreille U.S. Forest Service Yes Essential Rural 14. Tieton 4S6 Yakima WSDOT Aviation Yes Essential By Published 15. Woodland W27 Local Service Cowlitz/Clark WSDOT Aviation NOTAM Lester (Rotor Rural 16. 15S King WSDOT Aviation Yes Only) Essential 1. As published in Washington Administrative Code (WAC) 468-250-030 2. FAA Airport/Facility Directory Airport Remarks: “Airport closed Nov. 15 to Mar. 1” 3. Rogersburg State Airport not listed in WAC 468-250-030
Functional Role of State-Managed Airports The 2009 Washington Long Term Air Transportation Study (LATS) established a classification system for Washington’s 138 public use airports based on a variety of facility and use criteria. The classifications range from “Commercial Service” to “Rural Essential” for land airports, and “Seaplane Bases” for seaplane bases listed in the FAA Chart Supplement (formerly the Airport/Facility Directory).
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The state-managed airports are typically located in sparsely populated, remote areas and meet the criteria for “Rural Essential Airports.” Two exceptions are Woodland State Airport and Methow Valley State Airport, which are located near small communities and are classified as “Local Service Airports.” LATS provides the following summary for these airport categories:
Rural Essential Airports and Seaplane Bases “The Rural Essential Airports and Seaplane Bases serve the narrowest scopes of general aviation. An airport in one of these two classifications typically develops due to geographic circumstances (e.g., a residential airpark, recreational destination, body of water, or emergency landing area in the mountains), rather than demand from the population within its service area.” These airports typically serve recreation communities or leisure destinations and remote backcountry locations. These airports may also be strategically located for emergency and firefighting access in mountainous or other remote areas. Rural Essential Airports also include airparks, which combine residential housing with an airport. Many of these airports have private owners, are located in unpopulated areas or small unincorporated communities, lack paved runways, and/or may only be used seasonally.”
Local Service Airports “The Local Service Airports typically serve smaller communities with populations less than 6,000. Airports in this classification accommodate a narrower range of general aviation activities and aircraft.” “Local Service Airports primarily serve small-sized communities and are used by small piston- driven general aviation aircraft. Local Service Airports host lower levels of aviation activity than Community Service Airports and typically have fewer, if any, pilot or aircraft services. Typically, these airports are owned by a public entity and have 30-minute (driving time) service area coverage. Local Service Airports meet the following threshold criteria: • Have fewer than 20 based aircraft. • Have a paved runway.” The LATS criteria for Rural Essential Airports are consistent with the operational and facility characteristics of most state-managed airports, with two exceptions: private ownership and residential airparks are not applicable to state-managed airports. The LATS criteria for Local Service Airports are consistent with the operational and facility characteristics of Methow Valley State Airport and Woodland State Airport.
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WSDOT Aviation Requirement for Planning WSDOT Aviation manages the Airport Aid Grant Program that provides funding for the planning and development of public use airports in Washington. For airports not eligible for FAA funding, the WSDOT Aviation grant program is the primary source of outside funding available to airport sponsors. As an element of its grant program, WSDOT Aviation has adopted grant assurances to ensure consistency in program eligibility and use of funds. The WSDOT Aviation grant assurances are terms and conditions used to protect the public’s investment in the aviation system. They require airport sponsors to maintain and operate their facilities safely, efficiently and in accordance with specified conditions, as prescribed in Washington Administrative Code (WAC) Chapter 468-260 Airport Aid Grant Assurances. Among these grant assurances is a requirement that airport sponsors develop and maintain current ALPs. Section 468-260-030 Sponsor Certification (Number 31a) defines the requirement for airport sponsors: “…It will provide airport layout plans (ALPs) as prescribed in WSDOT's Aviation Grant Procedures Manual. It will keep up-to-date at all times an airport layout plan of the airport.” With the exception of Methow Valley State Airport, which is included in the National Plan of Integrated Airport Systems (NPIAS) and receives FAA funding, none of the other state-managed airports had airport master plans, airport layout plans, or detailed capital improvement programs when entering this project. The state-managed airports are maintained to provide safe operating conditions and have undergone minimal planning, as needed, to address critical safety issues. Detailed evaluations of airport design and airspace planning standards have not been conducted in recent years. A system-wide level of planning was initially conducted for state-managed airports through the preparation of the State-Managed Airport Handbook (February 2011).1 This handbook provides guidance specifically applicable to these airports, including the development of modified airport design and airspace planning standards that may be used when conventional FAA standards cannot be met. A primary recommendation of the handbook is to develop “a master plan, airport layout plans, and capital improvement program” for all state-managed airports. To fulfill the recommendations of the State-Managed Airport Handbook and to ensure consistency with the requirements applied to other Washington public airports in WAC 468-260, WSDOT Aviation initiated this project to develop airport layout plans for its group of state-managed airports. The effort to develop these planning tools for all state-managed airports will be completed over a multi-year period based on funding availability.
1 State-Managed Airport Handbook (M3072, February 2011, Washington State Department of Transportation – Aviation Division)
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What is an Airport Layout Plan Report? An Airport Layout Plan (ALP) report is a master planning study for small airports with lower levels of aviation activity and basic facility needs. The preparation of an ALP report follows airport planning guidelines recognized by FAA and WSDOT Aviation. The goal of an ALP report is to provide the framework needed to effectively manage existing activities and guide future airport improvements that are cost-effective while considering potential environmental or community impacts.
The ALP project for state-managed airports includes a technical report and a set of technical drawings for each airport. The report describes existing conditions and airport uses, and provides a review of FAA and WSDOT Aviation design standards and other facility needs identified through the planning process. Based on this assessment, the plan will identify proposed improvements and evaluate options for accommodating those improvements on the airport. The proposed improvements are presented for public and agency review, which will lead to the recommended elements of the preferred alternative. The ALP report includes a capital improvement program that identifies and prioritizes recommended improvement projects. Future improvements are reflected in the ALP drawing set. The ALP drawings graphically depict current and future configurations of facilities, protected areas, and airspace associated with the airport. WSDOT Aviation will use the ALP drawings and the ALP report as the primary guidance to prioritize future improvements and investment at the airport.
Study Purpose and Need The primary purpose of the ALP project is to prepare planning documents that will support the ongoing mission of Washington State Department of Transportation Aviation Division (WSDOT Aviation) to effectively manage a group of small, remote airports that provide basic operational functions within the state’s aviation system. No change to the currently defined functional role of the state-managed airports is anticipated. However, optimizing facility performance and safety, as measured within the airport’s defined functional role, is a primary objective the project.
Study Purpose: Develop Airport Layout Plan (ALP) drawings and technical reports in accordance with WSDOT Aviation standards for the group of state-managed airports not included in the Federal Aviation Administration (FAA) National Plan of Integrated Airport Systems (NPIAS). Study Need: Develop a standardized set of planning tools to maximize the safe and efficient use of state- managed airports, support facility improvements consistent with the LATS-defined functional role of these airports and the guidelines provided in the State-Managed Airport Handbook, and meet all applicable grant assurances associated with the WSDOT Aviation Airport Aid Program.
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Chapter 2 – Airport Facilities
IN THIS CHAPTER • Description of Airport Site and Facilities • Overview of Airport Property • Airport Users and Activity • Overview of Land Use Controls, Multi-Modal Access
Airport Setting and History Tieton State Airport is located on the eastern slopes of the Cascade Mountains in Yakima County along U.S. Route 12 (US 12), approximately 20 miles east of White Pass Ski Resort and 25 miles west of Naches, WA. The airport is located on the southeastern shore of Rimrock Lake in the Okanogan-Wenatchee National Forest. The Rimrock Lake location provides recreational opportunities such as fishing, boating, and camping for airport users. The airport’s close proximity to US 12 also provides supports access for a variety fire and emergency activities. Tieton Reservoir Road (NF-1200) provides paved access between US 12 and the airport (3 miles). The airport is located on land that was deeded to the State of Washington by United States Department of Agriculture in 1951 for the express purpose of constructing an airport. The Civil Aeronautics Administration (CAA), a predecessor to the Federal Aviation Administration (FAA), provided fifty percent of the funds used to construct the airport. The airfield was constructed in 1952 at a cost of $55,000.2 The airport was dedicated on September 6, 1952, as Tieton State Emergency Airport.3 It was the eighth emergency landing facility sponsored by the Washington State Aeronautics Commission, and the second constructed on the “White Pass Skyway.” The dedication program described the underlying value of the remote airports in the following statement:
Dedication Statement Tieton Emergency Airport, September 5, 1952
“…These mountain emergency airports, sponsored by the State, not only enhance the safety of cross-state flights, but also reflect beneficially in the economic and social development of our state through the greater use of aircraft...”
2 Upper Valley Review (9/1/52) 3 Dedication Program, Tieton Emergency Airport, Washington State Aeronautics Commission (9/6/52)
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Although the turf runway is now 65 years old, and may have been modified over time through periodic maintenance or repair, the original characteristics and design specifications of the runway (surface gradients, ditches, etc.) are useful in defining future improvements and locating original functional components, such as drainage culverts.
WSDOT Property Records Review Tieton State Airport is located on property owned fee simple by the State of Washington that was deeded by the U.S. Department of Agriculture in 1950-51. The Deed was executed on December 21, 1950 and received final approval by President Harry S. Truman on March 27, 1951. The airport is an island of state- owned land, similar to a private inholding, which is fully contained within the National Forest.
The Deed includes conditions and covenants that include: The property interest herein conveyed shall automatically revert to the United States pursuant to Section 16 of the Federal Airport Act, supra, in the event that the lands herein described are not developed, or cease to be used, for airport purposes; and the party of the second part, for itself and assigns, agrees by the acceptance of this deed, or the rights granted herein, that a determination by the Administrator of Civil Aeronautics, United States Department of Commerce, or his successor in function, that the lands have not been developed, or have ceased to be used, for airport purposes shall be conclusive of such fact. The party of the second part does by acceptance of this deed covenant and agree for itself, and its successors in function, forever, as follows:
1. The party of the second part will develop an airport upon the lands herein conveyed. 2. Such airport will be operated as a public airport on fair and reasonable terms and without unjust discrimination.
3. All facilities of the airport developed with Federal aid and all those useable for the landing and take-off of aircraft shall be available to the party of the first part for use by the Department of Agriculture in the conduct of its official business in common with other aircraft at all times without charge.
4. Any subsequent transfer of the property interest conveyed herby will be made subject to all the reservations, conditions, and covenants contained in this instrument.
5. In the event of a breach of any condition or covenant herein imposed, the Administrator of Civil Aeronautics, United States Department of Commerce, or his successor in function, may immediately enter and possess himself of title to the herein conveyed premises for and on behalf of the United States of America.
6. In the event of a breach of any condition of covenant herein imposed, the party of the second part will, upon demand by the Administrator of Civil Aeronautics, United States Department of
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Commerce, or his successor in function, take such action, including the prosecution of suit, or execute such instruments, as may be necessary or required to evidence transfer of title to the herein conveyed premises to the United States of America. A copy of the executed Deed is included in Appendix A. An airport boundary survey conducted by the USDA Forest Service (USDA-FS) in 2016 verified the airport property line, consistent with the 1950 legal description.
Site Description Tieton State Airport consists of 22.29 acres4 located immediately adjacent to the southeast shore of Rimrock Lake. The airport is configured in a rectangular-shaped parcel approximately 300 feet wide and 3,200 feet long, roughly centered on the runway. The runway is oriented in slightly northeast/southwest direction. The south end of the parcel is irregular in shape and is wider than the north end. The south property line is surveyed at the high water line of Rimrock Lake. The airfield elevation is 2,964 feet above mean sea level (MSL). The airport is surrounded by rugged mountainous terrain, including Goose Egg Mountain (Elevation 4,566 feet MSL) which is located less than one mile northwest of the runway, rising approximately 1,600 feet above the runway. The close proximity of mountainous terrain has affected flight operations at the airport since its construction in 1952. The official airport record card from 1955 notes that the mountains located northeast of the runway required a “dog leg” approach to obtain a 12:1 obstruction clearance on the approach. The card also noted “…APPROACH PARTIALLY BLOCKED BY MOUNTAIN. RECMND. LAND TO NE; TO TO SW. AIR TURB.” A 1961 airport record form updated the obstruction note as follows: “EXTREME CAUTION—NE APPROACH PARTIALLY BLOCKED WITH TURBULENCE IN STRONG WINDS. NE 1100’ ON 3% GRADE. RECOMMEND LAND NE; TAKEOFF SW” (12/19/61, D.R. Moore, Washington State Aeronautics Commission) Airport users continue to favor approaches over the lake on Runway 2 and downhill takeoffs toward the lake on Runway 20. The runway gradient varies with a low point near midfield and a high point on the east end of the runway.
Rimrock Lake
Rimrock Lake was created in 1925, when the Tieton Dam was built as part of the “Yakima Project” through the United States Bureau of Reclamation. Tieton Dam was built to create an irrigation storage reservoir to supply water to several canals in Yakima County. Rimrock Lake is approximately 6 miles long by 1 mile
4 Acreage based on airport boundary survey recorded in Yakima County (3/28/16).
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wide with a full water capacity of 198,000 acre-feet. The lake drains into the Tieton River, which continues downhill following US 12 and merges with the Naches River. Airport Operation Tieton State Airport is open on a seasonal basis as prescribed by state law (Washington Administrative Code (WAC) 468-250-030): “(1) Because of surface conditions and/or snow cover, the [airport] will be closed to all traffic (except in an emergency) from approximately October 1 to June 1 of each year by NOTAM.” The current FAA Chart Supplement (previously the Airport/Facility Directory) also notes the airport closed dates, but adds “…exc for apvd mil and public safety/law enforcement helicopter ops.” The Washington State Airport Rules, as published, are included in Appendix B. Airport management has the authority to change opening and closing dates by published NOTAM based on unusual weather conditions. However, the ability to reschedule crews for the opening and closing site work presents a significant logistical challenge for airport management, given the number of airports involved and their wide geographic distribution.
Airport Users Tieton State Airport’s general aviation users include recreational flying and backcountry and mountain flight training. The airport’s location also provides an emergency landing location along the established east-west flyway through White Pass. The airport provides access for camping, fishing, and other activities on Rimrock Lake. Other uses include:
• Helicopter-based wildfire and emergency response operations and staging. The USDA-FS indicates that Tieton State Airport is a critical facility in its regional wildfire response capabilities and has supported coordinated agency response activities (Incident Command System) that stages aircraft (Type I and II helicopters) and mobile support operations on site. During periods of heavy fire activity, the airport may be closed to other traffic in order to maintain safety while accommodating helicopter ground and flight operations on the runway.
• Medical evacuation (medevac) helicopter operations for the lake, nearby campgrounds, and cabins. The airport’s proximity to US 12 (3 miles, paved road), also allows for efficient ambulance transfers for critical patients.
• Periodic military training activities, including helicopters and ground personnel. • During winter months, when the airport is closed, a local snowmobile recreation club (Yakima Ski- Benders) uses the airport through annual permits. The recreational use permits require the club to repair any damage to the airfield at the end of each season.
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• Cattle grazing is accommodated through a USDA FS special use permit on federal lands adjacent to the airport. Cattle guards are installed on the airport access road near the east end of the airport to limit cattle access to the runway, although animals occasionally work through the fencing into the airport.
Airport Activity The level of flight activity associated with Tieton State Airport is affected by several factors, particularly the scheduled four-month (June-September) operating period. In addition, the turf runway surface and runway length effectively limit the type and size of aircraft that can operate at the airport. The 2012 WSDOT Aviation Airport Economic Profile for Tieton State Airport listed an estimated 300 annual aircraft operations (takeoffs and landings) in 2010. The current FAA Airport Record Form (5010- 1) lists 300 annual aircraft operations at Tieton State Airport for the 12 months ending in December 2014. Another previous estimate of activity for Tieton State Airport is contained in the 2011 WSDOT Aviation State-Managed Airport Handbook (500 to 1,000 annual operations), which is based on a 2007 estimate. The range of air traffic estimates (300 to 1,000) previously generated for the airport provides a reasonable indication of future air traffic potential that is well within the operational capabilities of the existing facility. The volume of air traffic activity within this range is not expected to be a significant factor in determining future airfield needs at the airport. Basic safety-related improvements at Tieton State Airport are not driven by traffic volume, but by the need to provide a safe operating environment for a wide range of users, including recreation and emergency response. Demand-driven needs such as the number of aircraft parking positions may be affected by peak activity levels to some degree.
Existing Facilities The airfield facilities consist of a single turf runway, with a northeast-southwest alignment. A turf aircraft parking area is located on the east side of the runway, near midfield. The apron has a ground-mounted cable available for aircraft tiedown. Overhead electrical poles are located on the west and east sides of the runway; a buried section of electrical line crosses the runway, near its south end. Recreational facilities currently located on the airport are limited and support day use and basic camping activities. A CXT-vault type toilet, owned and maintained by the USDA - FS, is located near midfield, west of the runway. A vehicle parking area is located near the toilet. The airport has no fencing to protect the runway from vehicles, pedestrians, or wildlife. There are two wind cones located on the west side of the runway, one near each runway end. Several primitive campsites (no facilities) are located near the south end of the airport, along the lake shore. Vehicle access to these campsites is provided by a gravel-surface loop roadway that connects to the gravel parking lot located near mid-runway. It appears that the campsites developed informally over time, prior to
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a recent boundary survey that confirmed actual airport property ownership in the area. These campsites were not developed for airport use, but since they are located on airport property, they are not managed through the USDA - FS campground fee system. The long term status of these campsites will be determined through coordination between USDA - FS and WSDOT Aviation. Table 2-1 summarizes and Figure 2.1 depicts, existing facilities at Tieton State Airport.
TABLE 2-1: AIRPORT DATA
Tieton State Airport (4S6) – Existing Facilities Airport Site 2,964.0’ Mean Sea Level (MSL) – Estimated Airport Elevation High Point: Runway 20 end Acreage 22.20 Acres (Deed) Airside Facilities Runway 2/20 (see note) Dimensions 2,509’ x 100’ Surface Turf Strength N/A Gradient 1.03 Percent Traffic Pattern Left Traffic (1,000’ AGL / 3,509’ MSL) Taxiways None Runway Lighting/Reflectors Retroreflective Edge Markers Visual Aids Wind Cone (2) Landside Facilities Designated parking area located midfield south of runway. A tiedown cable is Aircraft Parking provided. Helicopter Parking No designated parking areas; runway is used during emergency activities Structures on Airport None Fencing/Security None Auto Parking Gravel parking area located midfield north of runway Services Telephone Telephone and internet available in the vicinity Fuel None Restroom CXT-vault type owned and maintained by the USDA - FS Campsites Camping available in adjacent U.S. Forest Service Campground (Fee Use) Water (potable) None Power lines run through the airport property boundary and are available for Electric connections
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OKANOGAN-WENATCHEE PENINSULAPENINSULA NATIONAL FOREST CAMPGROUNDCAMPGROUND
NF-711 POWER LINE
NF-711
WINDCONE
CAMPSITES WINDCONE CAMPSITES RESTROOMS NF-711
VEHICLE PARKING RUNWAYRUNWAY 0202 RUNWAYRUNWAY 2020 RUNWAY 02-20 2,509' X 100' AIRPORT ACCESS ROAD (NF-711)
TIETONTIETON RESERVOIRRESERVOIR RDRD CAMPSITES AIRCRAFT TIEDOWN AIRPORT INFORMATION CABLE SIGNS NF-1200NF-1200
RIMROCKRIMROCK LAKELAKE
NF-1200
OKANOGAN-WENATCHEE NATIONAL FOREST
LEGEND
AIRPORT FACILITIES N AIRCRAFT PARKING
AIRPORT PROPERTY LINE 0 150 300 POWER LINE SCALE OF FEET DRAFT SCALE: 1"=150'
TIETON AIRPORTEXISTING CONDITIONS WSDOTEXISTING AVIATION - TIETON CONDITIONS (FIGURE 2-1) FIGURE 2.1 AIRPORT LAYOUT PLAN
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Note: Runway Alignment/Magnetic Declination
The surveyed runway centerline alignment is 42◦ 35’ 56.9” East (bearing relative to true north). A review of the current magnetic declination (15◦ 9.6’ East) for the site indicates that the runway’s magnetic heading has changed and the runway number designation needs to be updated. Magnetic declination in this location has an annual rate of change of 0◦ 8’ West. Based on the runway bearing of 42◦ 35’ 56.9” East (true north) and a magnetic declination of 15◦ 9.6’ East, the runway has a 27/207-degree orientation, relative to magnetic north. Runway designation numbers are based on magnetic headings, and are determined by the nearest full 10-degree increment. 27/207 degrees is rounded to 30/210 degrees, and the current runway designation should be 3/21. The runway designation is listed as “2/20” in the FAA Chart Supplement (formerly the Airport/Facility Directory–A/FD), FAA Airport Master Record (form 5010-1), and the WSDOT Washington State Airport Guide. The runway designation numbers should be updated to “3/21” in airport records and in published facility data. To avoid confusion, the current published runway designation numbers (2/20) will be used to describe and depict the existing facilities, and the corrected designation numbers (3/21) will be used to for future conditions on the Airport Layout Plan (ALP) drawings and in the ALP Report.
RUNWAY Runway 2/20 is 2,509 x 100 feet with a turf surface (not irrigated) that is in fair-to-good condition. The turf runway is located within an overall clearing approximately 300 feet wide and 3,200 feet long, which accommodates several protected areas, including the runway safety area and object free area. The defined runway surface is bordered by retroreflective markers along its edges and ends.
The runway and the adjacent cleared areas experience softness, particularly in late spring and early fall or during extended periods of wet weather. Airport management has identified the need for drainage improvements or grading particularly on the north end of the runway where mountain runoff tends to be worst. Tree clearing is needed along the west side of the runway to improve wind cone and future webcam sight lines. The runway surface has several areas of poor turf conditions, due in part to soil and seeding conditions, noxious weeds, and the absence of irrigation during the summer months. Airport management attempts to limit the use of vehicles within the runway environment. Installing vehicle gates, fencing, or a guardrail to limit vehicle access predominantly on the north side of the airport will be included in the alternatives evaluation. Options for adding a service road around the runway perimeter to provide access for maintenance, emergency, and fire agency staging vehicles will be included in the alternatives evaluation.
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RUNWAY REFLECTORS The runway is equipped with stake-mounted retroreflective edge markers (Valley Illuminators AR-100, Model L-853) installed at 200-foot intervals along both sides of the runway, and at each runway end threshold. The edge markers provide visual reference and situational awareness for pilots during both normal daylight and low light conditions. The edge markers are removed when the airport is closed for the winter season and reinstalled when the airport is opened each year. WSDOT Aviation requested an evaluation of the use of retroreflective edge markers at state-managed airports and a comparison of models currently available that meet FAA standards. The evaluation of the use of retroreflective edge markers is provided in the facility requirements chapter (Chapter 3) and a summary of retroreflective edge markers airport currently approved for airport use is provided in Appendix C, located at the end of the report.
RUNWAY ENVIRONMENT Several defined surfaces associated with the runway are intended to provide a safe operating environment for aircraft. These surfaces are reflected in various airport design and airspace planning standards that are discussed in detail in the facility requirements analysis (Chapter 3). Most of these surfaces are contained within the lateral 300-foot wide (+/-) cleared area surrounding the runway. This area is generally free of built or natural obstructions. Trees located along the sides and beyond the north end of the runway, appear to penetrate the runway transitional surface and Runway 20 approach surface. Terrain also significantly penetrates the Runway 20 approach surface. As noted earlier, the presence of mountainous terrain north of the runway affects recommended takeoff and landing operations. The airport’s northern property line is located approximately 502 feet north of the Runway 20 end (on the extended runway centerline). The airport’s southern property line is located at the lake’s high water line, approximately 59 feet from Runway 2 end. The airport and campground access road (NF-711) passes under the inner approach surface and through the runway protection zone (RPZ) for Runway 20. The FAA Airport Master Record (Form 5010-1) indicates (estimated) that the Runway 2 approach clearance slope is 9:1, with trees (402 feet above runway end) located approximately 3,760 feet from the end of the runway. The Runway 20 approach clearance slope is listed as 4:1, with trees (171 feet above runway end) located approximately 797 feet from the end of the runway. Although not noted on the 5010, vehicles traveling on the access road beyond the end of Runway 20 appear to penetrate the approach surface by approximately 20 feet. A detailed description of the non-conforming items will be provided in the facility requirements assessment (Chapter 3) and options for addressing these items will be examined in the alternatives analysis.
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TAXIWAYS There are no designated taxiways on the airport. Aircraft move freely on the turf surface between the runway and adjacent aircraft parking area and use the runway for taxiing operations.
VISUAL AIDS The airport has two unlighted wind cones located on the west side of the runway. The wind cones are installed on tilt-down mounts and are in good condition. The airport does not have a segmented circle.
AIRCRAFT PARKING The airport has a small turf aircraft parking area located near midfield, adjacent to the east side of the runway. The parking area has a single tiedown cable capable of accommodating several small aircraft. The tiedown area is located outside of the runway safety area (RSA), but within the runway object free area (OFA). Options for providing aircraft tiedown positions clear of the OFA will be included in the alternatives evaluation.
DAY-USE AND CAMPSITE FACILITIES The airport is not equipped with camping or day use facilities (picnic tables, fire pits, etc.), although one USDA - FS vault toilet is located adjacent to the runway. The airport is located adjacent to USDA - FS Peninsula Campground that provides about 120 dispersed campsites for RVs and tents. The campground has picnic tables, fire pits, garbage dumpsters, and 6 CXT- vault type toilets. The campground does not have water. The user fee for the campgrounds is $8 per day (2017).
Aircraft Traffic Pattern and Communications Runway 2/20 uses standard left traffic patterns 1,000 feet above ground level (AGL). Based on an airfield elevation of 2,964 feet MSL, the traffic pattern altitude for Runway 2/20 is 3,964 feet MSL. The traffic pattern listed in earlier historic airport records was standard left traffic with an 800-foot AGL pattern altitude.5 Pilots operating in mountainous terrain adjust their traffic pattern path and altitude, and their approaches, based on terrain clearance, aircraft capabilities and specific weather conditions. The airport has close-in mountainous terrain with the runway approaches and departures typically made over Rimrock Lake. The runway’s downhill grade (1.03 percent) from the north end to the south end also favors the common takeoff and landing directions.
5 Washington State Aeronautics Commission, Washington Pilot’s Guide (dated 9/25/67)
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The Seattle Sectional aeronautical chart identifies MEFs (Maximum Elevation Figure) 6,500 to 14,800 feet MSL in all the quadrants surrounding Tieton State Airport.
Tieton State Airport is an uncontrolled field and pilots use the airport Common Traffic Advisory Frequency (CTAF) for communications on the ground and near the airport. The CTAF is 122.9 MHz.
Airspace and Navigational Aids Tieton State Airport is an unlighted airfield that operates under visual flight rules (VFR) conditions. The nearest ground-based electronic navigational aid is the Yakima VORTAC6, located 29 nautical miles east- southeast of Tieton State Airport. Tieton State Airport is located in Class G Airspace, which is uncontrolled, meaning there are no air traffic control (ATC) services provided. Class G Airspace has basic visibility and cloud clearance minimums for VFR operations. Although Class G Airspace does not require two-way radio communication during VFR conditions, pilots are encouraged to use the CTAF when operating on or near the airport.
Vehicle Access and Parking Vehicle access to Tieton State Airport is provided via USDA - FS roads (NF-711 and NF-1200 “Tieton Reservoir Road”) that connect to U.S. Route 12 (US 12). US 12 connects to U.S. Interstate 5 (I-5) 110 miles west, near Winlock, and to U.S. Interstate 82 (I-82), 35 miles east in Yakima. NF-1200 is a paved two lane road and NF-711 is a gravel-surfaced road. A short section (approximately 300 feet) of NF-711 passes through airport property and the RPZ for Runway 20. Relocating this section of road outside airport property and the RPZ is not considered feasible due to terrain located beyond the north end of the runway. No record of a formal access agreement for the section of NF-711 that crosses airport property was found during the inventory or the recent development of the airport sundry site plan by WSDOT Real Estate. A gravel-surfaced vehicle parking area is located midfield, west of the runway that connects to NF-711 road. The vehicle parking area is partially located on airport property and supports a variety of uses, including emergency management response.
Utilities Tieton State Airport is not connected to any utilities. In 1954, Benton Rural Electric extended an overhead electrical line from Tieton Dam to the airport, with an underground section crossing the runway, before
6 A VORTAC is a VHF omnidirectional range (VOR) beacon and a tactical air navigation system (TACAN) beacon.
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continuing above-ground along the east shore of the lake along NF-1200. CenturyTel (dba CenturyLink) provides telephone and internet service to the area with connections along NF-1200.
Extending electrical and telephone service to the airport would be required to support future improvements (pilot flight planning station, telephone/communications service, airport web camera, emergency staging areas, etc.), if developed. Adding potable water (well) and septic system to the airport may also be considered if emergency staging area improvements or onsite restrooms with showers are added.
Multi-Modal Access Tieton State Airport has limited multi-modal access, consistent with its remote location. The airport’s primary intermodal potential is related to its direct access to US-12 via NF-1200 and its ability to accommodate helicopter and ground support staging operations for wildfire and emergency activities. Table 2-2 summarizes the proximity and type of multi-modal access available at Tieton State Airport.
TABLE 2-2: MULTI-MODAL ACCESS - TIETON STATE AIRPORT
Tieton State Airport (4S6) Good (3 miles to U.S. Route 12) NF-711 road (0.3 miles long, <15’ wide, gravel surface) connects to NF-1200 road (Tieton Reservoir Road) for 3 miles to US 12. Vehicle The paved section of NF-1200 road is capable of accommodating limited large truck/trailer traffic. NF-1200 road has a two-lane bridge that crosses the Tieton River, which may have weight restrictions. Poor (Limited) Rail Access: Approximately 38 miles via US 12 to Yakima, Washington Good (Excellent for Wildland Firefighting Operations) Water Airport has direct access to Rimrock Lake Good (Excellent for Helicopter Access) Air Small Fixed Wing Aircraft and Helicopters
Land Use Planning and Zoning Tieton State Airport is located in unincorporated Yakima County, which has land use jurisdiction for the airport, but does not have jurisdiction over National Forest lands, which are under the management of the USDA-FS. Yakima County land use and zoning does apply to the airport property, which is in State of Washington ownership.
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USDA - FOREST SERVICE LAND USE PLANNING The USDA-FS Okanogan-Wenatchee National Forest Land and Resource Management Plan (Forest Plan, 1990)7 is the primary land use guidance for the national forest, which includes lands surrounding Tieton State Airport. The plan describes resource management practices, levels of resource production and management, and the availability and suitability of lands for resource management. These guidelines are generally consistent with the goals for Forest Resource lands outlined in the Yakima County Comprehensive Plan. The Forest Plan does not address land use issues associated with the airport or its broader transportation function.
The USDA-FS indicates that the current forest plan is at the end of its intended useful life. Work to update and revise the plan was initiated with a 2011 proposed action to develop a revised forest plan and a draft environmental impact statement (EIS). However, a June 2015 USDA-FS project newsletter indicated that the Okanogan-Wenatchee Forest Plan revisions are on hold pending a regional review forest plan updates within the area of the 1994 Northwest Forest Plan Amendment. No more recent information is provided on the Forest Plan Revision website.
Local Land Use
YAKIMA COUNTY COMPREHENSIVE PLAN Tieton State Airport, like the surrounding National Forest land, has a Yakima County Comprehensive Plan land use designation Forest Resource8 under the broader category of Forest Resource Areas:
“The intent of Yakima County’s Forest Resource Land use category is to implement the Growth Management Act planning goal related to maintaining and enhancing natural resource-based industries, which includes productive timber industries. This category is intended to preserve, stabilize, and enhance the primary forest land base which is being used for, or offers the greatest potential for, continued production of forest products and harvesting. The Forest Resource Land Use Designation accomplishes this goal by establishing a productive minimum lot size (80 acres), and ensuring that residential use is secondary to commercial forestry. The category also protects productive forest lands from incompatible uses by limiting the variety of uses permitted under current zoning and encouraging parcel reconfiguration where appropriate.”
Comprehensive Plan Goals, Objectives, and Policies
The Yakima County Comprehensive Plan includes a statement that highlights the importance of airports in rural Yakima County.
7 Wenatchee National Forest Land and Resource Management Plan (Forest Plan) 1990. 8 Yakima County Comprehensive Plan (Horizon 2040), adopted June 27, 2017, Yakima County BOCC (Ord. 4-2017)
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Purpose Statement LU-ER-AG 2 and LU-R 4
Several general aviation airfields are located in rural areas of Yakima County, including Brownstown, Buena, Hitchcock, Labee, McMahon and Tieton State. Although only one of these facilities is on the state and federal system, many of these airfields are important to agriculture (i.e., aerial spraying services), commerce or for general safety i.e., (alternate landing areas, etc.). Other private or personal use airstrips in the County also serve certain public safety and economic development functions, Airspace obstructions and incompatible land uses are among the mutual concerns of aviators, landing field owners and neighboring property owners.
Goal:
• LU-ER-AG 2: Provide airfields with reasonable protection from airspace obstructions incompatible land uses and nuisance complaints that could restrict operations.
Policies:
o LU-ER-AG 2.1 Enact overlay zoning to protect the airspace around state and federal system airports from airspace obstructions and incompatible land uses where approach and clear zones have been recommended by the FAA.
o LU-ER-AG 2.2 Require avigation and noise easements for residential land uses locating within airport overlay zoning established under Policy LU-ER-AG 2.1.
o LU-ER-AG 2.3 Provide for rural general aviation and personal use airfields in rural areas by discretionary permit to safeguard the interests of property owners who could be affected by aircraft operations.
Goal:
• LU-R 4: Provide private airfields and state and federal system airports with reasonable protection from airspace obstructions, incompatible land uses and nuisance complaints that could restrict operations. {Amended 12/28/99}
Policies: o LU-R 4.1 Enact overlay zoning to protect the airspace around state and federal system airports from airspace obstructions and incompatible land uses where approach and clear zones have been recommended by the FAA.
o LU-R 4.2 Require Avigation and noise easements for residential land uses locating within airport overlay zoning established under Policy LU-R 4.1.
o LU-R 4.3 Provide for general aviation and personal use airfields in rural areas by discretionary permit to safeguard the interests of property owners who could be affected by aircraft operations.
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ESSENTIAL PUBLIC FACILITIES (EPF) The Yakima County Comprehensive Plan does not specifically identify Tieton State Airport as an essential public facility (EPF). However, the 2003 Yakima County-Wide Planning Policy (Section C) provides overall guidance for recognizing and siting EPFs that is consistent with Washington state law, which includes public use airports.
YAKIMA COUNTY ZONING Tieton State Airport is zoned Forest Watershed (FW) district in Yakima County Code Title 19 – Unified Land Development Code. Section 19.11.010 (1.a.) describes the legislative intent of the FW district:
“The Forest Watershed (FW) district is intended to accommodate principal uses and activities oriented toward protecting the watershed area and to accommodate limited rural residential housing, recreational development, and rural and tourist commercial activities, minimizing costs associated with providing hem public services. The FW district’s specific intents conserve forest resource lands of long-term commercial significance through implementation of the Comprehensive Plan, reduce the possibility of soil erosion, reduce hazards from floods and fire, and protect the scenic values of State Route (SR) 410, a National Scenic Highway, and SR 12 through Type 2 or 3 review of commercial project permits.”
“Airports & landing fields, public use” are listed in the Allowable Land Use (Table 19.14-1) for the FW district with a “Type 3” permit designation noted.
• Type 3 – “Uses which may be authorized subject to the approval of a conditional use permit as set forth in Section 19.30.030. Type 3 conditional uses are not generally appropriate throughout the zoning district. Type 3 uses require Hearing Examiner review of applications subject to a Type 3 review under the procedures of Section 19.30.100 and YCC Subsection 16B.03.030(1)(c).”
AIRPORT OVERLAY ZONING The Yakima County Code Section 19.17.030 Airport Safety Overlay District (ASO) “is intended to protect the airspace around State and Federal system airports from airspace obstructions or hazards and incompatible land uses in proximity to the Yakima Air Terminal at McAllister Field and the Sunnyside Municipal Airport or other public airports within defined airspace per Federal Aviation Regulations (FAR), Part 77.”
Although the overlay zone technically applies to Tieton State Airport, the absence of county jurisdiction over federal lands effectively limits the applicability of the ordinance to the airport. With the exception of the airport itself (22 acres), the vast majority (7,065 acres) of FAR Part 77 airspace associated with Runway 2/20 extends over National Forest land. This is not considered a significant factor since the compatibility of rural airport and National Forest land uses is good.
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Wildlife Hazard Management Plan At the request of WSDOT, the United States Department of Agriculture (USDA) Animal and Plant Health Inspection Service (APHIS) - Wildlife Services has prepared a limited number of draft Wildlife Hazard Management Plans (WHMP) for several state airports. The original request did not include Tieton State Airport. The purpose of the WHMP is noted in the scope description used for the studies “WSDOT recognizes the threats wildlife pose to aircraft operations and takes legal measures to mitigate these threats reflective of existing federal, state, and local regulations.” Tieton State Airport is located in an area used for seasonal livestock (cattle) grazing. During a recent site visit, cow dung was observed throughout the airport. Elk, deer, and migratory geese are also common in the area. Preparing a WHMP for Tieton State Airport is recommended to assess risks and establish best management practices and guidelines to ensure wildlife hazard management activities would not have an adverse effect on threatened or endangered species.
Airport Maintenance The WSDOT Aviation State-Managed Airport Handbook provides detailed guidelines and defines maintenance procedures designed to “maintain the highest possible quality of facilities and services for airport users.” In the handbook, Chapter 4 - Airport Maintenance Guidelines, is organized around several key elements: • Section 4.1 - WSDOT Aviation Airport Operational Procedures and Schedules • Section 4.2 - WSDOT Aviation Airfield Maintenance Guidelines • Section 4.3 - WSDOT Aviation Airport Maintenance Guidelines • Section 4.4 – Vegetation Control Guidelines • Section 4.5 - Obstruction Identification and Removal Practices • Section 4.6 - References and Supporting Documentation The regular maintenance performed by airport management with organized volunteer support during the operating months is addressed in several sections of Chapter 4 and includes mowing, weed and vegetation control, repairing holes in the runway surface and adjacent turf areas, and other repairs (signage, gate/fencing, wind cone, edge markers, picnic tables, fire rings, etc.) as needed.
In addition to defining operational procedures and seasonal activities (winter, spring, summer, and fall) for WSDOT Aviation airport staff, Section 4.1 defines procedures for annual and seasonal airport opening and closing activities.
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AIRPORT CLOSURE GENERAL GUIDELINES The following action items are completed by WSDOT Aviation staff at the end of each season, prior to the first snow:
• Store and secure any aircraft tie-down equipment; • Close fuel lines if necessary; • Cover or store any recreational equipment that may be damaged during winter storms; • Remove any remaining trash from the disposal facilities; • Follow the procedures for the fall-shut down checklist for sprinkler systems; • Store and secure all airport maintenance equipment; and • Verify if any replacement materials are needed for airport repairs. In this event, there will be sufficient time to order and receive items before seasonal openings.
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Chapter 3 – Airport Design Standards and Facility Requirements
IN THIS CHAPTER
• FAA and WSDOT Aviation Design and Airspace Planning Standards • Evaluation of Conformance to Standards • Airfield Facility Needs Assessment • Other Facility Needs Assessment
Introduction The evaluation of airport facility requirements and design standards uses the results of the inventory and airport use described in Chapter 2, to determine facility needs for Tieton State Airport through the current twenty-year planning period. As noted in the previous chapter, airport activity (takeoffs and landings) is not expected to play a significant role in defining facility improvements. The airport operates on a seasonal basis with basic facilities and has no based aircraft. The primary planning assumption is that the operational profile of the airport will not change during the planning period, consistent with its historic use. The airport accommodates a wide range of recreational users and accommodates emergency operations or training activities, as needed. The duration and nature of emergency use or training will vary by event and the functions are within the normal operational capabilities of the airport. The associated facility needs are consistent with both the historic and current airport functions and are not expected to deviate from the National Forest surroundings. Basic safety related improvements or recommendations are established by type of use and the need is not reduced when activity levels are low. Use-specific improvements such as aircraft tiedowns or camping sites may reflect varying activity levels that could increase during the planning period. The WSDOT Aviation State-Managed Airport Handbook provides general guidance related to facility requirements and design standards. Recognizing the unique facility and operational characteristics of these airports, the WSDOT Aviation standards are modified from the corresponding FAA standards for airports used by small aircraft in visual flight rules (VFR) conditions. The handbook notes that “State-managed airports that are not included in the FAA NPIAS and are not bound by federal grant assurances should be managed in a safe, cost-effective manner consistent with industry best management practices.” As noted in Chapter 2, the handbook provides guidelines and best management practices for regular maintenance, safety, security, and construction activities at the airport. A summary of these items is provided in Chapter 5 of this report.
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As a general policy, WSDOT Aviation attempts to meet FAA standards where feasible. However, the development of modified standards reflects the practical constraints found at many state-managed airports and provides a reasonable level of safety for the group of “Rural Essential Airports” located in remote areas with unpaved runways. The ALP report will compare both sets of standards to determine the feasibility of implementation at Tieton State Airport.
Evaluation Process The evaluation of facility requirements will focus on two primary areas: • First, a review of the existing airfield’s conformance to FAA and WSDOT airport design and airspace standards will be performed. Based on a review of specific site conditions a recommendation will be made on the standards most appropriate for Tieton State Airport. • Second, the evaluation will identify airfield and other facility needs consistent with the current and future use of the airport. As noted earlier, the basic operational functions of Tieton State Airport, as a Rural Essential Airport, will not change. The facility needs reflect specific items identified through the planning process and items identified by airport management through the normal operation of the facility. Table 3-1 summarizes the applicable design and airspace planning standards for Tieton State Airport. The standards are consistent with airports used by primarily small single-engine aircraft operating in visual flight rules (VFR) conditions. This aircraft type is categorized by FAA as Approach Category A (approach speeds <91 knots) and Airplane Design Group I (wingspan < 49 feet).
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TABLE 3-1: COMPARISON OF FAA AND WSDOT AVIATION DESIGN & AIRSPACE STANDARDS WSDOT Aviation VFR FAA Airplane Design Standard (dimensions in feet) Airport Design Net Change Group A/B-I Visual 2 Standard Dimensions 1 Runway Length Site Specific Site Specific None
Runway Width 60 100 (Turf Rwy. Std.) +40 feet
Runway Shoulder Width 10 10 None Runway Safety Area -Width 120 100 -20 feet -Length Beyond RWY End/Prior to 240 200 -40 feet Landing Threshold Object Free Area .-Width 250 200 -50 feet -Length Beyond RWY End/Prior to 240 200 -40 feet Landing Threshold Obstacle Free Zone No WSDOT -Length (Beyond Runway End) 250 - OFZ Std. -Width 200 - Primary Surface Width 250 120 -130 feet Primary Surface Length 0 (unpaved runway) 0 None (Beyond Runway End) Runway Protection Zone Length 1,000 1,000 None
Runway Protection Zone Inner Width 250 200 -50 feet
Runway Protection Zone Outer Width 450 300 -150 feet
Runway Centerline to: Parallel Txy/Taxilane Centerline 150 125 -25 feet Aircraft Parking Line (APL) 125 125 None Building Restriction Line (BRL) >125 (varies by 200 N/A structure height)
Notes: 1. WSDOT State-Managed Airport Handbook “WSDOT Aviation VFR Airport Design Standard Dimensions” 2. FAA AC 150/5300-13A Appendix 7 “Runway Design Standards Matrix” and Paragraph 314 (Turf Runways)
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CONFORMANCE REVIEW A review of existing airport facilities was conducted to evaluate current and future conformance with the FAA and WSDOT Aviation airport design standards and airspace planning criteria summarized in Table 3-1. Figures 3-1, 3-2, 3-3, and 3-4 graphically depict the locations of non-conforming items. The majority of items are related to trees or obstructions to runway protected areas. The current configuration of airport property, particularly the north and south ends near the runway, contribute to several non-conforming items that are partially located off airport property. Terrain penetrations (mountains, trees) to the airspace surfaces associated with Runway 20 cannot be significantly mitigated, but are recognized as a normal factor for an airport sited in mountainous terrain. Trees are located along the east and west sides of the runway, partially within the object free area (OFA), obstacle free zone (OFZ)and runway primary surface (Part 77). Reducing obstructions within these areas is recommended where feasible. Additional information about the standards and local site conditions is presented following the figures. Rimrock Lake is located within the defined protected areas near the Runway 2 end. The proximity of the lake does not impact standards that are solely based on obstruction clearance, as long as no built items, such as docks, are located within the protected areas. The runway safety area includes both an obstruction clearing standard and a surface standard that is designed to protect aircraft that inadvertently leave the runway environment. Eliminating or reducing non-standard runway safety area (RSA) is a high priority safety improvement. South End of Runway: The south airport property line is described as Rimrock Lake’s high water line located approximately 59 feet from the Runway 2 threshold. The lake is located within the FAA- and WSDOT-defined RSA and OFA, and the FAA-defined OFZ. The entire runway protection zone (RPZ) and most of the approach surface for Runway 2 is located off airport property, over Rimrock Lake. Options for relocating the Runway 2 threshold to address the RSA and OFA standards will be included in the alternatives section of this report. North End of Runway: The northern airport property line is located approximately 502 feet from the Runway 20 threshold. A portion of the Runway 20 RPZ extends beyond airport property; a section of USDA-FS road NF-711 passes through airport property in the inner section of the RPZ. Vehicles traveling on NF-711, trees, and terrain penetrate the Runway 20 approach surface. The addition of “Low Flying Aircraft” signs on NF-711, on both sides of the Runway 20 approach, is recommended to increase public awareness of airport activity when crossing near the runway end. Efforts to mitigate the non-conforming items, to the extent feasible, are encouraged. It is recommended that WSDOT Aviation conduct an obstruction survey for the Runway 20 inner approach surfaces to identify the locations and heights of trees penetrating the inner portion of the standard FAR Part 77 runway approach
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surface (20:1 slope) and the WSDOT threshold siting surface (15:1 slope) to determine the benefits and feasibility of selective tree removal.
Airport Surroundings: There are areas of terrain penetration (mountains, trees) in the airport’s FAR Part 77 horizontal, conical, and approach surfaces. Terrain penetrations cannot be significantly mitigated, but are recognized as a normal factor for an airport sited in mountainous terrain. Trees surround the runway on its north, west, and east sides, which penetrate the approach and transitional surfaces. Removal of close-in tree obstructions is recommended where feasible to reduce hazards to aircraft and improve safety in the air and on the ground.
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EXISTING RPZ (FAA VFR) 250' X 450' X I000' APPROACH VISIBILITY MINIMUMS RWY 02 1 LEGEND VISUAL NOT LOWER THAN I-MILE EL. 2938' (L.P.) A-I (SMALL) 1 ROFA; (BUSHES, TREES) OFA/OFZ(E) 2 RUNWAY 20 RPZ; (ROAD, TREES, TERRAIN, PROPERTY CONTROL) 4 RSA(E) 200' 3 RUNWAY 02 RPZ; (PROPERTY CONTROL) RSA
120' 3 250' 240' OFA/OFZ 4 RSA, ROFA; (RIMROCK LAKE, PROPERTY CONTROL) RSA(E) 5 PRIMARY SURFACE (FAA), ROFA, ROFZ; (TIEDOWN CABLE) OFA/OFZ(E) 6 RUNWAY 20 APPROACH SURFACE (FAA); (TREES, TERRAIN)
1 RIMROCKRIMROCK LAKELAKE FAA AIRPLANE DESIGN GROUP STANDARD EXISTING A/B-I VISUAL
RUNWAY WIDTH 100' 100' RUNWAY SHOULDER WIDTH 10' 0' RUNWAY SEFETY AREA (RSA) -WIDTH 120' 120' -BEYOND RWY END/PRIOR TO LANDING THRESHOLD 240' <240' 1 1 NF-711 OBJECT FREE AREA (OFA) -WIDTH 250' <250' -BEYOND RWY END/PRIOR TO LANDING THRESHOLD 240' <240' OFA/OFZ(E) OFA/OFZ(E) OBSTACLE FREE ZONE (OFZ) -LENGTH BEYOND RUNWAY END 250' <250' -WIDTH 200' <200' RSA(E) RSA(E) PRIMARY SURFACE WIDTH 250' <250' PRIMARY SURFACE LENGTH BEYOND RUNWAY END 0' 0' 2,509' X 100' (EXISTING/FUTURE) RSA 250' 120' RUNWAY PROTECTION ZONE (RPZ) LENGTH 1,000' 1,000'
OFA/OFZ RUNWAY PROTECTION ZONE (RPZ) INNER WIDTH 250' 250' RSA(E) RSA(E) RUNWAY PROTECTION ZONE (RPZ) OUTER WIDTH 450' 450' RUNWAY CENTERLINE TO:
OFA/OFZ(E) OFA/OFZ(E) PARALLEL TAXIWAY/TAXILANE CENTERLINE 150' N/A AIRCRAFT PARKING LINE (APL) 125' <125' TIETONTIETON RESERVOIRRESERVOIR RDRD BUILDING RESTRICTION LINE (BRL) N/A N/A 1 (NF-1200)(NF-1200) 5 1
AIRPORT PROPERTY LINE
EXISTING (FAA VFR) 250' X 450' X I000' APPROACH VISIBILITY MINIMUMS NF-711 1 1 VISUAL NOT LOWER THAN I-MILE A-I (SMALL)
OFA/OFZ(E)
RSA(E) 200' RSA 120' 250' 2 6 240'
OFA/OFZ RSA(E) 2
N OFA/OFZ(E)
1 RWY 20 0 100 200 EL. 2964' (H.P.) SCALE OF FEET SCALE: 1"=100'
DRAFT
AIRFIELD CONFORMANCE FAA STANDARDS WSDOT AVIATION - TIETON TIETON FIGURE 3.1 AIRPORT CONFORMANCEAIRPORT LAYOUT FAA PLAN STANDARDS (FIGURE 3-1) LEGEND 1 1 CONICAL SURFACE; (TERRAIN, TREES)
2 HORIZONTAL SURFACE; (TERRAIN, TREES)
3 APPROACH SURFACE; (TERRAIN, TREES) CONICAL SURFACE
4 APPROACH SURFACE; (ROAD/VEHICLES) 20:1 5 TRANSITIONAL SURFACE; (TREES)
6 PRIMARY SURFACE; (TREES) 4000'
7 PRIMARY SURFACE; (AIRCRAFT PARKING, PICNIC TABLES
NOTE: 1. WSDOT AVIATION VFR AIRSPACE SURFACES DEPICTED FOR RUNWAY 02/20. FAR PART 77 AIRSPACE SURFACES ARE LISTED FOR 2 COMPARISON.
7:1 TRANSITIONAL SURFACE 5000' 5 5 3114' 2 1 3 3064' 3014'
1 3
4 20:1 APPROACH 6 7 6 20:1 APPROACH SURFACE SURFACE
1 2
RUNWAY 02-20 2,509' X 150' WSDOT AVIATION VFR FAR PART 77 DIMENSIONS ITEM AIRPORT AIRSPACE 3114' VISUAL-UTILITY RUNWAY 2 STANDARD DIMENSIONS WIDTH OF PRIMARY SURFACE AND 250 120 3 APPROACH SURFACE WIDTH AT INNER END 3 APPROACH SURFACE WIDTH AT END 1,250 300 3164' APPROACH SURFACE LENGTH 5,000 3,000 3 1 APPROACH SLOPE 20:1 15:13 150 FEET ABOVE AIRPORT N/A HORIZONTAL SURFACE ELEVATION/RADIUS ELEVATION TO 5,000 FEET 3214' CONICAL SURFACE SLOPE 20:1 N/A 7:1 TO 150 FEET 7:1 TO 45 FEET TRANSITIONAL SURFACE SLOPE N ABOVE AIRPORT ELEVATION ABOVE AIRPORT ELEVATION NOTES: 1. FAR PART 77, OBJECTS AFFECTING NAVIGABLE AIRSPACE 3264'
2. WSDOT STATE-MANAGED AIRPORT HANDBOOK "WSDOT AVIATION VFR AIRPORT AIRSPACE STANDARD DIMENSIONS" 0 1000 2000 AREAS OF TERRAIN 3. THRESHOLD SITING CRITERIA, SLOPE/OCS (VISUAL RUNWAYS) 3314' SCALE OF FEET PENETRATION DRAFT SCALE: 1"=1000'
TIETON AIRFIELD CONFORMANCEAIRPORT FAA STANDARDSAIRSPACE CONFORMANCEWSDOT AVIATION -FAA TIETON STANDARDS (FIGURE 3-2) FIGURE 3.2 AIRPORT LAYOUT PLAN EXISTING RPZ (WSDOT VFR) 200' X 300' X I000' 1 LEGEND APPROACH VISIBILITY MINIMUMS VISUAL NOT LOWER THAN I-MILE A-I (SMALL) 1 ROFA; (BUSHES, TREES) OFA(E) 2 RUNWAY 20 RPZ; (ROAD, TREES, TERRAIN, PROPERTY CONTROL) RSA(E) 3 RUNWAY 02 RPZ; (PROPERTY CONTROL) 4 RSA 100' 3 200' 200' OFA 4 RSA, ROFA; (RIMROCK LAKE, PROPERTY CONTROL) 8 RSA(E) ROFA; (TIEDOWN CABLE) OFA(E) 5 6 RUNWAY 20 THRESOLD SITING SURFACE (WSDOT); (TREES, TERRAIN, ROAD) RWY 02 1 7 RIMROCKRIMROCK LAKELAKE EL. 2938' (L.P.) 7 TRANSITIONAL SURFACE (WSDOT); (TREES)
8 RUNWAY 02 THRESHOLD SITING SURFACE (WSDOT); (RIMROCK LAKE, PROPERTY CONTROL)
WSDOT AVIATION VFR AIRPORT STANDARD EXISTING NF-711 DESIGN STANDARD DIMENSIONS RUNWAY WIDTH 100' 100' 7 RUNWAY SHOULDER WIDTH 10' 0' RUNWAY SAFETY AREA OFA(E) OFA(E) -WIDTH 100' 100' -BEYOND RWY END/PRIOR TO LANDING THRESHOLD 200' <200' RSA(E) RSA(E) OBJECT FREE AREA -WIDTH 200' <200' 2,509' X 100' (EXISTING/FUTURE)
RSA 200' 100' OFA -BEYOND RWY END/PRIOR TO LANDING THRESHOLD 200' <200' OBSTACLE FREE ZONE RSA(E) RSA(E) -WIDTH N/A N/A -BEYOND RWY END/PRIOR TO LANDING THRESHOLD N/A N/A OFA(E) OFA(E) PRIMARY SURFACE WIDTH 120' 120' PRIMARY SURFACE LENGTH BEYOND RUNWAY END 0' 0' TIETONTIETON RESERVOIRRESERVOIR RDRD RUNWAY PROTECTION ZONE LENGTH 1,000' 1,000' (NF-1200)(NF-1200) RUNWAY PROTECTION ZONE INNER WIDTH 200' 200' 7 1 5 1 1 RUNWAY PROTECTION ZONE OUTER WIDTH 300' 300'
RUNWAY CENTERLINE TO: PARALLEL TAXIWAY/TAXILANE CENTERLINE 125' N/A AIRCRAFT PARKING LINE (APL) 125' <125' BUILDING RESTRICTION LINE (BRL) 200' N/A
EXISTING RPZ (WSDOT VFR) 200' X 300' X I000' NF-711 7 1 APPROACH VISIBILITY MINIMUMS VISUAL NOT LOWER THAN I-MILE A-I (SMALL) AIRPORT PROPERTY LINE
OFA(E)
RSA(E) 200' RSA OFA 100' 200' 6 2 6 RSA(E) 2
OFA(E) N
RWY 20 0 100 200 1 7 EL. 2964' (H.P.) SCALE OF FEET SCALE: 1"=100'
DRAFT
TIETON AIRSPACE CONFORMANCEAIRPORT WSDOT STANDARDS CONFORMANCEWSDOT AVIATIONWSDOT - TIETON STANDARDS (FIGURE 3-3) FIGURE 3.3 AIRPORT LAYOUT PLAN LEGEND
1 APPROACH SURFACE; (TERRAIN, TREES)
2 APPROACH SURFACE; (ROAD/VEHICLES)
3 TRANSITIONAL SURFACE; (TREES)
4 TRANSITIONAL SURFACE; (AIRCRAFT PARKING, PICNIC TABLES)
NOTE: 1. WSDOT AVIATION VFR AIRSPACE SURFACES DEPICTED FOR RUNWAY 02/20. FAR PART 77 AIRSPACE SURFACES ARE LISTED FOR COMPARISON.
7:1 TRANSITIONAL SURFACE EL. 3435' 3 EL. 3279' 2 1
4 3 3
RUNWAY 02-20 2,509' X 150' WSDOT AVIATION VFR FAR PART 77 DIMENSIONS ITEM AIRPORT AIRSPACE 2 VISUAL-UTILITY RUNWAY STANDARD DIMENSIONS WIDTH OF PRIMARY SURFACE AND 120 3 250 APPROACH SURFACE WIDTH AT INNER END APPROACH SURFACE WIDTH AT END 3003 1,250 APPROACH SURFACE LENGTH 3,000 3 5,000 APPROACH SLOPE 15:13 20:1 150 FEET ABOVE AIRPORT N/A HORIZONTAL SURFACE ELEVATION/RADIUS ELEVATION TO 5,000 FEET CONICAL SURFACE SLOPE N/A 20:1 7:1 TO 45 FEET 7:1 TO 150 FEET TRANSITIONAL SURFACE SLOPE N ABOVE AIRPORT ELEVATION ABOVE AIRPORT ELEVATION NOTES: 1. FAR PART 77, OBJECTS AFFECTING NAVIGABLE AIRSPACE
2. WSDOT STATE-MANAGED AIRPORT HANDBOOK "WSDOT AVIATION VFR AIRPORT AIRSPACE STANDARD DIMENSIONS" 0 500 1000 AREAS OF TERRAIN 3. THRESHOLD SITING CRITERIA, SLOPE/OCS (VISUAL RUNWAYS) SCALE OF FEET PENETRATION DRAFT SCALE: 1"=500'
TIETON AIRSPACEAIRPORT CONFORMANCE AIRSPACE WSDOT STANDARDS CONFORMANCEWSDOT AVIATION WSDOT - TIETON STANDARDS (FIGURE 3-4) FIGURE 3.4 AIRPORT LAYOUT PLAN
WSDOT AVIATION | TIETON ALP
APPLICABILITY OF DESIGN STANDARDS
A review of FAA and WSDOT Aviation standards and the site conditions for Tieton State Airport suggests that the WSDOT Aviation VFR Airport Design Standards are appropriate for use on Runway 2/20 and related airfield facilities.
The primary site constraints found beyond the ends of the runway (terrain, lake) cannot be fully mitigated without severely reducing airport function; items located along the sides of the runway, such as trees, can be removed or reduced in number or height to improve overall airport safety while maintaining the natural character of the area. The WSDOT Aviation design standards provide a more feasible specification for defining runway clearances and protected areas, although it appears that some standards cannot be fully met. Figure 3.5 depicts the footprints of the primary airport design standards for small runways in both FAA and WSDOT Aviation definitions. Combining FAA and WSDOT airfield design standards into a hybridized standard based on specific site conditions is not recommended since it would create potential inconsistencies in standards among a group of airports with similar features and operational characteristics. However, in some cases, maintaining clearances beyond what is defined by the design standards is possible and is recommended as an added measure of safety. The comparison of FAA and WSDOT airspace planning standards presents a slightly different challenge. The WSDOT Aviation VFR Airport Airspace Standards combine elements from Federal Aviation Regulation (FAR) Part 77 (FAA defined airspace criteria) and FAA Advisory Circular (AC) 150/5300- 13A, Airport Design. The use of design features to mitigate airspace obstructions is common, particularly for runway approaches. Examples are the use of displaced thresholds and threshold siting surfaces. It is important to note that these design solutions mitigate obstructions, but do not alter the affected FAR Part 77-defined airspace surfaces or the applicability of those surfaces. FAR Part 77 airspace surface criteria and dimensions/slopes are defined in federal regulation and are not modifiable. In contrast, FAA airport design standards are presented as advisory, most commonly in the form of FAA Advisory Circulars. As defined in FAR Part 77.21, Scope, “the standards apply airports available for public use and listed in the Airport/Facility Directory of the current Airman’s Information Manual.” Based on these factors, it is recommended that the WSDOT Aviation VFR Airport Airspace Standards be used at Tieton State Airport in the form of a design standard to supplement FAR Part 77 airspace surfaces for Runway 2/20. As prescribed in FAR Part 77, Subpart B, notices of proposed construction or alternation for proposed facilities on or near the airport will be subject to FAA review through the Form 7460-1 process. For this reason, airspace plans that depict both FAR Part 77 and WSDOT airspace surfaces were created in this project.
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240' 240' 120' 100' 250' 200'
200' 200'
RUNWAY SAFETY AREA (RSA) RUNWAY OBJECT FREE AREA (OFA)
1000'
200'
250' 200' 300' 250' 200' 450'
200'
NO WSDOT STANDARD DEFINED
RUNWAY OBSTACLE FREE ZONE (OFZ) RUNWAY PROTECTION ZONE (RPZ)
FAA SURFACES EXAMPLE RUNWAY 2000' LONG WSDOT AVIATION SURFACES A-I (SMALL) RUNWAY
WSDOT AVIATION VS. FAA AIRPORT DESIGN STANDARDS WSDOT AVIATION - TIETON FIGURE 3.5 WSDOT AVIATION VS FAA AIRPORTAIRPORT LAYOUT DESIGN PLAN STANDARD FIGURE 3.5
WSDOT AVIATION | TIETON ALP
State-Managed Airport Handbook Performance Objectives The WSDOT Aviation State-Managed Airport Handbook defines several performance objectives for the group of state-managed airports and makes specific recommendations for each airport. WSDOT Aviation indicates that new airport management goals and updated performance measures are anticipated for state- managed airports in the next update of the handbook. Table 3-2 summarizes the recommendations for Tieton State Airport contained in the current handbook and updated recommendations for specific performance measures based on the evaluation conducted in the ALP Report. Many of the recommendations remain unchanged (“Same”) and others have been modified or expanded to reflect current conditions and facility needs. It is noted that the performance measures defined in the State-Managed Airport Handbook will require periodic updating to maintain consistency with other WSDOT policy documents and Best Management Practices (BMP).
TABLE 3-2: SUMMARY OF WSDOT AVIATION PERFORMANCE MEASURES
Tieton State Airport WSDOT Aviation State-Managed Item ALP Report Recommendation Airport Handbook Recommendation ARC A-I Same Aircraft Size Small (under 12,500 lbs.) Same Runway Classification Utility Same Maintain existing length if feasible to obtain RSA; if not feasible, reduce Runway Length Maintain Existing Length (2,509 feet) runway length to not less than WSDOT Performance Measure for Local Service Airports (2,400 feet) Runway Width 100’ recommended Same Runway Surface Turf/Gravel/Sand Turf Taxiway Turnarounds on each end (NA-NR) Same Transient aircraft parking area (NA-NR) Tiedowns Other Facilities/Services Auto parking (NA-NR) Limited Vehicle Parking Open seasonally (NA-NR) Seasonal Operation Approach Categories Visual (Daytime only) Same Windsock Same Visual Aids/NAVAIDS Runway edge reflectors Same Weather reporting (as required) Airport Web Camera Maintain all FAR Part 77 Airspace To the greatest extent practicable, the Surfaces for airspace planning and FAA Airspace Planning airport should meet the approach surface Form 7460 coordination. Mitigate requirements of FAR Part 77 obstructions with WSDOT Aviation Design Standards, as needed. Same To the greatest extent practicable, the Airport Design When not practicable, apply WSDOT airport should maintain appropriate Aviation VFR Airport RSA standard.
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WSDOT AVIATION | TIETON ALP
Runway Safety Areas per FAA AC 150/5300-13 General Maintenance / A master plan, airport layout plan, and Development capital improvement program should be Same Recommendation completed for this airport. Activity Performance Measures Clear approaches (aircraft/helicopter) Aircraft parking areas Flight Safety Weather reporting1 Same Enhancement Telephone Emergency Shelter Water Restrooms (NA-NR) Provide Access to Good landside accessibility from road to Same Remote Areas airport (paved or gravel road) (NA-NR) Auto parking (NA-NR) Campsites/picnic tables/fire pits (NA-NR) Command unit trailer pad (NA-NR) Area(s) for firefighting Support Forest camping/staging/auto parking (NA-NR) Same Firefighting Operations Complete grass coverage of all areas to minimize dust (NA-NR) Excellent landside accessibility from road to airport (paved road) (NA-NR) Paved/marked/lighted helipad (NA-NR) Access for Emergency Floodlighting for helipad area (NA-NR) Same Medical Operations Snow removal for helipad (NA-NR) Appropriate emergency airport signage on surrounding roadways NA-NR = Listed as not applicable or recommended in SMAH table (Page 2-81 to 2-82) 1. Weather reporting is recommended only after a thorough analysis and confirmation of need for the airport
The runway length recommendation noted in Table 3-2 is related to the non-standard runway safety area (RSA) beyond the south end of Runway 2/20 (Rimrock Lake). Options for shifting the runway to the north are limited due to terrain; extending RSA into the lake presents significant shoreline protection and flood control permitting issues. If WSDOT-standard RSA cannot be achieved for the current runway length, options for reducing runway length to comply with RSA standards should be considered. The WSDOT Aviation State-Managed Airport Handbook does not define a runway length performance objective for Rural Essential Airports, although 2,400 feet is identified as the performance objective for Local Service Airports, which is reasonable for Tieton State Airport.
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WSDOT AVIATION | TIETON ALP
Airport Design Standards This section describes the airport design standards applicable to Tieton State Airport.
RUNWAY Runway 2/20 is 100 feet wide, which exceeds the FAA runway width standard and conforms to the WSDOT Aviation standard for turf runways. Runway 2/20 is 2,509 feet long, which limits its use to aircraft capable of operating on a short, unpaved runway. The existing runway length appears to meet the requirements of the aircraft regularly using the airport. The original construction of the runway as an emergency airstrip reflected the practical limits of the site. It is noted that the existing runway does not have standard runway safety area (RSA) beyond the end of Runway 2 (lake). The ability to meet RSA standards is addressed later in this chapter and various configuration options will be presented in the alternatives chapter. The runway surface has several areas of poor turf condition, due in part to soil and seeding conditions, and absence of irrigation during the summer months. As noted earlier, the runway is also subject to periods of softness, particularly near the north end due to drainage from elevated terrain north of the runway. As part of its ongoing maintenance, the runway surface would benefit from areas of fill, grading and leveling, compaction, new top soil, and reseeding with a drought tolerant and durable grass blend. The original drainage system (open ditches and concrete culverts) require some maintenance and/or modification to provide effective flows. Turf management best practices, which include regular mowing, weed control, animal control, and periodic re-seeding and rolling, are recommended for ongoing facility maintenance. The turf runway surface is not currently irrigated. The installation of an underground irrigation system should be considered, although providing on-site water, irrigation system maintenance and seasonal winterization represents a significant cost for this airport.
TURF RUNWAY STANDARDS FAA Advisory Circular 150/5300-13A (Paragraph 314) provides design guidance for turf runways including width standards, grading, compaction, vertical curves (along the runway centerline), thresholds, landing strip boundary markers, hold markings, and types of turf. Runway 2/20 meets or exceeds FAA standards in most areas, although no aircraft hold markings are currently in place. Turf or gravel runways do not generally require prepared shoulders. However, FAA indicates that a stabilized surface, such as turf, may be used on runway shoulders to reduce soil erosion. The areas immediately adjacent to the retroreflective runway edge markers are turf.
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WSDOT AVIATION | TIETON ALP
AIRFIELD MARKING AND LIGHTING Runway FAA-certified retroreflective markers represent the minimum standard for runway visual aids for State- Managed airports for defined landing areas (edges and ends), as noted in the WSDOT Aviation State- Managed Airport Handbook. WSDOT Aviation has installed edge reflectors (Valley Illuminator Model AR-100) on Runway 2/20 at Tieton State Airport. The markers meet the technical specifications established by the FAA in Advisory Circular (AC) 150/5345-39C – Specifications for L-853 Runway and Taxiway Retroreflective Markers.
General aviation runways with regular night operations or significant emergency use potential (poor weather and limited other landing areas along heavily traveled routes, etc.) may consider runway edge lighting to improve operational utilization and safety. The operational benefits, geographic location, cost of the system, maintenance, and energy consumption are among the factors considered by airports when evaluating lighting options. Runway edge lighting is not recommended at Tieton State Airport, based on the operational requirements of fixed wing aircraft. The potential development of improved helicopter facilities to accommodate emergency use activities such as medical evacuation (medevac) or search and rescue flights may warrant the addition of edge lighting to define a day/night use helicopter parking pad.
System Need & Functional Evaluation Airports with limited activity or predominantly daytime use are ideal candidates for retroreflective runway edge markers. The edge markers provide an economical alternative to edge lighting. In addition to improving night, low-light or low-visibility recognition of the runway environment, particularly for turf runways without clearly defined edges, Retroreflective edge markers provide other safety and operational benefits:
• Clearly define edges and ends of useable runway (prepared surface); • Increases visual references, improves spatial orientation and situational awareness for pilots when operating in the runway environment; and
• Improves runway recognition during low light or low visibility conditions. When operating in the airfield environment, the visual reference provided by a defined runway edge, edge lights, or edge markers provides an important cue for pilots within both forward and peripheral vision. The FAA published guide “Spatial Disorientation – Visual Illusions” (Medical Facts for Pilots, Pub. AM 400- 00/1, rev. 2/11) discusses the common physiological and environmental factors contributing to spatial disorientation for pilots. “Peripheral vision, also known as ambient vision, is involved with the perception of movement (self and surrounding environment) and provides peripheral reference cues to maintain spatial orientation…A final approach to an unusually wide runway may produce the visual illusion of being lower
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WSDOT AVIATION | TIETON ALP
than you actually are. If you believe this illusion, you may respond by pitching the aircraft’s nose up to gain altitude, which may result in a low-altitude stall or missed approach.”
Paved runways clearly distinguish the prepared runway surface from adjacent unpaved surfaces and pavement markings further enhance visual recognition of the operating surface for pilots. Turf runways are commonly wider than paved runways of a similar length are often surrounded by open areas with similar visual characteristics. At Tieton State Airport, the maintained runway surface is 100 feet wide, but is located within a grassy area approximately 300 feet wide. The absence of visual markers to define the edges of a turf runway would increase the potential of aircraft moving from the maintained landing area into adjacent areas that are not maintained to the same standard as the runway surface. Taildragger aircraft typically have limited forward visibility during the initial takeoff role and during a three-point landing. Retroreflective runway edge markers provide a reliable visual reference within a pilot’s peripheral vision, which is consistent the FAA research on maintaining spatial orientation. Edge markers provide pilots with fixed reference points during takeoff and landing. As when operating a small airplane on a very wide paved runway at night or when landing a seaplane in glassy water conditions, the absence of visual cues within a large grassy can contribute to temporary disorientation for pilots.
Airfield – Visual Aids Wind cones and segmented circles represent the minimum standard for airfield visual aids for state- managed airports. FAA standards for siting and installation of airport visual aids, as noted in the State- Managed Airport Handbook, should be utilized to ensure consistency. Traffic pattern indictors should also be used for any runway ends with “right traffic” rather than the standard “left traffic.” Supplemental wind cones located near a runway end may be appropriate based on localized wind conditions.
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WSDOT AVIATION | TIETON ALP
Recommendations – Airfield Marking and Lighting WSDOT Aviation State-Managed Airports:
Retroreflective runway edge markers are recommended as the basic airfield marking/lighting standard. In cases where specific operational needs exist, runway edge lighting should be considered if the financial investment can be justified.
Field evaluations of other FAA-approved retroreflector models currently available should be considered to maintain the system wide performance measure and avoid the potential of becoming dependent on a single vendor. In addition to evaluating comparative visibility effectiveness, consideration should be given to models that provide increased durability with “rebound” capabilities that allow the marker to “self-restore” to its original upright position if struck by an aircraft wheel. The current Valley Illuminator Model AR-100 has excellent visibility due to a surface area that exceeds the FAA requirement (96 square inches). However, the large diameter cylinders used in the AR-100 are prone to significant or complete damage (collapse) when struck. Several FAA-certified flexible-stake models with smaller diameter reflectors are available that may provide an acceptable level of illumination with improved durability. A review of several retroreflector models currently in use is provided in Appendix C, at the end of the report.
Recommendations – Airfield Marking and Lighting Tieton State Airport: Runway 2/20 - Maintain retroreflective edge markers based on the existing runway width (100 feet); the current interval between fixtures (200 feet) used for installation should be maintained. Segmented Circle – Install a segmented circle around one of the two wind cones located on the west side of the runway. Any future helicopter parking pads that can accommodate day and night use for medevac, search and rescue, and other emergency use should be equipped with FAA/WSDOT-approved edge lighting. Webcam – Install a webcam on the west side of the airport, for use by pilots and for fire detection and monitoring.
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WSDOT AVIATION | TIETON ALP
RUNWAY SAFETY AREA (RSA) The Runway Safety Area (RSA) as “a defined surface surrounding the runway prepared or suitable for reducing the risk of damage to airplanes in the event of an undershoot, overshoot, or excursion from the runway.” Runway safety areas are most commonly used by aircraft that inadvertently leave the runway environment during landing or takeoff.
By FAA design standard, the runway safety area “shall be: 1. cleared and graded and have no potentially hazardous ruts, humps, depressions, or other surface variations; 2. drained by grading or storm sewers to prevent water accumulation; 3. capable, under dry conditions, of supporting snow removal equipment, aircraft rescue and firefighting equipment, and the occasional passage of aircraft without causing structural damage to the aircraft; and 4. free of objects, except for objects that need to be located in the runway safety area because of their function. Objects higher than 3 inches above grade should be constructed on low impact resistant supports (frangible mounted structures) of the lowest practical height with the frangible point no higher than 3 inches. Other objects such as manholes should be constructed at grade. In no case should their height exceed 3 inches.”
The RSA for Runway 2/20 is limited at its south end by property ownership and Rimrock Lake. Based on WSDOT Aviation standards, the RSA width and the turf runway width (100 feet) are the same and the length extends 200 feet beyond the runway ends. The closest point (Runway 2 end) is approximately 13 feet from Rimrock Lake’s high water line and property boundary. Options for improving the RSA will be addressed in the alternatives evaluation (Chapter 4).
RUNWAY OBJECT FREE AREA (OFA) Runway Object Free Area is a two-dimensional surface (OFA) intended to be clear of ground objects that protrude above the runway safety area edge elevation. Obstructions within the OFA may interfere with aircraft flight in the immediate vicinity of the runway. The FAA defines the OFA clearing standard:
“The object free area clearing standard requires clearing the object free area of above ground objects protruding above the runway safety area edge elevation. Except where precluded by other clearing standards, it is acceptable to place objects that need to be located in the object free area for air navigation or aircraft ground maneuvering purposes and to taxi and hold aircraft in the object free area. Objects non- essential for air navigation or aircraft ground maneuvering purposes are not to be placed in the object free area. This includes parked airplanes and agricultural operations.”
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The OFA for Runway 2/20 is limited at its south end by property ownership and Rimrock Lake; the north end OFA is contained on airport property and is not affected by NF-711. Aircraft parking and trees on the east side of the runway, and trees located on the west side of the runway are located in the OFA. The WSDOT standard OFA is 200 feet wide and extends 200 feet beyond runway end. There is approximately 13 feet from the end of Runway 2 to Rimrock Lake’s high water line and property boundary.
The OFA clearing standard addresses physical obstructions, but does not have a surface condition standard like the RSA. For this reason, efforts to protect the extended OFA beyond Runway 2 through easements with USDA Forest Service should be considered. No permanent structures, such as docks should be located in the OFA. Clearing and leveling the OFA beyond Runway 20 can be accomplished within airport property, in conjunction improvements to the RSA.
RUNWAY PROTECTION ZONES (RPZ) The FAA provides the following definition for Runway Protection Zones (RPZ): “The RPZ’s [runway protection zone] function is to enhance the protection of people and property on the ground. This is best achieved through airport owner control over RPZs. Control is preferably exercised through the acquisition of sufficient property interest in the RPZ and includes clearing RPZ areas (and maintaining them clear) of incompatible objects and activities. The RPZ is trapezoidal in shape and centered about the extended runway centerline. The RPZs begin 200 feet beyond the end of the area useable for takeoff or landing.” The central portion and controlled activity area are the two components of the RPZ. The central portion of the RPZ extends from the beginning to the end of the RPZ, centered on the [extended] runway centerline and is equal to the width of the runway OFA.
The WSDOT-Aviation defined RPZs have smaller dimensions than the corresponding FAA RPZ, which reduces the surface areas and areas of concern for incompatible land uses and activities. As noted earlier, the use of WSDOT standards is recommended for Runway 2/20.
The Runway 2 RPZ extends entirely over Rimrock Lake water surface and off airport property. Restricting activities in the RPZ, such as swimming, fishing, or boating is recommended. The majority of Runway 20 RPZ extends off airport property and over a section of NF-711 road and high terrain.
Acquiring an avigation easement should be considered to preserve airport land use compatibility within the portions of RPZs that extend beyond airport property. Relocating roads outside the RPZ is generally recommended to improve land use compatibility and safety; however, realignment of NF-711 outside the Runway 20 RPZ is not considered feasible due to site terrain.
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WSDOT AVIATION | TIETON ALP
RUNWAY OBSTACLE FREE ZONE (OFZ)
The Obstacle Free Zone (OFZ) is a plane of clear airspace extending upward above runway elevation that are intended to protect close-in obstructions that may create hazards for aircraft. The FAA defines the Runway OFZ and its clearing standard: “The ROFZ is a defined volume of airspace centered above the runway centerline. The ROFZ is the airspace above a surface whose elevation at any point is the same as the elevation of the nearest point on the runway centerline. The runway OFZ extends 200 feet beyond each end of the runway.” “The obstacle free zone clearing standard precludes taxiing and parked airplanes and object penetrations, except for frangible visual NAVAIDs [navigational aids] that need to located in the obstacle free zone because of their function.”
Although not recognized in the WSDOT Aviation standards, the FAA-defined OFZ for Runway 2/20 has the same width dimension as the FAA-defined OFA for this type of ADG I runway. The WSDOT-defined OFA could also accommodate an OFZ of the same width to increase consistency with FAA standards. It is recommended that WSDOT Aviation apply the FAA-defined OFZ clearing standards to correspond to the WSDOT OFA dimensional standards (200 feet wide, extending 200 feet beyond each runway end). Using this method, the 200-foot wide OFZ for Runway 2/20 would have the same obstructions and improvements noted previously for the runway OFA.
RUNWAY- PARALLEL TAXIWAY SEPARATION Runway 2/20 is not equipped with a parallel taxiway. This standard is not applicable to Tieton State Airport.
BUILDING RESTRICTION LINE A building restriction line (BRL) identifies the minimum runway setback required to accommodate a typical building without penetrating airspace or conflicting with other airfield protected areas. The WSDOT Aviation dimensional standard for runway centerline to property or building line is 200 feet. When coupled with the WSDOT Aviation VFR Airspace Standards for the primary surface and transitional surface, the 200-foot WSDOT Aviation BRL can accommodate a 20-foot structure (assuming the same ground elevation as the runway) without penetrating the surfaces. Using conventional FAR Part 77 standards, the 200-foot BRL could accommodate a 10.7-foot structure. FAA design standards do not provide a specified distance for BRLs. However, the protection of defined runway and taxiway clearances, runway protection zones, and FAR Part 77 airspace surfaces generally provide adequate clearances for controlling building locations and heights. The use of WSDOT Aviation VFR Airspace Standard Dimensions would mitigate impacts to FAR Part 77 airspace, but would not likely be sufficient to result in a “no objection” finding during a 7460 review
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process.9 However, FAA airspace findings are advisory and have no enforcement mechanism for non- NPIAS airports.
The only structure currently located at Tieton State Airport is a CXT-vault type restroom, owned and operated by the USDA-FS, located midfield, west of the runway. Any proposed siting of future structures on the airport should be made to avoid or minimize airspace penetrations. However, if an airspace penetration is unavoidable, the minimum required mitigation would be to mark or light the obstruction to assist pilots in recognizing the item, which is consistent with FAA requirements for any built item obstruction to FAR Part 77 airspace.
AIRCRAFT PARKING LINE The aircraft parking line (APL) represents the minimum setback required for locating aircraft parking in order to clear an adjacent runway-taxiway system. For runways without a parallel taxiway, the FAA and WSDOT Aviation dimensional standard for the APL is 125 feet from runway centerline. This distance corresponds to clearing an ADG I runway OFZ, OFA, and visual runway primary surface (FAR Part 77), but does not address FAR Part 77 transitional surface clearance.
The designated aircraft parking area on the east side of Runway 2/20 is located outside the RSA but within the OFA. Options for relocating or improving the aircraft parking area clearances to the runway will be addressed in the alternatives evaluation (Chapter 4).
FAR Part 77 Surfaces There are five “imaginary surfaces” defined in FAR Part 77.25 including the primary, transitional, approach, horizontal and conical surfaces. These airspace surfaces are established around runways to provide ideal obstruction clearance for aircraft operations. It is noted however, that penetrations to Part 77 airspace surfaces are not uncommon, particularly for runways sited in mountainous terrain. Terrain and tree penetrations are most common at airports like these, which often limits their operations to day time in visual weather conditions. In terms of priority, obstruction clearance in the inner portion of the runway approaches and the primary surface are most significant. Part 77 surfaces should be free of built or terrain/tree obstructions to the greatest extent possible. Objects that penetrate FAR Part 77 surfaces may require action to mark or remove depending on their severity, location and the feasibility of the action. The drawing includes a table of obstructions with recommended dispositions. The physical characteristics of the Part 77 surfaces defined for Runway 2/20 are based on small (utility) aircraft and visual approaches.
9 FAA Form 7460-1 – Notice of Proposed Construction or Alteration
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• Approach Surface: Extends 5,000 feet from the end of the runway primary surface. The approach surface has a slope of 20:1 and represents the horizontal distance required for each increment of vertical rise.
• Primary Surface: Based on the visual approach standards for a utility unpaved runway, the primary surface is 250 feet wide and extends to each end of the runway. The primary surface is a flat plane of airspace centered on the runway at the same elevation as the nearest point on the runway centerline.
• Transitional Surface: The runway transitional surfaces extend outward and upward from the outer edges of the primary surface. The transitional surfaces have a slope of 7:1 and extend to an elevation 150 feet above airfield elevation and connect to the runway horizontal surface and appropriate surfaces.
• Horizontal Surface: The horizontal surface is drawn from 5,000-foot radii that extend from both ends of the primary surface to form an oval. The horizontal surface is a flat plane of airspace with an elevation 150 feet above airport elevation.
• Conical Surface: The conical surface extends from the outer edge of the horizontal surface at a slope of 20:1 for 4,000 feet.
Large areas of terrain penetration surround Runway 2/20, which is not unusual for an airport located in a mountainous area. High terrain penetrates the airport’s conical, horizontal, and approach surfaces. Trees and minor terrain penetrates the runway transitional surface on both sides of the runway. The approach to Runway 2 over Rimrock Lake has no close-in obstructions, although trees and high terrain are identified as obstructions in the outer portion of the approach surface. Mountainous terrain (penetration) is located in the Runway 20 approach surface.
The use of threshold siting surface criteria is recommended to provide a reasonable measure for controlling tree heights and other penetrations close to the runway. An obstruction survey is recommended to identify the most critical tree penetrations for the runway approaches and transitional surfaces. Acquisition of avigation easements is recommended to address the portions of the inner approaches that extend beyond airport property.
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WSDOT Aviation VFR Airport Airspace Standards As noted earlier, WSDOT Aviation has developed a modified set of airspace surfaces modeled after FAR Part 77, Objects Affecting Navigable Airspace and FAA Advisory Circular 150/5300-13, Airport Design to reflect the unique size, location, topography and natural obstructions commonly found at many state- managed airports.10 These are referred to as “non-standard” primary and transitional surfaces. • The non-standard runway primary surface width is based on the inner width of the Threshold Siting Criteria surface (120’) and not the standard widths based on approach surfaces defined in FAR Part 77; • The non-standard transitional surfaces start at the runway primary surfaces and climb at a rate of 7:1 (similar to FAR Part 77) – however, these surfaces only climb to 45’ AGL, limiting their lateral width to 315’; and • The non-standard transitional surfaces intersect the Threshold Siting Criteria surfaces at appropriate elevations (i.e. the 45’ AGL contour of the transitional surface meets the 45’ AGL contour of the Threshold Siting Criteria surface).
THRESHOLD SITING SURFACES The use of threshold siting surfaces (TSS) to mitigate approach surface obstructions is consistent with FAA airport design guidance. The WSDOT Aviation State-Managed Airport Handbook recommends that “threshold siting criteria be utilized as the basis for the airport’s airspace surfaces when the State has minimum control over removing obstructions in mountainous and forested regions.” The WSDOT Aviation VFR Airspace Standard Dimensions recommend the dimensions and surface slope for “Runway Type 1” defined in FAA AC 150/5300-13, Airport Design, for threshold siting surfaces (TSS). It is noted that the “Runway Type 1” TSS applies to “runways expected to serve small airplanes with approach speeds less than 50 knots. (Visual runways only, day/night). With a few exceptions, the majority of small single-engine aircraft have approach speeds of 50 knots or more, which corresponds to “Runway Type 2.” However, the benefits provided by a Runway Type 2 TSS on Runway 2/20 would be very limited since the TSS slope (20:1) and the inner width dimension are the same as the Part 77 approach surfaces. Based on the mountainous environment and close-in trees found at many state-managed airports, the WSDOT Aviation VFR Airspace Standard Dimensions for the Type 1 TSS provide a reasonable modified standard for approach clearances, which is consistent with the pilot skill level required to safely operate on unimproved airfields. At a minimum, WSDOT Aviation should acquire avigation easements for the TSSs for both runway ends and conduct an obstruction survey to determine the tree clearing required to maintain unobstructed surfaces. Table 3-3 summarizes the TSS recommended for Runway 2/20, based on WSDOT standards. Table 3-4 provides a comparison between WSDOT’s non-standard airspace dimensions and FAR Part 77 airspace dimensions.
10 WSDOT State-Managed Airport Handbook, WSDOT Aviation VFR Airport Airspace Standard Dimensions (February 2011)
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TABLE 3-3: THRESHOLD SITING SURFACE CRITERIA FOR TIETON STATE AIRPORT WSDOT Aviation VFR Airport Airspace Standard Dimensions Slope/ Runway Type Dimensional Standards OCS dist. inner outer inner outer from section section Approach end of runways expected to serve small width width airplanes with approach speeds less than 50 knots. rwy end length length 15:1 (Visual runways only, day/night) 0 120 300 500 2,500
TABLE 3-4: AIRSPACE SURFACES WSDOT Aviation VFR FAR Part 77 Dimensions Item Airport Airspace Standard Visual-Utility Runway1 Dimensions2 Width of Primary Surface and Approach 1203 250 Surface at Inner End Approach Surface Width at Outer End 3003 1,250 Approach Surface Length 3,0003 5,000 Approach Slope 15:13 20:1 150 feet above airport Horizontal Surface Elevation/Radius N/A elevation to 5,000 feet Conical Surface Slope N/A 20:1 7:1 to 45 feet 7:1 to 150 feet Transitional Surface Slope above airport elevation above airport elevation Notes: 1. FAR Part 77, Objects Affecting Navigable Airspace 2. WSDOT State-Managed Airport Handbook “WSDOT Aviation VFR Airport Airspace Standard Dimensions” 3. Threshold Siting Criteria, Slope/OCS (Visual Runways)
The use of the WSDOT Aviation VFR Airport Airspace Standards is recommended to mitigate obstructions to standard FAR Part 77 surfaces. However, standard FAR Part 77 airspace surfaces, recognized by FAA, will continue to be used for all airspace evaluations performed by FAA through the 7460 process. Both WSDOT and FAR Part 77 airspace surfaces should be reflected on the ALP airspace plan sheets.
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Other Facility Requirements
AIRCRAFT PARKING Tieton State Airport has no based aircraft requiring permanent tiedowns and none are forecast during the current twenty-year planning period. Transient aircraft parking requirement are difficult to quantify based on the overall low level of activity at the airport. However, based on the range of operations estimates for the airport noted in Chapter 2, a normal “busy day” would be expected to generate demand for 2 to 4 tiedown positions for overnight or extended visits. Parking demand could increase significantly during organized fly-in or airport clean up events and areas should be reserved for overflow parking. Additional space for tiedowns should be reserved beyond current projections to accommodate any increase in demand. The existing aircraft parking area includes a tiedown cable, located midfield, on the east side of the runway. The tiedown cable is located outside the RSA, but within the OFA. The development of additional airplane and helicopter parking areas should be located to provide adequate separation from the runway.
CAMPSITES Basic airport campsites for day use or overnight use are consistent with the recreational use of airport. The airport does not have any camping facilities; however, the USDA-FS maintains facilities in the adjacent Peninsula Campground. A USDA-FS CXT-vault toilet is located on airport property adjacent to the gravel parking area on the west side of the runway, near mid-runway. The facility was inadvertently constructed on airport property. USDA-FS and WSDOT Aviation intend to formalize an agreement for the continued use and maintenance of the facility. Several primitive campsites have also been established on airport property along the lake shore, west of the runway. Although there are no records describing the development or use, it appears that they were assumed to be located on USDA-FS land. A recent boundary survey confirms the actual property line for the airport, which includes a portion of this area. The addition of basic campsite facilities for airport users is consistent with the airport’s recreational function. WSDOT’s facility improvements could include installation of picnic tables, fire rings, tent pads, animal-resistant food storage lockers and garbage disposal bins, and potable water supply. Operational and security issues would need to be addressed.
AIRPORT WEB CAMERA The addition of an airport web camera is recommended to provide pilots with visual information about airfield conditions and area weather. A web-based camera system would also provide airport management with improved monitoring capabilities of airport activities. Extending electrical and telecommunications service (either telephone or internet fiber) to the airport is required to support a web camera.
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PILOT FLIGHT PLANNING STATION The addition of a pilot flight planning station with a telephone/communications service is recommended for pilots to open and close their FAA flight plans.
RESTROOMS/SHOWERS Some remote airports are equipped with restrooms with flush toilets and showers. The Idaho Department of Transportation Aeronautics Department maintains this type of facility at some of their remote airports. Siting this type of facility at Tieton State Airport would require a potable water supply (well). Additional costs would include water service connections, system maintenance and winterization. It is noted that the adjacent USDA-FS Peninsula Campground does not currently offer potable water or showers. The addition of these facilities on the airport could inadvertently be attributed to the USDA-FS Peninsula Campground, which may increase demand well beyond its intended use and create significant challenges for WSDOT Aviation’s off-site airport manager.
FIRE & EMERGENCY RESPONSE FACILITIES Tieton State Airport supports seasonal firefighting activities on an as-needed basis, including Type 1 and 2 helicopter flight operations and on-site incident management. The airport currently has no dedicated facilities to support emergency response staging and operations, although mobile “self-contained” fire operations have been accommodated on site. Tieton State Airport’s access to timberlands located in the Okanogan-Wenatchee National Forest and other public lands, combined with excellent access to water for helicopter bucket lifts, provides an excellent asset for use in wildland fire response activities and other emergency response operations. The positioning of forward fire response resources is determined by the location of the fire(s) relative to available assets. Since the fire response needs are random and vary greatly from year to year, there is no anticipated demand to construct permanent facilities, although the airport has the capability of accommodating that need, if required. Facility improvements such as extending electrical and telephone service, installing a well for water, adding restrooms with showers, loading and staging areas, and helicopter parking pads could be considered to increase agency response capabilities. Other airport users could also use some of these facilities during non- emergency periods.
MILITARY & AGENCY COORDINATION Tieton State Airport is strategically located along a major east-west highway (US 12) and White Pass, which provides an accessible location to support emergency services. It is noted that the emergency response capabilities and facility needs for remote airports such as Tieton State Airport are basic and
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relatively similar, whether the response is geared to events such as wildfires or aircraft search and rescue, or less common natural disasters such as flooding, landslides or larger seismic events. In both military and civilian response scenarios, emergency teams are generally mobile and self-contained. The ability to quickly access a response site and set up operations is a key to an effective response. Depending on the specific requirements of the designed response, facilities may be repositioned to another site or shut down if the function is no longer needed. Primary emergency staging facility needs or capabilities include: Adequate areas for staging response operations (equipment storage, crew accommodations, operations facilities, fuel storage); Helicopter parking and staging areas; Access to potable water; Access to electricity and land line communications; and Multi-modal access.
The evaluation of multi-modal access capabilities of Tieton State Airport is noted in Table 2-3, in Chapter 2. Multi-modal access is one of several factors emergency planners consider in defining emergency response plans. The unique capability of an airport is the ability to support air operations in the event of loss of surface access (roads and bridges) within an area. For small airports, the ability to support helicopter activity is generally more feasible than accommodating fixed wing aircraft commonly in military or fire response use. The geographic location of an airport may also be critical, particularly in planning responses to highly localized incidents such as wildfires, flooding, or disruption of surface roads and bridges. It is important to note that the response capabilities of any particular airport are defined by the physical characteristics of the facility. As part of a well-defined systematic approach, the capabilities of the system as a whole, rather than one individual asset, provides the broad level of response needed to address a wide variety of potential events that occur with little or no advance notice.
AIRPORT UTILITIES Electric Benton Rural Electric Association provides electrical service to the area. The electricity lines pass through the airport from the northwest to the southeast, with buried lines beneath the runway surface. The addition of a webcam or pilot flight planning station will require connections to electrical power. The nearest above ground service pole is located on the west side of the runway, approximately 700 feet from the end of Runway 2. Overhead powerlines also extend along the Tieton Reservoir Road, which may provide the most direct access to the electrical power on the east side of the airfield.
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Water Municipal water service is not available near Tieton State Airport. Installation of a well would be required to provide potable water for campsites, restrooms with showers, or emergency response operations.
Sanitary Sewer/Septic Tieton State Airport does not have sanitary sewer service. Recreational cabins located in the National Forest use individual septic/drain field systems or outdoor pit toilets. The potential development of on-airport restrooms and showers would require a septic/drain field system or a self-contained discharge for waste and drain field for gray water.
Natural Gas Natural gas service is not available in the vicinity of Tieton State Airport.
Telecommunications Centurylink provides telephone and internet service to the area with utility lines along NF-1200 (Tieton Reservoir Road). Connections would be required to support the addition of a webcam or flight planning station.
SURFACE ACCESS The existing surface access (NF-711 and NF-1200) to Tieton State Airport from US 12 is adequate for current and future needs. A portion of NF-711 is located on airport property and passes through the RPZ for Runway 20. Relocating NF-711 off of airport property or outside the RPZ is not highly feasible due to rugged site terrain, and is not recommended. The eastern airport property line does not run exactly parallel to NF-1200 and a portion of the road is located on airport property (from approximately mid-runway to near the connection with NF-711 and the north airport property line. A review of the original deed transferring the airport land from federal to state ownership does not reveal any residual access rights, except for the purposes of mineral extraction, pursuant to the Atomic Energy Act of 1946. No other access or right of way agreements were identified in the review of airport property records. Documenting existing USDA-FS roads and facilities located on airport property is recommended to support agreements between WSDOT and USDA-FS for continued use.
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Chapter 4 – Proposed Improvements
IN THIS CHAPTER • Proposed airport facility improvements (general) • Proposed upgrades in surface access • Proposed airport campsite and recreational facility improvement options • Preliminary Preferred Alternative
Introduction The evaluation of development options at Tieton State Airport includes basic facility improvements and new facilities. The established facilities on the airport reflect the existing site configuration and past improvements made by airport management in response to user needs. The proposed airfield improvement options are intended to maintain the airport’s original historical functions of providing general aviation access to prime recreational areas and an important emergency landing site in the busy east-west VFR flyway. The proposed improvements also support the airport’s role in accommodating emergency and wild fire response activities. The WSDOT Aviation State Airport Manager maintains a list of general airport improvements and maintenance items for all state-managed airports, including Tieton State Airport: 1. Master Plans/ALP/Capital Improvement Program (this project addresses this recommendation; update as needed); 2. Develop standardized property documentation: • Right-of-Way Plans; • Survey – Geodetic; • Topo – Orthos; • Boundary Marking; Also recommend runway surveying (end coordinates and elevations; RSA grade, etc.); 3. Avigation easements; 4. Legal access; 5. New access roads; 6. Security plan - Gates / Fencing; 7. Highway and Airport Signage; 8. Aircraft Tiedowns (clear of runway protected areas); 9. Vehicle Parking (clear of runway protected areas); 10. Habitat Assessments – Critical Areas, Vegetation (Herbicide/Pesticide), and Wildlife Management Plans;
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11. Establish coverage under 4(d) RRMP Programmatic coverage (regional road maintenance program employing best management practices for ESA protection); 12. Part 77 analysis – Obstruction removal plans (approach and primary surface/obstacle free zone obstruction analysis, etc.); 13. Standard runway configuration – Per Airport handbook standards – 100’ x 2,400’ Turf; 14. Emergency Management Staging Access Areas – WA Interagency Incident Management Team Facilities; 15. Pilot Flight Planning Station with telephone; guest sign; 16. Restroom (vault toilet) and Showers (co-located with staging areas); 17. Utilities – Power, Internet, Phone, and Water – Established for Emergency Management Staging Areas; 18. Web Camera; 19. Helicopter Parking for firefighting staging; lighted pad for Medevac operations; 20. Segmented circle with wind cone; 21. Physical address; 22. Police and Fire access agreements - training and emergency staging; and 23. Volunteer Sponsor under Adopt-an-Airport Program. Other facility improvements identified for Tieton State Airport during the planning process include: Runway rehabilitation: o Fill, grading, leveling; o Drainage improvements; o Amend top soil, re-seed; o Runway safety area improvements; . Fill and grading; . Modify runway configuration, if feasible; Add vehicle access road (maintenance only) around runway perimeter; Clear trees and brush along sides of runway to accommodate drainage improvements (re-opening existing ditches, upgrading culverts as needed); Aircraft campsites (picnic tables, tent sites, fire rings, etc.); Tree clearing to accommodate improvements or obstruction removal, as needed; Irrigation system for turf runway, if feasible; Periodic runway maintenance (grass seeding, herbicide, and pesticide application to improve turf surface); Conduct obstruction survey for runway approaches to identify the heights, locations, and elevations of trees penetrating the WSDOT Aviation 15:1 threshold siting surfaces for Runway 20; Acquire avigation easements for runway protection zones (RPZ) and inner approach surfaces to allow obstruction control (trees) in approaches;
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Install segmented circle (at existing north wind cone); and Extend electrical power to airport; provide on-site potable water (well) if feasible. Non-Aviation Campsites (on Airport Property) As noted earlier, the informal development of several campsites on airport property, adjacent to Rimrock Lake, presents a basic question about future use. The campsites were established without WSDOT consent and their non-airport use is not consistent with the state’s airport use guidelines. The campgrounds are not managed by the USDA-FS in their campground fee system, which effectively leaves the campsites minimally supervised. WSDOT Aviation has indicated a willingness to consider options that would allow the existing use to continue if it can be done without compromising the primary functions of the airport. WSDOT Aviation does not have the ability to manage the campsites, since that is not included in the agency’s core mission. If the campgrounds were to continue in public (non-airport) use, a formal management agreement would be required between WSDOT Aviation and the USDA-FS, or potentially with a private contractor through a seasonal land lease. The landside options presented later in the chapter are compatible with either continued public use or closure of the non-airport use campsites on WSDOT property.
Proposed Improvement Options
RUNWAY
The non-standard runway safety area (RSA) beyond the end of Runway 2 identified in the facility requirements analysis is a significant safety need that warrants further evaluation. The option of extending/filling the RSA into Rimrock Lake was considered, but issues related to shoreline protection, lake water levels/flood control, and overall environmental permitting for the watershed located in the National Forest present significant concerns. While the RSA fill is feasible to construct based on relatively shallow lake levels in the area, it was determined that the environmental and permitting process associated with a lake fill project would be overly complex and costly. Based on the limited financial resources available to operate, maintain, and improve the large group of state airports, it was determined that a more practical approach would be to contain RSA improvements within existing airport property and focus on incremental improvements and changes to the existing runway configuration. Maintaining current runway length is preferred, if feasible. However, if RSA standards cannot be reasonably met on the current airfield site, reducing the runway length to meet the WSDOT Aviation standard (2,400 feet) for Local Service Airports, provides a reasonable alternative. As noted earlier, the turf runway has a significant gradient and a low area near the middle. The north end of the runway (high point) also has existing drainage issues created by runoff from elevated terrain beyond the runway. Recommended improvements include grading the upper (north) end of the runway to both reduce the gradient for that section of runway and improve drainage. Modifications to existing ditches and
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culverts may also be required. The north end grading may be completed as part of a minor shift of the Runway 20 threshold, or to improve the runway safety area (RSA) and object free area (OFA) beyond the existing runway end. Excess materials will be positioned further down the runway as part of the leveling and re-grading, or in new aircraft parking and campsite areas proposed near the south end of the runway (west side).
The proposed runway improvements include rehabilitation of the surface and base courses, which consists of fill, grading, leveling, re-establishing the runway centerline crown, and re-seeding (turf). The installation of an irrigation system may be considered to support optimal turf conditions during the dry summer months. However, it is noted that adding an irrigation system will require establishing a water supply (well) at the airport to serve the new underground system. An irrigation system would also require ongoing investment in seasonal weatherization and routine maintenance, both of which are not currently included in the state airports maintenance and operations budget. A preliminary evaluation of the Runway 20 approach identifies significant terrain and tree penetrations. An analysis of obstructions is recommended, including completion of an obstruction survey to define the locations and heights of trees within the runway approach. Once the heights and locations of trees penetrating the approach are defined, an analysis of feasibility for tree removal and lowering can be performed. The use of the WSDOT Aviation 15:1 threshold siting surface (TSS) is recommended for defining tree clearing limits in the Runway 20 approach. Tree clearing, while recommended, will not mitigate the significant terrain penetrations created by the adjacent mountainous terrain.
Runway Improvement Options Three proposed runway improvement options (Options A, B, and C) are depicted in Figure 4.1. The options provide different runway configurations intended to address the non-standard runway safety area (RSA) beyond the Runway 2 end. Relocating the existing access road (NF-711) outside the runway OFA is not considered highly feasible and is not proposed in these options.
RUNWAY - OPTION A
Option A maintains the existing runway length (2,509 feet) by shifting the runway 187 feet to the north, relocating both runway thresholds accordingly, and providing standard RSA beyond both runway ends. The existing drainage ditch located beyond the Runway 20 end is realigned outside the RSA, as part of the overall RSA grading. Fill and grade work is required beyond both runway ends to meet RSA and OFA grade standards.
RUNWAY - OPTION B
Option B shifts the Runway 2 end 187 feet north to provide a standard RSA beyond the south end of the runway and maintains the existing location of the Runway 20 threshold. This option reduces the runway
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length to 2,322 feet. Fill and grade work is required beyond both runway ends in order to meet RSA and OFA grade standards.
RUNWAY - OPTION C
Option C also shifts the Runway 2 end 187 feet north to provide a standard RSA beyond the south end of the runway and extends the Runway 20 end by 141 feet. This option reduces the runway length to 2,463 feet. This option provides the maximum runway length available without realigning the existing drainage ditch located beyond the north end of the runway. Fill and grade work is required beyond both runway ends in order to meet RSA and OFA grade standards.
LANDSIDE IMPROVEMENTS The landside options focus on developing aircraft and campsite facilities in the southwest section of the airport based on the availability of developable land with adequate runway clearance. Proposed facilities for wildfire and emergency response are also located on the west side of the runway, on both airport and adjacent USDA-FS property. The staging areas would be intended to support emergency response operations and seasonal firefighting activities. The existing tiedown area located on the east side of the runway will be replaced to address runway OFA clearing standards, but could be maintained for overflow parking or other uses during emergency fire operations. Two proposed landside improvement options were created for Tieton State Airport and are depicted in Figure 4.2 and Figure 4.3. The landside options differ only in the proposed configuration and include the same general features: • (4) Helicopter parking pads (fire response/emergency staging); • Aircraft-support USFS/Interagency staging area; • Access road and vehicle parking improvements; • USFS/Interagency staging (incident management, logistics, support); • Overnight and day use aircraft campsite facilities: o (3) small airplane tiedowns; o picnic table; o animal-resistant food storage locker; o ADA-accessible fire ring; o secure garbage disposal; o tent pad (overnight campsites only); o potable water; • Pilot flight-planning station; • Web camera; • Relocated wind cone;
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• Guardrail (security, controlled access); • Vehicle parking area with controlled access gate; • Restroom with showers; • Improved vehicle access road; and • Emergency operations and staging area. Extending basic utilities into the site is recommended and will be determined by user needs (water, electrical power, telephone, etc.). All utilities entering the site from existing service lines will be placed underground in the vicinity of runway and helicopter operating areas. The development of restrooms with showers is proposed to support staging operations.
LANDSIDE - OPTION A
Option A (see Figure 4.2) consolidates airport related facilities within approximately 150 feet of the western edge of the runway near its south end. As depicted, the facilities include aircraft campsites and tiedowns, a row of hard-surfaced helicopter parking pads, and a new vehicle parking area/equipment staging area adjacent to the new facilities. A web camera and pilot flight planning station are also proposed in this area; both items require electrical and communication line extensions. A future restroom with showers is proposed adjacent to the facilities; the addition of water service is required to service the restroom, and potentially the adjacent aircraft campsites.
The existing gravel access roads that connect the southwest corner of the airport will be reconfigured to provide direct access to the airport-facilities from the eastern leg of the loop roadway. The existing non- aircraft campsites located on airport property and any related access roads, will be physically separated from the adjacent airport facilities with a guardrail. The future use of the campsites will be determined based on WSDOT Aviation and USDA-FS facility needs.
Two emergency staging areas are identified adjacent to airport property. These areas is intended to accommodate USDS-FS or interagency emergency response activities. The primary area is located in the existing gravel vehicle parking area. This area has previously accommodated mobile incident management teams including logistics, crew operations and aircraft support. A second staging area is proposed adjacent to the future helicopter parking pads and existing access roads to facilitate aircraft support activities including maintenance, fueling, etc. The second staging area is located north of the overhead power line that runs through the area.
LANDSIDE - OPTION B
Option B (see Figure 4.3) removes the non-airport related campsites from airport property and converts the area to airport-use campsites and emergency response staging. The proposed configuration of the helicopter parking, aircraft campsite tiedowns, the related support facilities, and the primary interagency
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staging area is largely unchanged from Option A. A gate/guardrail would be installed along the western airport property line in this area to limit non-airport public access.
Option B locates the aircraft-related emergency staging area directly adjacent to the helicopter parking pads on airport property, compared to Option A which locates the facility further north, adjacent to airport property.
Figure 4.4 depicts a conceptual aircraft campsite that includes common features (aircraft tiedown, tent pad, picnic table, fire pit/ring, and a USDA-FS-approved food storage locker) for each campsite.
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FUTURE RPZ (WSDOT VFR) FUTURE RPZ (WSDOT VFR) 200' X 300' X I000' 2,509' X 100' (F) 200' X 300' X I000' A-I (SMALL) A-I (SMALL) RUNWAYRUNWAY 2020 RUNWAYRUNWAY 0202 RUNWAYRUNWAY 0202 RUNWAYRUNWAY 2020
RIMROCKRIMROCK LAKELAKE 187' 187' FILLFILL && GRADEGRADE RUNWAY 02-20 2,509' X 100' (E) EXISTING RPZ (WSDOT VFR) RUNWAY 02-20 2,509' X 100' (E) EXISTING RPZ (WSDOT VFR) 200' X 300' X I000' REALIGNREALIGN DITCHDITCH TOTO CLEARCLEAR THETHE 200' X 300' X I000' A-I (SMALL) FUTUREFUTURE RUNWAYRUNWAY SAFETYSAFETY AREAAREA A-I (SMALL) RUNWAY OPTION A 1"=200'
FUTURE RPZ (WSDOT VFR) 200' X 300' X I000' 2,322' X 100' (F) A-I (SMALL) RUNWAYRUNWAY 0202 RUNWAYRUNWAY 0202 RUNWAYRUNWAY 2020
RIMROCKRIMROCK LAKELAKE 187' FILLFILL && GRADEGRADE
EXISTING RPZ (WSDOT VFR) RUNWAY 02-20 2,509' X 100' (E) EXISTING/FUTURE RPZ (WSDOT VFR) 200' X 300' X I000' 200' X 300' X I000' A-I (SMALL) A-I (SMALL)
RUNWAY OPTION B 1"=200'
FUTURE RPZ (WSDOT VFR) FUTURE RPZ (WSDOT VFR) 200' X 300' X I000' 2,463' X 100' (F) 200' X 300' X I000' A-I (SMALL) A-I (SMALL) RUNWAYRUNWAY 0202 RUNWAYRUNWAY 0202 RUNWAYRUNWAY 2020 RUNWAYRUNWAY 2020
RIMROCKRIMROCK LAKELAKE 187' 141' FILLFILL && GRADEGRADE RUNWAY 02-20 2,509' X 100' (E) EXISTING RPZ (WSDOT VFR) RUNWAY 02-20 2,509' X 100' (E) EXISTING RPZ (WSDOT VFR) 200' X 300' X I000' 200' X 300' X I000' A-I (SMALL) A-I (SMALL)
RUNWAY OPTION C 1"=200'
N
0 150 300
SCALE OF FEET DRAFT SCALE: 1"=150'
TIETON AIRPORTPROPOSED RUNWAY IMPROVEMENTS - OPTIONS A, B, C WSDOT AVIATIONRUNWAY - TIETON OPTIONS (FIGURE 4-1) FIGURE 4.1 AIRPORT LAYOUT PLAN SECURESECURE GARBAGEGARBAGE DISPOSAL LEGEND GUARDRAIL RESTROOMS/ PROPERTY BOUNDARY GRAVEL ROAD SHOWERSSHOWERS FUTURE GUARDRAIL TO BE REMOVED PILOTPILOT FLIGHTFLIGHT PLANNINGPLANNING STATIONSTATION FUTURE AIRFIELD DEVELOPMENT TO BE REMOVED USFS - MANAGED CAMPSITES FIRE RING 45' H H H H USFS/INTERAGENCY STAGING AREA APL(E) APL(E) AIRPORT CAMPSITES, AIRCRAFT PARKING DAY USE TIEDOWN AIRCRAFT CAMPSITES DAY USE TIEDOWN AIRCRAFT CAMPSITES RELOCATED WIND CONE USFS/INTERAGENCY STAGING AREA (INCIDENT MGT., LOGISTICS, SUPPORT) OFA(E) OFA(E) DAY USE PICNIC TABLES AND FOOD STORAGE LOCKERS (TYP) WEST TERMINAL AREA Scale: 1"=25'
RIMROCK LAKE
GUARDRAIL / GATE (NO PUBLIC ACCESS)
NF-711
APL(E) H H H H APL(E)
OFA(E) OFA(E) ACCESS ROAD REALIGNMENT AND RESTROOM VEHICLE PARKING SEESEE WESTWEST TERMINALTERMINAL TYPETYPE 22 HELICOPTERHELICOPTER ACCESS ROAD REALIGNMENT AND VEHICLE PARKING AREA VIEW PADSPADS (TYP)(TYP) VEHICLE PARKING ALP RSA(E) 125' RSA(E) TYPETYPE 11 ANDAND 22 HELICOPTERHELICOPTER PARKINGPARKING (EMERGENCY(EMERGENCY OPERATIONS)OPERATIONS) WHEN RUNWAY IS CLOSED RUNWAY 02-20 2,509' X 100' (E) OFA 200'
RSA(E) RSA(E)
N OFA(E) OFA(E)
NF-1200 (TIETON RESERVOIR RD) 0 60 120 SCALE OF FEET SCALE: 1"=60'
DRAFT TIETON STATE AIRPORT LANDSIDE OPTION A (FIGURE 4-2) PROPOSED LANDSIDE IMPROVEMENTS - OPTION A WSDOT AVIATION - TIETON FIGURE 4.2 AIRPORT LAYOUT PLAN SECURE GARBAGE DISPOSAL LEGEND PROPERTY BOUNDARY RESTROOMS/ PILOT FLIGHT PILOT FLIGHT SHOWERSSHOWERS FUTURE GUARDRAIL GRAVEL ROAD PLANNINGPLANNING STATIONSTATION GRAVEL ROAD FUTURE AIRFIELD DEVELOPMENT TOTO BEBE REMOVEDREMOVED TO BE REMOVED USFS/INTERAGENCY STAGING AREA FIREFIRE RINGRING 45' H H H AIRPORT CAMPSITES, AIRCRAFT PARKING APL(E) APL(E) USFS/INTERAGENCY STAGING AREA DAY USE TIEDOWN AIRCRAFT CAMPSITES (INCIDENT MGT. LOGISTICS, SUPPORT) RELOCATED WIND CONE OFA(E) OFA(E) DAY USE PICNIC TABLES AND FOOD STORAGE LOCKERS (TYP) WEST TERMINAL AREA Scale: 1"=25'
GUARDRAIL / GATE (NO(NO PUBLICPUBLIC ACCESS)ACCESS) RIMROCK LAKE
GUARDRAIL / GATE GUARDRAIL / GATE NF-711 (NO(NO PUBLICPUBLIC ACCESS)ACCESS)
APL(E) H H H H APL(E)
OFA(E) OFA(E) ACCESS ROAD REALIGNMENT AND SEE WEST TERMINAL TYPETYPE 22 HELICOPTERHELICOPTER ACCESS ROAD REALIGNMENT AND RESTROOM VEHICLE PARKING VEHICLE PARKING AREA VIEW PADSPADS (TYP)(TYP) VEHICLE PARKING ALP RSA(E) 125' RSA(E) TYPETYPE 11 ANDAND 22 HELICOPTERHELICOPTER PARKINGPARKING (EMERGENCY(EMERGENCY OPERATIONS)OPERATIONS) WHEN RUNWAY IS CLOSED RUNWAY 02-20 2,509' X 100' (E) OFA 200'
RSA(E) RSA(E)
N OFA(E) OFA(E)
NF-1200 (TIETON RESERVOIR RD) 0 60 120
SCALE OF FEET DRAFT SCALE: 1"=60'
TIETON STATE AIRPORT LANDSIDE OPTION B (FIGURE 4-3) PROPOSED LANDSIDE IMPROVEMENTS - OPTION B WSDOT AVIATION - TIETON FIGURE 4.3 AIRPORT LAYOUT PLAN 45' (TYP)
AIRCRAFT CAMPSITES DAY USE TIEDOWNS
PICNIC TABLES 26' FOOD LOCKERS (TYP) FIRE PIT PICNIC TABLE 10' 8'-10" TENT PAD SECURE GARBAGE 13' X 15' DISPOSAL
FOOD STORAGE LOCKER 3' X 4'
AIRCRAFT CAMPSITE DETAIL PICNIC SITES
AIRCRAFT CAMPSITES WSDOT AVIATION - TIETON FIGURE 4.4 AIRPORT LAYOUT PLAN
WSDOT AVIATION | TIETON ALP
PREFERRED ALTERNATIVE (PRELIMINARY) The preliminary preferred alternative for Tieton State Airport is depicted on the draft Airport Layout Plan (ALP) drawing (Figure 4.5). The draft ALP depicts recommended runway and landside improvements to support further evaluation and coordination with U.S. Department of Agriculture - Forest Service (USDA- FS) and airport users.
Airside Facilities A modified version of Runway Improvement Option C was selected as the preferred airside alternative. The option relocates both runway ends and reduces runway length by 109 feet (to 2,400 feet) to obtain the recommended WSDOT-standard runway safety area (RSA). The Runway 2 (future Runway 3) threshold is relocated approximately 159 feet north; the Runway 20 (future Runway 21) threshold is relocated approximately 50 feet north. The modified north end runway shift maintains more useable runway while also avoiding significant realignment of the existing drainage ditch located beyond the north end of the runway. The RSA regrading and north end runway leveling will incorporate drainage improvements that increase efficiency and reduce soft runway conditions. The key airside elements of the preliminary preferred alternative include: • Relocate runway thresholds and reduce runway length by 109 feet to obtain standard RSA beyond runway ends (may differ based on site survey and design evaluation):
o Runway 2 (south end) – relocate threshold 159 feet north (159-foot reduction); o Runway 20 (north end) – relocate threshold 50 feet north (50-foot increase); o Future Runway 3/21: 2,400 x 100 feet; • Runway re-grading and drainage improvements:
o Grade and level upper section of runway; o Modify surface drainage; o Fill & level middle and lower sections of runway; • Runway Safety Area (RSA) improvements:
o North end – fill, grading, compaction in conjunction with runway grading and drainage improvements;
o South end – minor grading to lakeshore top of bank; • Re-designate runway “3/21” based on change in magnetic declination; • Runway surface reconditioning (soil amendment, rolling, re-seeding); • Replace runway edge reflectors; • Install irrigation system (turf runway);
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• Runway approach obstruction survey (trees); • Relocate south wind cone; • Construct segmented circle at north wind cone; • Relocate east aircraft parking outside OFA (relocate cable, clear trees); and • Construct large helicopter parking pads (4).
Landside Facilities Landside Improvement Option B was selected as the preferred landside alternative. This option eliminates non-airport related campgrounds on WSDOT property in the southwest section of the airport and develops new airport user facilities in the area. Non-airport public access through the system of unimproved roads into the area will be eliminated with guardrails/gates installed at existing access points on the airport property line. The campsites located on USDA-FS managed property adjacent to the lake are unaffected. The basic elements of this option described earlier include: • General Aviation Improvements (SW Section of Airport):
o Reconfigured access road; o Guardrails to limit non-airport vehicle access; o Pilot Flight Planning Shelter; o Aircraft Tiedowns and Camping Facility Improvements; o Relocate south wind cone (west side, near Rwy 2 end); o Airport Web Camera (west side, near south end of runway); • Emergency Response Improvements (SW & W Sections of Airport):
o 4 – Type 2 Helicopter Parking Pads (hard surfaced); o Type 1 and 2 helicopter parking accommodated on runway when fire response requires runway closure to non-fire aircraft;
o Restroom Facilities (CXT vault toilet, showers, potable water); o Vehicle parking and equipment storage area; o USFS/Interagency Incident Management Staging Area (off airport property, adjacent to runway and NF-711.); The preliminary concepts will be refined through the public and agency review process; the recommended facility configurations will be determined by WSDOT Aviation in coordination with USDA-FS.
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Public Review Process The WSDOT Aviation State Airports Manager coordinated with USDA-FS, airport users, and Yakima County government (planning department) during the project. WSDOT Aviation provided periodic project updates to aeronautical and non-aeronautical airport users (local snowmobile club, etc.) and conducted an on-line airport user survey (see Appendix D). The draft Airport Layout Plan (ALP) Report was posted on the WSDOT Aviation Division webpage for public review. The coordination with the USDA-FS was a particularly critical element in the ALP development due to airport’s immediate proximity to Rimrock Lake campgrounds and ongoing implementation of the Peninsula management plan. The periodic use of the airport to support aerial wildfire response staging operations was also an important consideration in future airport development. Two project coordination meetings were held with USDA-FS Naches Ranger District staff. The first meeting was an airport site visit (4/12/16) to discuss the project, its objectives, the existing challenges with the airport and adjacent campgrounds, property boundary locations, typical fire helicopter operations and incident management staging requirements, and future airfield and other potential WSDOT-sponsored improvements. The second meeting was held at the Ranger District Office in Naches on 7/20/16 to present preliminary improvement options for the runway and adjacent landside (aircraft parking, campsites, interagency staging areas, etc.) facilities. The meeting was attended by USDA-FS, WSDOT Aviation, consultant staff, and winter permit airport users (local snowmobile club). USDA-FS responded on 8/23/16 with minimal review comments and stating their support for Landside Option B, which would eliminate or modify non-airport use of the informal campsites located on WSDOT property near the southwest end of the airport. Appendix E contains email communications and meeting notes related to the USDA-FS project coordination.
PREFERRED ALTERNATIVE The preliminary preferred alternative depicted on Figure 4.5 was further refined based on the public and agency review, coordination, and input described above. The final ALP drawing, presented in Chapter 6, reflects the recommended facility improvements and configuration. The recommended airside and landside facility improvements described in the previous section are maintained. Other recommendations include:
• Establish water (well) on airport to support airport and emergency/fire staging activities; and • Extend electrical power and telephone/communications to airport to support airport web camera, pilot flight planning station and emergency/fire staging activities.
• WSDOT Aviation and USDA-FS continue to work together on issues affecting the airport and both agencies
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o Establish formal access easements for existing Nation Forest (NF) roads located on airport property is recommended, if not otherwise addressed:
. NF-711 (crosses through inner section of Runway 20 RPZ); . NF-1200 (crosses through northeast section of airport property); and
o Secure avigation easement for the Runway 20 RPZ to control tree heights in the inner approach. Conducting an obstruction survey and the elimination (or lowering) of the most significant close-in tree obstructions is recommended.
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SECURE GARBAGE 6 9 1 LEGEND DISPOSAL (F) BRL(20') E/F DAY USE PICNIC TABLES BRL(20') E/F EXISTING FUTURE AND FOOD STORAGE 7 FUTURE RPZ LOCKERS (TYP) (F) BUILDINGS 2 LOW FLYING EXISTING RPZ H H H H AIRCRAFT SIGN (F) RUNWAY (TURF) SAME APL(E/F) APL(E/F) NONE 8 AIRFIELD DEVELOPMENT OFA(E) OFA(E/F) OFA(E/F) ACCESS ROAD 11 EXISTING RPZ 200' 10 BUILDING RESTRICTION LINE (BRL) BRL (E) BRL (F) FUTURE RPZ RSA(E) RSA(E/F) RSA(E/F) AIRCRAFT PARKING LINE (APL) APL (E) APL (F) 2 200' 3 200' AIRPORT PROPERTY LINE 2,509' X 100' (E) 2,400' X 100' (F) RUNWAY SAFETY AREA (RSA) 159' 200' OBJECT FREE AREA (OFA) SEE NOTE 5 21 20 RSA(E) RSA(E/F) RSA(E/F) RUNWAY PROTECTION ZONE (RPZ) RIMROCK LAKE 1 GROUND CONTOURS 10' SAME AIRPORT REFERENCE POINT (ARP) OFA(E) OFA(E/F) OFA(E/F) WIND CONE RELOCATE SEGMENTED CIRCLE EXISTING RWY 02 FUTURE RWY 03 RWY END NF-1200 (TIETON RESERVOIR RD) EXISTING RWY 20 FUTURE RWY 21 LOW FLYING EL. 2938' (L.P.) EL. 2939.6' (L.P.) 159' EL. 2964' (H.P.) EL. 2964.5' (H.P.) AIRCRAFT SIGN (F) WATER SAME TREES / VEGETATION SAME AVIGATION EASEMENT SAME SOUTH DETAIL NORTH DETAIL USFS/INTERAGENCY STAGING AREA N/A Scale: 1"=100' Scale: 1"=100' REFLECTIVE EDGE MARKERS TO BE REMOVED N/A AREA OF FILL / GRADING N/A OVERHEAD POWER SAME
PENINSULA CAMPGROUND
NF-711
OVERHEAD POWER OKANOGAN - WENATCHEE NATIONAL FOREST
RIMROCK LAKE
3 EXISTING RPZ (WSDOT VFR) FUTURE 15:1 SEE SOUTH DETAIL EXISTING RPZ (WSDOT VFR) NF-711 N42°35'56.90"E THRESHOLD 200' X 300' X I000' 200' X 300' X I000' CAMPGROUND (TRUE BEARING) APPROACH VISIBILITY MINIMUMS SITING SURFACE (USFS) APPROACH VISIBILITY MINIMUMS EXISTING/FUTURE 15:1 VISUAL NOT LOWER THAN I-MILE VISUAL NOT LOWER THAN I-MILE 13 2 THRESHOLD SITING SURFACE A-I (SMALL) BRL(20') E/F BRL(20') E/F A-I (SMALL) 1 12 H H H H APL(E/F) APL(E/F) OFA(E) OFA(E/F) 5 200' RSA(E/F) RSA(E/F) 2 200' 3 200' 2,509' X 100' (E) 2,400' X 100' (F) 200' RSA OFA 100'
21 20 200' RSA(E/F) RSA(E/F) OFA(E) OFA(E/F) 200'
NF-1200 (TIETON RESERVOIR RD) 4 2 EXISTING 15:1 FUTURE RPZ (WSDOT VFR) FUTURE RWY 03 200' X 300' X I000' THRESHOLD EL. 2939.6' (L.P.) EXISTING RWY 20 FUTURE RWY 21 APPROACH VISIBILITY MINIMUMS FUTURE RPZ (WSDOT VFR) SITING SURFACE (THRESHOLD RELOCATED EL. 2964' (H.P.) EL. 2964.5' (H.P.) VISUAL NOT LOWER THAN I-MILE 200' X 300' X I000' APPROXIMATELY 159 FEET (THRESHOLD RELOCATED A-I (SMALL) APPROACH VISIBILITY MINIMUMS SEE NOTE 5) APPROXIMATELY 50 FEET VISUAL NOT LOWER THAN I-MILE SEE NOTE 6) NF-1200 A-I (SMALL) EXISTING RWY 02 EL. 2938' (L.P.) (TIETON RESERVOIR RD)
FACILITY KEY OKANOGAN - WENATCHEE NATIONAL FOREST DESCRIPTION 1 WIND CONE (EXISTING) NOTES: 2 WIND CONE (EXISTING) SEGMENTED CIRCLE (FUTURE) 1. WSDOT AVIATION VFR AIRPORT DESIGN STANDARDS USED AT THIS 6. GRADING AND LEVELING PLANNED AT EXISTING RUNWAY END AND 3 VEHICLE PARKING (EXISTING) AIRPORT. FAA DESIGN STANDARDS USED WHERE PRACTICAL. WITHIN RSA. RUNWAY THRESHOLD TO BE RELOCATED 4 AIRCRAFT PARKING (EXISTING) APPROXIMATELY 50 FEET; ACTUAL DIMENSION TO BE DETERMINED 2. THRESHOLD SITING SURFACE, PER WSDOT AVIATION VFR AIRPORT BY SURVEY. MAG. N 5 RESTROOM (EXISTING) AIRSPACE STANDARD. MAGNETIC DEC. 6 CAMPSITES (EXISTING) TRUE 7. 200' BRL (WSDOT STANDARD) PROVIDES CLEARANCE FOR A 20-FOOT DRAFT 15.16° EAST 7 PILOT KIOSK (FUTURE) 3. RUNWAY END NUMBERS FOR ILLUSTRATION PURPOSES ONLY STRUCTURE (ABOVE RUNWAY ELEVATION) WITH WSDOT STANDARD (2017 VALUE) 8 HELICOPTER PARKING PAD (FUTURE) (NO PHYSICAL MARKINGS ON TURF SURFACES). PRIMARY SURFACE (120' WIDE) AND 7:1 TRANSITIONAL SURFACE. NON STANDARD CONDITIONS 9 TELEPHONE, SHOWERS, RESTROOM (FUTURE) 4. RUNWAY EQUIPPED WITH RETROREFLECTIVE EDGE MARKERS 8. EXISTING RUNWAY DESIGNATION 2/20 WILL BE CHANGED TO 3/21 NO. ITEM DESCRIPTION DISPOSITION 10 AIRPORT WEBCAM (FUTURE) (EXISTING/FUTURE). BASED ON CURRENT MAGNETIC DECLINATION. 0' 200' 400' SOUTH END LESS THAN STANDARD 11 WIND CONE (FUTURE) RSA THRESHOLD RELOCATION 1 LENGTH/WIDTH 12 USFS/INTERAGENCY STAGING AREA 5. RUNWAY 2 THRESHOLD TO BE RELOCATED APPROXIMATELY 159 FEET; ACTUAL DIMENSIONS TO BE DETERMINED BY SURVEY. Scale: 1"=200' 13 VEHICLE PARKING/EQUIPMENT STORAGE (FUTURE) 2 OFA AIRCRAFT TIEDOWNS REPLACE WITH NEW TIEDOWNS OUTSIDE OFA
NO. DATE BY APPR REVISIONS WASHINGTON STATE DEPARTMENT FIGURE NO. VERIFY SCALES OF TRANSPORTATION APPROVAL BAR IS ONE INCH ON TIETON STATE AIRPORT ORIGINAL DRAWING. - 0" 1" APPROVAL DATE: PRELIMINARYIF NOT ONE INCHPREFERRED ON ALTERNATIVE DESIGNEDWSDOT BY: DRAWN AVIATION BY: CHECKED BY:- TIETONSCALE: SHEET NO. THIS SHEET, ADJUST DM JLS WMR AS SHOWN SCALES ACCORDINGLY. AIRPORT LAYOUT PLAN FIGURE 4.5 DATE:AIRPORT LAYOUTPROJECT NO: PLAN 1 OF 7 SIGNATURE AUGUST 2017 10170001.02
WSDOT AVIATION | TIETON ALP
Chapter 5 – Financial Planning and Airport Management
IN THIS CHAPTER • Project Cost Estimates • Prioritized Capital Improvement Program • Airport Management Guidelines
Capital Improvement Program A capital improvement plan (CIP) has been prepared for Tieton State Airport that reflects the recommended projects and project priorities. Table 5-1 summarizes the short-term and longer-term projects proposed at Tieton State Airport with planning-level cost estimates provided. The project costs include a 50 percent contingency for engineering, environmental, WSDOT program development review/SEPA coordination, and sales tax. State-managed airports have limited financial resources available to fund maintenance and operations. The WSDOT Aviation Airport Aid program is a potential source of funding to support the airport’s capital project needs. However, the funding levels available in the grant program are limited and competition for funds among all of Washington’s public use airports is strong. The capital improvement program needs for Tieton State Airport are modest when compared to a typical general aviation airport. However, any investment in facilities presents a challenge for a system of remote airports with limited activity and little or no revenue generating potential. It is important to emphasize that the airport’s defined functional role to accommodate recreational use and emergency response as needed, and the ability to make safety-related improvements cannot be maintained without investment. These needs are not measured strictly by volume of activity or revenue.
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TABLE 5-1: PROPOSED IMPROVEMENT PROJECTS – TIETON STATE AIRPORT
Project Year Project Name Project Type Total Short-Term Surveying, Real Estate, Land Use Coordination (USDA Forest Other $50,000 (2017-2021) Service and local government) Environmental Permitting, NEPA/SEPA (Coordianted with Other $50,000 USDA Forest Service) Tree Clearing/Obstruction Removal (10 acres +/-) Safety $20,000 Runway Surface Improvements (RSA grading, runway soil, seeding, irrigation system)
Project may be divided into phases: Safety; • Drainage Improvements (north end) $2,635,000 Rehabilitation • Threshold Relocation, RSA Improvements • Runway grading and leveling, soil amendments, re- seeding • Turf irrigation system (optional) Camping Facilities (tent pads, campsites, fire rings) Other $25,000 Airplane Tiedowns (Qty 4) (3 anchors per tiedown) Other $2,700 Wind Cone Relocation (south) Other $2,000 Access Road Realignment and Vehicle Parking (gravel) Other $150,000 Guardrail and Vehicle Gates (west side) Safety $10,000 Longer-Term Utilities (power, water, phone, internet) Other $250,000 (2022-2036) Webcam Other $5,000 Pilot Flight Planning Station Other $25,000 Segmented Circle (north wind cone) Other $7,000 Reconfigure East Aircraft Tiedowns (tree/brush clearin, grae & Other $25,000 level parking area, relocate tiedown cable outside of OFA) Staging Area Site Clearing and Grading Other $180,000 4 - Emergency Response Helipads (paved w/ lighting) Construction $225,000 Utilities (well and septic) Other $60,000 Restroom Facilities (toilets, showers, potable water) Other $100,000 Retro-Reflective Runway Edge Markers (replacements) Safety $6,000
Note: Costs include a 50% contingency for engineering, environmental, agency coordination and taxes
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FUNDING CHALLENGES The non-NPIAS WSDOT Aviation state-owned and state-managed airports are managed as a system of rural airports with a limited operating and maintenance budget, and no dedicated funding for capital improvements. These facilities provide rural access points within the state aviation system. Providing rural access to transportation presents a unique challenge with comparatively low activity spread over a large geographic area. The WSDOT Aviation Airport Aid program is a potential source of funding to support the airport’s capital project needs. However, the funding levels available in the grant program are limited and competition for funds among all of Washington’s public use airports is strong. The current grant evaluation criteria relies on a series of factors that prioritizes projects at airports with higher activity or strong community reliance. These factors are not necessarily consistent with the typical operational profile of state-owned and managed airports which are typically located in remote areas with little or no local population, no based aircraft and are operated seasonally. The current WSDOT funding mechanism and the system-wide facility needs of this group of airports are not well aligned. This effectively limits the investment in facility improvements that can be accomplished over time. Unless a more reliable source of funding is created, the fifteen non-NPIAS airports under WSDOT Aviation management will not be able to adequately address the facility needs identified in their Airport Layout Plans, which will adversely affect the airports’ ability to meet critical functional needs such as wildfire and emergency response. These needs are not measured strictly by volume of activity, but rather by readiness at the critical time of need.
Airport Management Guidelines
STATE-MANAGED AIRPORT HANDBOOK Chapter 7 (Airport Management Guidelines) of the WSDOT Aviation State-Managed Airport Handbook outlines the range of administrative elements and tasks required in the management of the state airports. The chapter is organized around five primary sections: 7.1 What is Included in Airport Administration 7.2 An Overview of Airport Standard Procedures 7.3 What Are the Airport Property Management and Leasing Standards 7.4 Airport Purchasing and Project Procurement 7.5 Chapter References and Supporting Documentation
The handbook provides a schedule for periodic review to ensure that the information remains current and accurately reflects current conditions.
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The handbook notes that WSDOT Aviation not have minimum standards established for it state-managed airports and provides general information and examples of content to assist in the development of minimum standards in the future. Developing a standardized set of airport minimum standards for state-managed airports is recommended to supplement existing standards and practices used by WSDOT Aviation for evaluation of access requests, leases, risk management review, insurance requirements, legal review, purchasing and contracting, and defining activities included in the “adopt-an-airport” program.
Airport Management Priorities (Safety and Performance Measures) A primary priority for airport management is to ensure consistency in meeting established safety standards for the maintenance and operation of state-managed airports. By utilizing “best practices” and defined performance measures, airport management is tasked with maintaining the facilities in a manner that provides for safe and efficient use. Specific guidelines are defined in the following areas of emphasis in the WSDOT Aviation State-Managed Airport Handbook: Airport Safety and Security (Chapter 3) Airport Maintenance (Chapter 4) Airport Construction (Chapter 5) Airport Planning (Chapter 6) Airport Management (Chapter 7)
Performance measures, like the specific facility improvement recommendations contained in the ALP Report, provide for a consistent management approach that meets the overall objectives of the state- managed airports. Like all management tools, these items require regular updating to reflect changes in use, facilities or regulatory elements.
Airport Rules Washington Administrative Code (WAC) 468-250 (sections -010 to -170) State Airport Rules, codifies all applicable activities for state-managed airports. WAC 468-250 includes the following sections: -010 Definitions. -020 Aeronautic division to manage. -030 Opening and closing of airports. -040 Controlled operations. -050 Fees. -060 Nondiscrimination. -070 Exclusive grants prohibited. -080 Representations. -090 Provisions in agreements. -100 State/federal agreements controlling
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-110 Grounds for refusal to grant agreement. -120 Preexisting agreements. -130 All use at own risk. -140 Temporary rules. -150 Accident notification. -160 Hazard notification. -170 Littering.
Appendix C contains the current guidelines for the opening and closing of the state-managed airports as defined in WAC 468-250-030. WSDOT Aviation has been working on developing proposed updates to current language that is consistent with current operational needs of stat-managed airports. Proposed updates and revisions to the WAC are also provided for consideration in Appendix C. WAC 468-250 was last updated in August 1996.
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Chapter 6 – Airport Layout Plan
IN THIS CHAPTER
• Airport Layout Plan Drawings
The recommended improvements for Tieton State Airport are incorporated into the airport layout plan drawings, which are presented in this chapter. The set of airport plans, which is referred to in aggregate as the “Airport Layout Plan” (ALP) has been prepared in accordance with WSDOT Aviation guidelines. The ALP set of Tieton State Airport includes the following drawings: Sheet 1 – Airport Layout Plan Sheet 2 – Airport Data Sheet and Landside Area Plans Sheet 3 – Airport Airspace Plan (FAR Part 77) Sheet 4 – WSDOT VFR Airport Airspace Plan Sheet 5 – WSDOT Aviation VFR Airport Airspace & Runway RPZ and Inner Approach Plan Sheet 6 – Airport Land Use Plan Sheet 7 – Exhibit “A” Airport Property Plan The airport layout plan drawings provide detailed information for existing facilities and recommended improvements. The future improvements depicted in the drawing set are consistent with the airport layout plan’s updated capital improvement program presented in Chapter 5. The draft ALP drawing set was submitted along with the draft final Airport Layout Plan Report to WSDOT Aviation for review and coordination with USDA-FS, local government, and airport users. The final ALP is presented on the following pages. As individual projects are completed, minor “as-built” updates to the ALP drawing may be completed without updating the airport layout plan report. The airport layout plan drawings are prepared using AutoCAD® computer-aided drafting software, which allows for easier updating and revision. The drawing files may also be imported into county or USDA-FS geographic information systems (GIS) to support land use planning, mapping, etc.
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SECURE GARBAGE 6 9 1 LEGEND DISPOSAL (F) BRL(20') E/F DAY USE PICNIC TABLES BRL(20') E/F EXISTING FUTURE AND FOOD STORAGE 7 FUTURE RPZ LOCKERS (TYP) (F) BUILDINGS 2 LOW FLYING EXISTING RPZ H H H H AIRCRAFT SIGN (F) RUNWAY (TURF) SAME APL(E/F) APL(E/F) NONE 8 AIRFIELD DEVELOPMENT OFA(E) OFA(E/F) OFA(E/F) ACCESS ROAD 11 EXISTING RPZ 200' 10 BUILDING RESTRICTION LINE (BRL) BRL (E) BRL (F) FUTURE RPZ RSA(E) RSA(E/F) RSA(E/F) AIRCRAFT PARKING LINE (APL) APL (E) APL (F) 2 200' 3 200' AIRPORT PROPERTY LINE 2,509' X 100' (E) 2,400' X 100' (F) RUNWAY SAFETY AREA (RSA) 159' 200' OBJECT FREE AREA (OFA) SEE NOTE 5 21 20 RSA(E) RSA(E/F) RSA(E/F) RUNWAY PROTECTION ZONE (RPZ) RIMROCK LAKE 1 GROUND CONTOURS 10' SAME AIRPORT REFERENCE POINT (ARP) OFA(E) OFA(E/F) OFA(E/F) WIND CONE RELOCATE SEGMENTED CIRCLE EXISTING RWY 02 FUTURE RWY 03 RWY END NF-1200 (TIETON RESERVOIR RD) EXISTING RWY 20 FUTURE RWY 21 LOW FLYING EL. 2938' (L.P.) EL. 2939.6' (L.P.) 159' EL. 2964' (H.P.) EL. 2964.5' (H.P.) AIRCRAFT SIGN (F) WATER SAME TREES / VEGETATION SAME SOUTH DETAIL NORTH DETAIL AVIGATION EASEMENT SAME USFS/INTERAGENCY STAGING AREA N/A Scale: 1"=100' Scale: 1"=100' REFLECTIVE EDGE MARKERS TO BE REMOVED N/A AREA OF FILL / GRADING N/A OVERHEAD POWER SAME
PENINSULA CAMPGROUND
NF-711
OVERHEAD POWER OKANOGAN - WENATCHEE NATIONAL FOREST
RIMROCK LAKE
3 EXISTING RPZ (WSDOT VFR) FUTURE 15:1 SEE SOUTH DETAIL EXISTING RPZ (WSDOT VFR) NF-711 EϰϮΣϯϱΖϱϲ͘ϵϬΗ THRESHOLD 200' X 300' X I000' 200' X 300' X I000' CAMPGROUND (TRUE BEARING) APPROACH VISIBILITY MINIMUMS SITING SURFACE (USFS) APPROACH VISIBILITY MINIMUMS EXISTING/FUTURE 15:1 VISUAL NOT LOWER THAN I-MILE 2 VISUAL NOT LOWER THAN I-MILE THRESHOLD SITING SURFACE A-I (SMALL) 13 A-I (SMALL) 1 BRL(20') E/F 12 BRL(20') E/F H H H H APL(E/F) APL(E/F) OFA(E) OFA(E/F) 5 200' RSA(E/F) RSA(E/F) 2 200' 3 200' 2,509' X 100' (E) 2,400' X 100' (F) 200' RSA OFA 100'
21 20 200' RSA(E/F) RSA(E/F) OFA(E) OFA(E/F) 200'
NF-1200 (TIETON RESERVOIR RD) 2 4 EXISTING 15:1 FUTURE RPZ (WSDOT VFR) FUTURE RWY 03 200' X 300' X I000' THRESHOLD EL. 2939.6' (L.P.) EXISTING RWY 20 FUTURE RWY 21 APPROACH VISIBILITY MINIMUMS FUTURE RPZ (WSDOT VFR) SITING SURFACE (THRESHOLD RELOCATED EL. 2964' (H.P.) EL. 2964.5' (H.P.) VISUAL NOT LOWER THAN I-MILE 200' X 300' X I000' APPROXIMATELY 159 FEET (THRESHOLD RELOCATED A-I (SMALL) APPROACH VISIBILITY MINIMUMS SEE NOTE 5) APPROXIMATELY 50 FEET VISUAL NOT LOWER THAN I-MILE SEE NOTE 6) NF-1200 A-I (SMALL) EXISTING RWY 02 EL. 2938' (L.P.) (TIETON RESERVOIR RD)
FACILITY KEY OKANOGAN - WENATCHEE NATIONAL FOREST DESCRIPTION 1 WIND CONE (EXISTING) NOTES: 2 WIND CONE (EXISTING) SEGMENTED CIRCLE (FUTURE) 1. WSDOT AVIATION VFR AIRPORT DESIGN STANDARDS USED AT THIS 6. GRADING AND LEVELING PLANNED AT EXISTING RUNWAY END AND 3 VEHICLE PARKING (EXISTING) AIRPORT. FAA DESIGN STANDARDS USED WHERE PRACTICAL. WITHIN RSA. RUNWAY THRESHOLD TO BE RELOCATED 4 AIRCRAFT PARKING (EXISTING) APPROXIMATELY 50 FEET; ACTUAL DIMENSION TO BE DETERMINED 2. THRESHOLD SITING SURFACE, PER WSDOT AVIATION VFR AIRPORT BY SURVEY. MAG. N 5 RESTROOM (EXISTING) AIRSPACE STANDARD. DRAFT MAGNETIC DEC. 6 CAMPSITES (EXISTING) TRUE 7. 200' BRL (WSDOT STANDARD) PROVIDES CLEARANCE FOR A 20-FOOT ϭϱ͘ϭϲΣ ^d 7 PILOT KIOSK (FUTURE) 3. RUNWAY END NUMBERS FOR ILLUSTRATION PURPOSES ONLY STRUCTURE (ABOVE RUNWAY ELEVATION) WITH WSDOT STANDARD (2017 VALUE) 8 HELICOPTER PARKING PAD (FUTURE) (NO PHYSICAL MARKINGS ON TURF SURFACES). PRIMARY SURFACE (120' WIDE) AND 7:1 TRANSITIONAL SURFACE. NON STANDARD CONDITIONS 9 TELEPHONE, SHOWERS, RESTROOM (FUTURE) 4. RUNWAY EQUIPPED WITH RETROREFLECTIVE EDGE MARKERS 8. EXISTING RUNWAY DESIGNATION 2/20 WILL BE CHANGED TO 3/21 NO. ITEM DESCRIPTION DISPOSITION 10 AIRPORT WEBCAM (FUTURE) (EXISTING/FUTURE). BASED ON CURRENT MAGNETIC DECLINATION. 0' 200' 400' SOUTH END LESS THAN STANDARD 11 WIND CONE (FUTURE) RSA THRESHOLD RELOCATION 1 LENGTH/WIDTH 12 USFS/INTERAGENCY STAGING AREA 5. RUNWAY 2 THRESHOLD TO BE RELOCATED APPROXIMATELY 159 FEET; ACTUAL DIMENSIONS TO BE DETERMINED BY SURVEY. Scale: 1"=200' 13 VEHICLE PARKING/EQUIPMENT STORAGE (FUTURE) 2 OFA AIRCRAFT TIEDOWNS REPLACE WITH NEW TIEDOWNS OUTSIDE OFA
NO. DATE BY APPR REVISIONS WASHINGTON STATE DEPARTMENT FIGURE NO. VERIFY SCALES OF TRANSPORTATION APPROVAL BAR IS ONE INCH ON TIETON STATE AIRPORT ORIGINAL DRAWING. - 0" 1" APPROVAL DATE: IF NOT ONE INCH ON DESIGNED BY: DRAWN BY: CHECKED BY: SCALE: SHEET NO. THIS SHEET, ADJUST DM JLS WMR AS SHOWN SCALES ACCORDINGLY. AIRPORT LAYOUT PLAN DATE: PROJECT NO: 1 OF 7 SIGNATURE AUGUST 2017 10170001.02 AIRPORT DATA TABLE DESCRIPTION EXISTING FUTURE AIRPORT ELEVATION (MSL) 2964' SAME AIRPORT ACREAGE 22.20 SAME LAT. EϰϴΣϭϴΖϭϯ͘ϯϰΗ EϰϴΣϭϴΖϭϰ͘ϭϭΗ ARP COORDINATES LONG. tϭϮϭΣϮϴΖϯϴ͘ϰϵΗ tϭϮϭΣϮϴΖϯϳ͘ϰϲΗ
MAGNETIC DECLINATION ϭϱΣϭϲΖ ;ϳͬϮϬϭϳͿ EEh>Zd K&,E' ϬΣϴΖt NF-711 MEAN MAX. DAILY TEMPERATURE ϲϵΣ& SAME CAMPGROUND 3 FAA IDENTIFIER 4S6 SAME (USFS) DATUM NAD 83/NGVD 88 SAME USFS / INTERAGENCY EMERGENCY STAGING AREA BRL(20') E/F BRL(20') E/F RUNWAY DATA TABLE 12 EXISTING CONDITIONS FUTURE CONDITIONS RUNWAY 02 - 20 RUNWAY 03 - 21 APL(E/F) APL(E/F) RUNWAY LENGTH AND WIDTH 2,509' X 100' 2,400' X 100' MAG. N REFLECTORS SAME OFA(E/F) OFA(E/F)
RUNWAY LIGHTING 200' TRUE MAGNETIC DEC. 5 RUNWAY PAVEMENT STRENGTH (IN 1000 LBS) N/A N/A ϭϱ͘ϭϲΣ ^d APL RUNWAY PAVEMENT TYPE TURF SAME (2017 VALUE) 125' RSA(E) RSA(E/F) RUNWAY PERCENT WIND COVERAGE (12 MPH) N/A N/A RUNWAY PERCENT GRADIENT / MAXIMUM GRADE 1.03% SAME AIRPORT REFERENCE CODE (ARC) A-I (SMALL) SAME EϰϮΣϯϱΖϱϲ͘ϵϬΗ ;dZh Z/E'Ϳ 2,509' X 100' (E) 2,400' X 100' (F) RSA 200' OFA FAR PART 77 DESIGNATION UTILITY (VISUAL) SAME 100' NPIAS ROLE / SERVICE LEVEL NON NPIAS / GENERAL AVIATION SAME RSA(E) RSA(E/F) TERMINAL NAVAIDS NONE SAME TAXIWAY LIGHTING NONE SAME 4 TAXIWAY MARKING NONE SAME OFA(E/F) OFA(E/F) OFZ PENETRATION N/A N/A AIRPORT INFO SIGNS NF-1200 (TIETON RESERVOIR RD) EXISTING EXISTING FUTURE FUTURE CONDITIONS STANDARD CONDITIONS STANDARD RUNWAY SAFETY AREA LENGTH AND WIDTH 2909' X 100' 2909' X 100' 2800' X 100' 2800' X 100' LENGTH BEYOND RUNWAY END < 200' 200' 200' 200' EAST DETAIL OBJECT FREE AREA LENGTH AND WIDTH 2909' X 200' 2909' X 200' 2800' X 200' 2800' X 200' Scale: 1"=80' LENGTH BEYOND RUNWAY END 200' 200' 200' 200' OBSTACLE FREE ZONE LENGTH AND WIDTH LENGTH BEYOND RUNWAY END N/A N/A N/A N/A
FOOD STORAGE EXISTING CONDITIONS FUTURE CONDITIONS LOCKER 3' X 4' RUNWAY END 02 20 03 21 RUNWAY APPROACH CATEGORY VISUAL VISUAL SAME SAME RUNWAY APPROACH SLOPE PART 77 REQ. 20:1 20:1 SAME SAME OVERHEAD ACTUAL 16:1 9:1 SAME SAME POWER 8'-10" 10' APPROACH VISIBILITY MINIMUMS 1 MILE 1 MILE SAME SAME RIMROCK LAKE TENT PAD RUNWAY MARKINGS NONE (TURF) NONE (TURF) SAME SAME 13' X 15' CAMPGROUND LAT. RUNWAY END COORDINATES EϰϲΣϯϴΖϬϱ͘ϵϭΗ EϰϲΣϯϴΖϮϰ͘ϮϴΗ EϰϲΣϯϴΖϬϳ͘ϬϴΗ EϰϲΣϯϴΖϮϰ͘ϲϱΗ (USFS) PICNIC TABLE LONG. tϭϮϭΣϬϳΖϯϴ͘ϰϴΗ tϭϮϭΣϬϳΖϭϰ͘ϯϱΗ tϭϮϭΣϬϳΖϯϲ͘ϵϱΗ tϭϮϭΣϬϳΖϭϯ͘ϴϳΗ INSTRUMENTATION AND APPROACH AIDS NONE NONE SAME SAME SEE DETAIL A FIRE RING VISUAL APPROACH AIDS NONE NONE SAME SAME SECURE GARBAGE 1 CRITICAL AIRCRAFT (ARC) C206 SAME DISPOSAL (F) 6
WINGSPAN < 49' SAME 7 BRL(20') E/F 26' 13 WEIGHT <12,500 SAME DAY USE PICNIC TABLES AND FOOD STORAGE 9 APPROACH SPEED <91 KNOTS SAME LOCKERS (TYP) (F) LENGTH OF HAUL <500 MILES SAME H H H H APL(E/F) APL(E/F) 8 OFA(E/F) OFA(E/F) 11 NOTES: GRAVEL ROAD 10 FACILITY KEY TO BE REMOVED OFA 1. WSDOT AVIATION VFR AIRPORT DESIGN STANDARDS 100' RSA(E/F) RSA(E/F) DESCRIPTION USED AT THIS AIRPORT. FAA DESIGN STANDARDS USED WHERE PRACTICAL. 2 3 50' 1 WIND CONE (EXISTING) RSA 2 WIND CONE (EXISTING) SEGMENTED CIRCLE (FUTURE) 2. THRESHOLD SITING SURFACE, PER WSDOT AVIATION VFR 2,509' X 100' (E) 2,400' X 100' (F) 3 VEHICLE PARKING (EXISTING) AIRPORT AIRSPACE STANDARD. AIRCRAFT PARKING (EXISTING) WEST DETAIL 4 3. COMPLETE LEGEND IS LOCATED ON SHEET 1 AIRPORT 5 RESTROOM (EXISTING) LAYOUT PLAN. Scale: 1"=80' 6 CAMPSITES (EXISTING) 7 PILOT KIOSK (FUTURE) 4. RUNWAY EQUIPPED WITH RETROREFLECTIVE EDGE TIE-DOWN MARKERS (EXISTING/FUTURE). 8 HELICOPTER PARKING PAD (FUTURE) (TYP) 9 TELEPHONE, SHOWERS, RESTROOM (FUTURE) 5. 200' BRL (WSDOT STANDARD) PROVIDES CLEARANCE FOR A 10 AIRPORT WEBCAM (FUTURE) 20-FOOT STRUCTURE (ABOVE RUNWAY ELEVATION) WITH DETAIL A 11 WIND CONE (FUTURE) WSDOT STANDARD PRIMARY SURFACE (120' WIDE) AND 7:1 12 USFS/INTERAGENCY STAGING AREA TRANSITIONAL SURFACE. AIRCRAFT CAMPSITES (TYP) Scale: 1"=10' 13 VEHICLE PARKING/EQUIPMENT STORAGE (FUTURE) 6. EXISTING RUNWAY DESIGNATION 2/20 WILL BE CHANGED TO 3/21 BASED ON CURRENT MAGNETIC DECLINATION. DRAFT
NO. DATE BY APPR REVISIONS WASHINGTON STATE DEPARTMENT FIGURE NO. VERIFY SCALES OF TRANSPORTATION APPROVAL BAR IS ONE INCH ON TIETON STATE AIRPORT ORIGINAL DRAWING. - 0" 1" APPROVAL DATE: IF NOT ONE INCH ON DESIGNED BY: DRAWN BY: CHECKED BY: SCALE: SHEET NO. THIS SHEET, ADJUST DM JLS WMR AS SHOWN AIRPORT DATA SHEET SCALES ACCORDINGLY. DATE: PROJECT NO: 2 OF 7 SIGNATURE AUGUST 2017 10170001.02 AND LANDSIDE AREA PLANS 12 11 2
RWY 03 CONICAL SURFACE (E/F) 20:1 APPROACH (E/F) 20:1 APPROACH EL. 2938'(L.P.) SURFACE SURFACE 1 7 3 17 8 20:1 9 16 4000'
11 7:1 TRANSITIONAL 4 SURFACE 2 10
5000' 8 7 3114' 9 16 3064' 1 3014'
17 20:1 10 20:1 3 APPROACH 6 4 5 APPROACH RUNWAY 03-21 PLAN VIEW 0' 1000' 2000' SURFACE SURFACE
13 Scale: 1"=1000'
14 16 CL TERRAIN 15 3114' 3214' MSL 3164' 17 3188' MSL (E/F) 20:1 APPROACH SURFACE 3214' (FAR PART 77) 5 3264' 6 7 3 (FAR PART 77) (E/F) 20:1 APPROACH SURFACE 3314' AREAS OF TERRAIN PENETRATION CL TERRAIN 8 4 FAR PART 77 PLAN VIEW
MAG. N
TRUE MAGNETIC DEC. ϭϱ͘ϭϲΣ ^d RUNWAY 03/21 (2017 VALUE) FAR PART 77 DIMENSIONAL STANDARDS
0' 2000' 4000' RUNWAY ULTIMATE LENGTH = 2,509' RUNWAY TYPE = A-I (SMALL) 0' 100' 200' 0' 1000' 2000' PRIMARY SURFACE WIDTH = 250' RUNWAY 03-21 PROFILE VIEW DRAFT Scale: 1"=2000' APPROACH SURFACE INNER WIDTH = 250' SCALE OF FEET SCALE OF FEET APPROACH SURFACE OUTER WIDTH = 1,250' VERTICAL SCALE 1"=100' HORIZONTAL SCALE 1"=1000' APPROACH SURFACE LENGTH = 5,000' RADIUS OF HORIZONTAL SURFACE = 5,000' APPROACH SLOPE = 20:1 OBSTRUCTION CHART MSL DISTANCE DISTANCE AMOUNT OF AIRPORT ELEV FROM RWY FROM RWY PENETRATION NO. ITEM PART 77 SURFACE PROPERTY DISPOSITION (EST.) CL END (ESTIMATED) 1 TERRAIN CONICAL 4400' 542' R 5142' 1286' NO NONE 2 TERRAIN HORIZONTAL 4566' 1616' R 4108' 1452' NO NONE 3 ROAD (NF-711) APPROACH (RWY 21) 2995' 0' 418' 20' YES REALIGN 4 AC PARKING PRIMARY 2963' 85' L -1082'(02) / -1080'(20) 10' YES RELOCATE 5 TREES PRIMARY 3065'- 3077' 50'-125' L -1147'(20) / 144'(20) 113' YES SELECTIVE REMOVAL 6 TREES PRIMARY 3042'-3050' 50'-125' R 114'(02) / -1290'(02) 112' YES SELECTIVE REMOVAL NOTES: 7 TREES TRANSITIONAL 3042'-3046' 125'-475' L -260'(02) / -853(20) 71' YES/NO SELECTIVE REMOVAL 1. FAR PART 77 IMAGINARY SURFACES ARE DEFINED FOR RUNWAY 2/20. 8 RIMROCK LAKE APPROACH (RWY 3) 2931' 0' 59' 0' NO NO OBSTRUCTION - FOR REFERENCE ONLY FUTURE FAA AIRSPACE REVIEWS (FROM 7460) WILL BE BASED ON 9 TERRAIN CONICAL 3240' 0' 5087' 126' NO NONE THESE STANDARDS. SEE SHEET 4 FOR WSDOT VFR AIRPORT AIRSPACE 10 TERRAIN CONICAL 3620' 443' R 5977' 456' NO NONE PLAN DEFINED SURFACES USED TO MITIGATE CLOSE-IN OBSTRUCTIONS. 11 TERRAIN HORIZONTAL 3223' 2472' L 2494' 109' NO NONE 12 TERRAIN CONICAL 4420' 8558' R 2773' 1106' NO NONE 2. EXISTING RUNWAY DESIGNATION 2/20 WILL BE CHANGED TO 3/21 13 TERRAIN CONICAL 3880' 3939' R 7893' 616' NO NONE BASED ON CURRENT MAGNETIC DECLINATION. 14 TERRAIN HORIZONTAL 3380' 4883' L 400' 266' NO NONE 15 TERRAIN (KLOOCHMAN ROCK) CONICAL 4472' 5415' L 2208' 1308' NO NONE 3. PER FAR PART 77.25, RUNWAY APPROACH SURFACE. 16 TREES APPROACH (RWY 3) 3340' 0' 3760' 214' NO NONE 17 TREES APPROACH (RWY 3) 3135' 74' R 797' 131' NO SELECTIVE REMOVAL
NO. DATE BY APPR REVISIONS WASHINGTON STATE DEPARTMENT FIGURE NO. VERIFY SCALES OF TRANSPORTATION APPROVAL BAR IS ONE INCH ON TIETON STATE AIRPORT ORIGINAL DRAWING. - 0" 1" APPROVAL DATE: IF NOT ONE INCH ON DESIGNED BY: DRAWN BY: CHECKED BY: SCALE: SHEET NO. THIS SHEET, ADJUST DM JLS WMR AS SHOWN SCALES ACCORDINGLY. AIRPORT AIRSPACE PLAN (FAR PART 77) DATE: PROJECT NO: 3 OF 6 SIGNATURE JULY 2017 10170001.02 NOTE: 1. FOR REFERENCE ONLY PER WSDOT AVIATION VFR AIRPORT AIRSPACE MAG. N STANDARDS, THE RUNWAY EL. 3253' TRANSITIONAL SURFACE RISES AT A TRUE MAGNETIC DEC. SLOPE OF 7:1 FROM EDGE OF PRIMARY ϭϱ͘ϭϲΣ ^d EL. 3279' (2017 VALUE) SURFACE TO 45 FEET FROM THE C NEAREST POINT OF THE PRIMARY H SURFACE. B G
F A 7:1 TRANSITIONAL SURFACE D E
AREAS OF TERRAIN PENETRATION RUNWAY 03-21 PLAN VIEW 0' 500' 1000'
Scale: 1"=500'
CL TERRAIN
H
D E
C
B
F G
0' 50' 100' 0' 500' 1000' RUNWAY 03-21 PROFILE VIEW SCALE OF FEET SCALE OF FEET DRAFT VERTICAL SCALE 1"=50' HORIZONTAL SCALE 1"=500' WSDOT AVIATION VFR AIRPORT AIRSPACE STANDARDS OBSTRUCTION CHART MSL DISTANCE DISTANCE AMOUNT OF WITHIN PRIMARY SURFACE WSDOT ELEV FROM RWY FROM RWY PENETRATION AIRPORT WIDTH = 120' NO. ITEM AIRSPACE SURFACE DISPOSITION (EST.) CL END (ESTIMATED) BOUNDARY LENGTH BEYOND RWY END = 0' NOTES: A TERRAIN 3240' 83' R 2479' 111' NO NONE 1. WSDOT VFR AIRPORT AIRSPACE STANDARDS RECOMMENDED TSS (RWY 21) THRESHOLD SITING SURFACE B ROAD (NF-711) TSS (RWY 21) 2995' 0' 418' 3' YES REALIGN FOR RUNWAY 2/20 TO MITIGATE FAR PART 77 SURFACE C TREES TRANSITIONAL 3042'-3046' 125'-475' L -260'(02) / -853(20) 71' YES/NO SELECTIVE REMOVAL INNER WIDTH = 120' PENETRATIONS DEPICTED ON SHEET 3 OF 6. D TREES TRANSITIONAL 3065'-3077' 50'-125' L -1147'(20)/144'(20) 113' YES SELECTIVE REMOVAL OUTER WIDTH = 300' E TREES TRANSITIONAL 3042'-3050' 50'-125' R -114'(02)/1290'(02) 112' YES SELECTIVE REMOVAL LENGTH = 3000' 2. EXISTING RUNWAY DESIGNATION 2/20 WILL BE CHANGED TO F AC PARKING TRANSITIONAL 2963' 85' L -1082'(02)/-1080'(20) 10' YES RELOCATE SURFACE SLOPE = 15:1 3/21 BASED ON CURRENT MAGNETIC DECLINATION. G RIMROCK LAKE PRIMARY 2931' 0' 59' 0' YES NO OBSTRUCTION - FOR REFERENCE ONLY TRANSITIONAL SURFACE SLOPE = 7:1 TO 45' H TREES TSS (RWY 21) 3135' 74' R 797' 91' NO SELECTIVE REMOVAL
NO. DATE BY APPR REVISIONS WASHINGTON STATE DEPARTMENT FIGURE NO. VERIFY SCALES OF TRANSPORTATION APPROVAL BAR IS ONE INCH ON TIETON STATE AIRPORT ORIGINAL DRAWING. - 0" 1" APPROVAL DATE: IF NOT ONE INCH ON DESIGNED BY: DRAWN BY: CHECKED BY: SCALE: SHEET NO. THIS SHEET, ADJUST DM JLS WMR AS SHOWN SCALES ACCORDINGLY. WSDOT VFR AIRPORT AIRSPACE PLAN DATE: PROJECT NO: 4 OF 6 SIGNATURE AUGUST 2017 10170001.02 NOTES: 1. THRESHOLD SITING SURFACE, PER WSDOT AVIATION NO. 2. COMPLETE LEGEND IS LOCATED ON SHEET 1 AIRPORT 3. COMPLETE OBSTRUCTION CHART LOCATED ON SHEET 4 WSDOT VFR AIRPORT AIRSPACE PLAN. LAYOUT PLAN. VFR AIRPORT AIRSPACE STANDARD. ELEVATION (FEET) DATE
2900' 2950' 3000' 3050' 3075' MAG. TRUE BY N APPR MAGNETIC DEC. (2017 VALUE) ϭϱ͘ϭϲΣ ^d
(E/F) 15:1 THRESHOLD SITING SURFACE SITING REVISIONS
1500' 5. RUNWAY END NUMBERS FOR ILLUSTRATION 4. EXISTING RUNWAY DESIGNATION 2/20 WILL BE CHANGED TO SURFACES). PURPOSES ONLY (NO PHYSICAL MARKINGS ON TURF 3/21 BASED ON CURRENT MAGNETIC DECLINATION.
LONESOME COVE THRESHOLD SITING SURFACE SITING THRESHOLD 0" 1" ORIGINAL DRAWING. SCALES ACCORDINGLY. IF NOT ONE INCH ON BAR IS ONE INCH ON THIS SHEET, ADJUST
VERIFY SCALES (E/F) 15:1 (E/F) I000' X 300' X 200' VISUAL RPZ
(E/F) ARRIVAL/DEPARTURE A-I (SMALL) A-I
1000'
500' BRL(20') E/F G 0' 0' Vertical Scale: 1"=20' OFA(E/F) OFA(E/F) Scale: 1"=200' 200' G
200' 20' 0' 3 RSA(E/F) RSA(E/F) EL. 2938' (L.P.) (E/F) RWY 03 400' 40' WASHINGTON STATE DEPARTMENT OF TRANSPORTATION APPROVAL APPROVAL DATE: OKANOGAN - WENATCHEE E NATIONAL FOREST
1.03%(E/F) RUNWAY 03-21 PROFILE VIEW E SIGNATURE H RUNWAY 03-21 PLAN VIEW 200' H
C OFA POWER OVERHEAD H C H DATE: DESIGNED BY: DM AUGUST 2017 2,509' X 100' (E/F) DRAWN BY:
1.03%(E/F) 100' OKANOGAN - WENATCHEE
RSA NATIONAL FOREST JLS D EL. 2964' (H.P.) (E/F) RWY 21 200' RSA(E/F) RSA(E/F) Horizontal Scale: 1"=200' PROJECT NO: CHECKED BY: NF-711 0' WMR
200' 21
10170001.02 0' OFA(E/F) OFA(E/F) 200' SCALE: AS SHOWN 400' BRL(20') E/F B B
500'
RPZ VISUAL 200' X 300' I000' (E/F) ARRIVAL/DEPARTURE (E/F) A-I (SMALL) TIETON STATE AIRPORT RPZ AND INNER APPROACH PLAN H
THRESHOLD SITING SURFACE RD RESERVOIR TIETON H (E/F) 15:1 1000' (E/F) 15:1 THRESHOLD SITING SURFACE
1500'
DRAFT
FIGURE NO. 2000' SHEET NO. 5 OF 7 2900' 2950' 3000' 3050' 3075'
- ELEVATION (FEET) ELEVATION NO. LAND USE DESIGNATION FOREST RESOURCE COMPREHENSIVE PLAN DATE BY 4 APPR YAKIMA COUNTY LAND USE * (E/F) 15:1 THRESHOLD SITING SURFACE NATIONAL FOREST LANDS IN VICINITY FOREST PLAN GUIDES LAND USE ON USDA-FS OKANOGAN-WENATCHEE OF TIETON STATE AIRPORT REVISIONS ZONING FOREST WATERSHED * LEGEND 2 0" 1" ORIGINAL DRAWING. SCALES ACCORDINGLY. IF NOT ONE INCH ON BAR IS ONE INCH ON THIS SHEET, ADJUST
VERIFY SCALES NF-1200 (TIETON RESERVOIR RD) RESERVOIR (TIETON NF-1200 FOREST RESOURCE 8 7
5 6
RIMROCK LAKE 12 7 1
3 3 6 NF-711 / FW RUNWAY PROTECTION ZONE (WSDOT AVIATION) SEE NOTE 2 SECTION CORNERS SECTION LINES 1 AIRPORT COMPATIBILITY ZONES AIRPORT PROPERTY LINE (EXISTING) THRESHOLD SITING SURFACE VFR TRAFFIC PATTERN (TYP.) 200' X 300' I000' (E/F) RPZ (WSDOT VFR)
A-I (SMALL) VISUAL NOT LOWER THAN I-MILE APPROACH VISIBILITY MINIMUMS PENINSULA CAMPGROUNDS (USFS) CAMPGROUNDS PENINSULA
FOREST RESOURCE 3 WSDOT COMPATIBILITY ZONES WASHINGTON STATE DEPARTMENT OF TRANSPORTATION APPROVAL APPROVAL DATE: EL. 2938' (L.P.) RWY 03
/ FW (FOR ILLUSTRATION PURPOSES ONLY) 1 5 3 2 4 INNER TURNING ZONE INNER SAFETY ZONE RUNWAY PROTECTION ZONE OUTER SAFETY ZONE SIDELINE SAFETY ZONE SIGNATURE 2,509' X 100' (E/F) 3 3 DATE: DESIGNED BY: DM AUGUST 2017 FOREST RESOURCE VFR TRAFFIC PATTERN (TYP.) VFR TRAFFIC PATTERN (TYP.) NF-711 DRAWN BY: EL. 2964' (H.P.) RWY 21 FOREST RESOURCE JLS
7 8 6 5
/ PROJECT NO: CHECKED BY: FW 200' X 300' I000' (E/F) RPZ (WSDOT VFR) A-I (SMALL) VISUAL NOT LOWER THAN I-MILE APPROACH VISIBILITY MINIMUMS WMR 21
/ FW 10170001.02 SCALE: AS SHOWN 1 3 3 TIETON STATE AIRPORT AIRPORT LAND USE PLAN NOTES: 1. TIETON STATE AIRPORT (INHOLDING) IS LOCATED ENTIRELY WITHIN THE 6. RUNWAY END NUMBERS FOR ILLUSTRATION PURPOSES ONLY (NO PHYSICAL 5. EXISTING RUNWAY DESIGNATION 2/20 WILL BE CHANGED TO 3/21 BASED ON 3. YAKIMA COUNTY CREATED AN "AIRPORT SAFETY OVERLAY DISTRICT" (ASO) 2. WSDOT AIRPORT COMPATIBILITY ZONES ARE DEPICTED FOR ILLUSTRATION 4. COORDINATION BETWEEN YAKIMA COUNTY AND USDA-FS IS RECOMMENDED MARKINGS ON TURF SURFACES). CURRENT MAGNETIC DECLINATION. INTENT OF ASO ZONING. TO ENSURE PROTECTION OF TIETON STATE AIRPORT, CONSISTENT WITH THE REGULATIONS FAR PART 77. OTHER PUBLIC AIRPORTS WITHIN DEFINED AIRSPACE PER FEDERAL AVIATION FOR THE YAKIMA AIR TERMINAL, SUNNYSIDE MUNICIPAL AIRPORT, OR AUTHORITIES ARE RESPONSIBLE FOR AIRPORT PROTECTIONS. PURPOSES ONLY AND ARE NOT CURRENTLY ADOPTED, LOCAL/FEDERAL OKANOGAN-WENATCHEE NATIONAL FOREST IN YAKIMA COUNTY.
2 (E/F) 15:1 THRESHOLD 15:1 (E/F) SITING SURFACE
DRAFT FOREST RESOURCE NF-1200 (TIETON RESERVOIR RD) RESERVOIR (TIETON NF-1200
/ 0' FW Scale: 1"=300'
MAG. TRUE 300' 4 N FIGURE NO. SHEET NO. 6 OF 7 MAGNETIC DEC. - (2017 VALUE) ϭϱ͘ϭϲΣ ^d 600' NO. PARCEL NOTES: 1. THE BASIS OF BEARINGS AND DISTANCES ARE DETERMINED FROM 2. THE DISTANCES SHOWN ARE GROUND DISTANCES. = 0.999770457. ^ d/KEϲ͕KEs Z' E E'> сͲϬΣϮϲΖϱϮΗ͕KD/E &dKZ ROTATED TO NAD 83/2011 ADJ. COMPUTED AT THE SE CORNER OF THE SOUTH LINE OF SECTION 6 AS NOTED IN DEED (1) AFN 1357724, WASHINGTON COORDINATE SYSTEM NORTH ZONE (NAD 83/91), AS NOTES: 1. 1 PARCELS IDENTIFIED WITH ARE CURRENTLY IN AIRPORT OWNERSHIP. DATE UNITED STATES OF AMERICA BY APPR GRANTOR NW 1/4 SEC. 7 REVISIONS RIMROCK LAKE (TIETON LAKE) ACRES 22.20 EXISTING RPZ (WSDOT VFR) 200' X 300' I000' A-I (SMALL) VISUAL NOT LOWER THAN I-MILE APPROACH VISIBILITY MINIMUMS
141306-43001 NF-711 PARCEL # 0" 1" ORIGINAL DRAWING. SCALES ACCORDINGLY. IF NOT ONE INCH ON BAR IS ONE INCH ON THIS SHEET, ADJUST VERIFY SCALES 5. PROPERTY AND SURVEY DATA, AS DEPICTED ON WSDOT SUNDRY SITE 3. FOR SURVEY INFORMATION SEE RECORD OF RECORDED ON 4. (1) DEED RECORDED IN VOL. 498 PG. 127 ON APRIL 21, 1951 UNDER PLAN. AFN 1357724. MARCH 28, 2016 IN YAKIMA COUNTY UNDER AFN 7903771. 4/21/1951 RECORDING INFORMATION DATE HEADQUARTERS REAL ESTATE SERVICES OFFICE. HEADQUARTERS RIGHT OF WAY PLANS OFFICE FOR THE BE SHOWN. PARTIES SEEKING CURRENT PLAN INFORMATION HAVE BEEN ACQUIRED. ENCUMBRANCES MAY OR NOT BE VERIFIED. PROPOSED PROPERTY RIGHTS SHOWN MAY NOT CONSULT THE DEPARTMENT OF TRANSPORTATION OFFICIAL PLAN ON FILE FOR ENCUMBRANCE INFORMATION SHOULD CONSULT THE DEPARTMENT OF TRANSPORTATION ALL PLANS ARE SUBJECT TO CHANGE. OWNERSHIP SHOULD LAND DATA TABLE
NF-1200 (TIETON RESERVOIR RD) VOL 498 2-1/2" IP W/3" CAP BOOK 5/8" IP W/ CAP
EL. 2938' (L.P.) RWY 03 PAGE
127 EϴϵΣϰϳΖϭϳΗt INTEREST
FS RD 1200
ORDINARY HIGH ORDINARY WATER LINE WATER
FEE
200' 2,618.37' FED. AGREEMENT AVN 1357724 OFA(E/F) OFA(E/F) 145.20' ^ϲΣϭϰΖϯϴΗ NE 1/4 LAND CONVEYED BY USA TO WASHINGTON
STATE AERONAUTICS COMMISSION EϰϯΣϱϭΖϰϯΗ SEC. 7 RSA(E/F) RSA(E/F) RIMROCK LAKE (TIETON LAKE)
7 WASHINGTON STATE DEPARTMENT 1 2-1/2" IP W/ 3" CAP SEE LCR 7898347 OF TRANSPORTATION APPROVAL
APPROVAL DATE: 6 6. AIRPORT LOCATED IN TOWNSHIP 13 NORTH, RANGE 14 EAST; 7.
ON CURRENT MAGNETIC DECLINATION. WILLAMETTE MERIDIAN. RING OF STONE DIA. FT. 3 IN 2-1/2" IP W/3" CAP EXISTING RUNWAY DESIGNATION 2/20 WILL BE CHANGED TO 3/21 BASED POWER
OVERHEAD 1,065' 263.98' NOTES 100' RSA SW 1/4 SEC. 6 SIGNATURE OKANOGAN - WENATCHEE RING OF STONE IN 2 FT. DIA. 2-1/2" IP W/ 3" CAP
NATIONAL FOREST
2,509' X 100' (EXISTING) 100' X 2,509' PARCEL
EϴϵΣϰϳΖϭϳΗt SEE DETAIL A B A 1,958.92' DATE: DESIGNED BY:
STATE OF WASHINGTON WASHINGTON STATE AERONAUTICS COMMISSION DM 2,634.84' AUGUST 2017
GRANTOR ^ϰϯΣϱϭΖϰϯΗt
DRAWN BY:
PARKING AREA, AND TOILETS FACILITIES, RECREATION EϰϯΣϱϭΖϰϯΗ JLS NF-711
200' 2,325.07' USDA-FS BENTON RUAL ELECTRIC BEGINNING AT THE NE CORNER OF SAID SECTION 7 AND E. 414.54 FEET ALONG THE SOUTH LINE OF SAID SECTION 6 E͘ϰϮΣϰϴΖ ͘ϮϬϯϵ͘Ϭϭ& d͖d, E E͘ϰϳΣϭϮΖt͘ . ASSOCIATION INC. ϯϬϬ͘ϬϬ& d͖d, E ^͘ϰϮΣϰϴΖt͘ϮϯϮϱ͘Ϭϳ& ddK CORNER OF SAID SECTION 6 AND RUNNING THENCE S SECTION 6 TO THE TRUE POINT OF BEGINNING; THENCE ϴϵΣϬϵΖt͘ϭϵϱϲ͘ϵϮ& d>KE'd, ^Khd,>/E K&^/ W.M., DESCRIBED AS FOLLOWS: BEGINNING AT THE SE AND ALSO, THAT PORTION OF THE N ACRES. T 13 N, R 14 E, W.M. DESCRIBED AS FOLLOWS: TO THE TRUE POINT OF BEGINNING; CONTAINING 15.03 d, ^Khd,>/E K&^/^ d/KEϲ͖d, E E͘ϴϵΣϬϵΖ THAT PORTION OF THE SE
PROJECT NO: OFA
CHECKED BY: 2,039.01' WMR OKANOGAN - WENATCHEE
GRANTEE 5/8" IP W/ RED CAP RED W/ IP 5/8" NATIONAL FOREST RSA(E/F) RSA(E/F) SE 1/4 SEC. 6 EL. 2964' (H.P.) RWY 21 10170001.02 SCALE: AS SHOWN 4 1 OF SECTION 6, T 13 N, R 14 E, ACRES OFA(E/F) OFA(E/F) 1 2 - - OF SECTION 7, B 200' OFA(E/F) OFA(E/F)
RSA(E/F) RSA(E/F) FLUSH WITH ASPHALT WITH FLUSH 5/8" IP W/ 3" CAP EASEMENTS POWER OVERHEAD NOTES INCLUDING 427 FEET OF BURIED ELECTRICAL UNDER NF ROADS (NF-711 AND NF-1200) PARTIALLY LOCATED MAY BE INFORMAL. NO RECORD OF FORMAL EASEMENT FOUND. APPROVAL RUNWAY. ELECTRICAL LINE TRANSITING AIRPORT PROPERTY, UTILITY - OVERHEAD AND UNDERGROUND ON AIRPORT PROPERTY, UNKNOWN RIGHT OF WAY EϮϴΣϱϵΖϯϴΗ
519.49' 1 TIETON STATE AIRPORT
B BEGINNING; CONTAINING 7.17 ACRES. E. 1123 FEET MORE OR LESS TO THE TRUE POINT OF &ZKDd, dZh WK/EdK& '/EE/E'͖d, E EϰϮΣϰϴΖ DKZ KZ> ^^dKWK/Edt,/, Z^^ϰϮΣϰϴΖt͘ ERLY ALONG THE HIGH WATER LINE OF TIETON LAKE 800 FEET BEGINNING; THENCE CONTINUING ALONG THE NORTH LINE NORTH LINE OF SAID SECTION 7 TO THE TRUE POINT ZhEE/E'd, E ^ϴϵΣϬϵΖt͘ϭϵϱϲ͘ϵϮ& d>KE'd, EXHIBIT "A" PROPERTY PLAN K&^/^ d/KEϳ^͘ϴϵΣϬϵΖt͘ϲϵϯ& dDKZ KZ> ^^ TOTAL ACREAGE EQUALS 22.20 ACRES. TO THE HIGH WATER LINE OF TIETON LAKE; THENCE SOUTH- 300'
EϰϲΣϬϴΖϭϳΗt 2,509' X 100' (EXISTING)
NF-1200 (TIETON RESERVOIR RD) RESERVOIR (TIETON NF-1200 RING OF STONE DIA. FT. 2 IN EXISTING RPZ (WSDOT VFR) 2-1/2" IP W/ 3" CAP 200' X 300' I000' A-I (SMALL) VISUAL NOT LOWER THAN I-MILE APPROACH VISIBILITY MINIMUMS ^ϬΣϬϳΖϮϱΗ ELECTRICAL UTILITY EASEMENT 427' OF BURIED
2,643.89' Scale: 1"=120' DETAIL A A NF-1200 (TIETON RESERVOIR RD) UNKNOWN CONSTRUCTION DATE: UNKNOWN CONSTRUCTION REQUEST; 7/15/1954 0' DATE Scale: 1"=200'
MAG. TRUE
200' DRAFT 6 N FIGURE NO. SHEET NO. OFA(E/F) OFA(E/F) RSA(E/F) RSA(E/F)
7 OF 5 MAGNETIC DEC. - (2017 VALUE) ϭϱ͘ϭϲΣ ^d 400'
WSDOT AVIATION | TIETON
Appendix A
I
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I :l ffiffi
WSDOT AVIATION | TIETON
Appendix B
Appendix B Retroreflective Runway Edge Markers
Manufacturer/Distributer Specifications Image Costs Notes Airport Lighting Company FAA Certified: Yes $75/each (14”-24”) Vendor/Distributor - L-853 Reflector $65/each (large Qty) units manufactured by (315) 682-6460 Heights 14”, 18”, 24”, 30” Flexstake and Safehit www.Airportlightingcompany.com Will also sell AR-100 model from Valley Illuminators RBI Inc. FAA Certified: Yes $340/ea (Qty 1-99) Manufacturer/Direct (recently certified Advisory $323/ea (Qty 100+) Sales (520) 624-0042 Circular has not been www.Rbi-inc.com updated) New Mexico DOT uses at two state-managed Medium Intensity Retro- airports for the past reflective Runway/Taxiway 10+ years. NMDOT has Marker (Model 324-2) experienced difficulty Height 16” in replacing the reflective surface when worn, faded without replacing the full unit at significant cost. NMDOT plans to replace with Flexstake models. Airport Reflectors FAA Certified: No $30/each (<40 units) Manufacturer/Direct $35/each (>40 units) Sales (877) 723-5123 www.Airportreflectors.com
Valley Illuminators FAA Certified: Yes $30 (14”) RWY/TWY Manufacturer/Direct AR-100 $32 (14”) Threshold Sales (253) 833-3016 Height 14”-30” Reflectors www.Valleyilluminators.com +.25/cents per inch higher
ADB Airfield Solutions FAA Certified: Yes $125/ea Vendor/Distributor - L-853 / RTEM units manufactured by (800) 275-6649 Height 14”-30” Flexstake and Safehit www.Adb-air.com
Manairco FAA Certified: Yes A-650 Series Vendor/Distributor – L-853 $24.80/ea (19”) units manufactured by (419) 524-2121 A-650 Series (Turf Mount) $26.20 /ea (24”) Flexstake www.Manairco.com A-750 Series (Paved Mount) $27.80/ea (30”) Height 14”, 19”, 24”, 30” A-750 Series $25.80/ea (19”) $27.20/ea (24”) $28.80/ea (30”) Hali-Brite FAA Certified: Yes $69.90/ea (14”) Vendor/Distributor – L-853 $64.24/ea (24”) units manufactured by (800) 553-6269 Height 18”-30” other www.Halibrite.com ($16 discount each for Qty 100+)
Review and Recommendation FAA-certified retroreflective markers represent the minimum standard for runway visual aids for state-managed airports, as noted in the WSDOT Aviation State-Managed Airport Handbook. WSDOT Aviation currently utilizes Valley Illuminator Model AR-100 retroreflective edge markers throughout the state-managed airport system. The markers meet the technical specifications established by the FAA in Advisory Circular (AC) 150/5345-39C – Specifications for L-853 Runway and Taxiway Retroreflective Markers. The Valley Illuminator Model AR-100 has excellent visibility due to a 200 square–inch reflective surface area that significantly exceeds the FAA specification (96 square inches). However, the large diameter cylinders used in the AR-100 are prone to damage (collapse) when struck by an aircraft, mower or other vehicles. Once the cylinders are crushed they often require replacement. Another consideration is that the AR- 100 model is proprietary and available through only one vendor/manufacturer. As part of its ongoing evaluation of systems and equipment, it would be appropriate for WSDOT Aviation to evaluate all FAA-approved retroreflectors currently available on the market to determine whether the current models provide the most effective and reliable application. It is recognized that the AR-100 model has excellent visibility due to its larger reflective surface area. Several flexible-stake models are available that meet FAA specifications and may provide improved durability through “rebound” capabilities that allow the marker to “self-restore” to its original upright position if struck by an aircraft wheel. In order to objectively evaluate performance, field tests of other FAA-approved retroreflector models should be considered. Recommended Evaluation: 1. Conduct a field test at one state-managed airport for one season to provide airport management with firsthand installation/removal experience and performance data. Pilots should be actively engaged to provide valuable input on visibility and overall performance for the test airport and other state-managed airports using the current AR-100 model. Evaluation factors include: a. Visibility for pilots when opening in runway environment b. Durability (ability to withstand impact) c. Ease of installation and removal d. Cost (per unit, including mounting hardware and spares) e. Availability (number of vendors available for each product type) 2. Analyze field test results, costs and other factors to determine procurement policy for retroreflectors.
WSDOT AVIATION | TIETON
Appendix C
Appendix C Chapter 468-250 WAC State Airport Rules
A review of the current WAC Chapter 468-250 (8/13/96 update) was conducted to identify outdated information and sections that could be revised to better reflect the operational requirements for state- managed airports. These proposed revisions will require further examination by the Aviation Division to determine final language, which would then be followed by a formal process of revising WAC language. A copy of the current WAC Chapter 468-250 (with highlighted sections) related to the proposed revisions noted below is also provided in this appendix.
Proposed revisions are noted below:
468-250-010 Definitions.
(4) “Special use permit” Reference to “noncommercial” activities, suggests a need to define “commercial” activities and to distinguish between aeronautical and non-aeronautical uses. Additional clarification is needed to address activities with anticipated continuous or extended airport presence (e.g., seasonal flight operations, etc.) and occasional transient activities such as charter air taxi or flightseeing flights under the applicable Federal Aviation Regulations (FAR).
(7) “Flowage fee” definition does not require revision; however, additional information (new or expanded section) related to fuel flowage fees at “State airports” is recommended to address potential exemptions for emergency management staging activities, through-the-fence activities (off-airport fueling), and fee structure/mechanism.
468-250-020 Aeronautics division to manage. Reference to “assistant secretary for aeronautics” should be updated to identify “Director – Washington Department of Transportation – Aviation Division” as responsible official.
468-250-030 Opening and closing of airports.
“Conditions for closing airports” (Group 1) should be revised to clarify airport management responsibility for assessing seasonal conditions, owner requirements, or other factors when determining airport opening and closing dates.
Recommend revising closure language (Group 1):
• Replace “will” with “may” • Replace “winter” with “fall/winter” • Replace “NOTAM” with “Published NOTAM” • Insert “air” to “...be closed to all (air) traffic…” to recognize approved non-aeronautical uses during winter months. • Consider potential use (with prior permission) by ski-equipped aircraft during winter months when airports are closed due to snow. • Consider adding notation identifying “state-managed” airports and presence of special use permits. List of Airports
(1) (b) Lester (airport is currently closed indefinitely; remove from list if closure becomes permanent
(1) (c) Nason Creek (delete - no longer active State airport)
(1) (e) Avey (delete - no longer active State airport)
Renumber airports as needed to reflect deletions
Recommend revising closure language (Group 2):
The following state airports are open year round except when runway conditions (e.g., snow, ice, etc.) require closure. These state airports may be closed during the fall/winter due to conditions, by Published NOTAM.
(2) (a) Winthrop/Intercity (update name to Methow Valley)
(2) (d) Quillayute (delete - no longer active State airport)
Renumber airports as needed to reflect deletions
(3) Pilot notification of opening and closing dates. Recommend revising section and moving to beginning of section (ahead of current item 1):
Opening and closing dates may change at state airports and pilots shall check all NOTAMS prior to using any state airport. It is strongly suggested that pilots contact the aviation division prior to use, to verify current conditions. Pilots are also encouraged to check airport status on the “is your airport open” section of the wsdot aviation division webpage.
468-250-040 Controlled operations.
(3) Recommend revising to read:
(3) Any non-aviation use, including, but not limited to, the following operations require the execution of an agreement, lease, special use permit, or other arrangement as appropriate, between the department of transportation and the controlled user;
(3) (g) Any commercial operation, except transient non-scheduled (on demand) air taxi operations;
(5) Recommend revising to read:
(5) Facilities constructed on state property under any agreement with the department of transportation may become property of the department of transportation at its sole discretion, at the conclusion of the agreement including any renewals, extensions, or renegotiations of the agreement. If the department of transportation opts not to take ownership of the constructed facilities, the ownership shall be retained by the authorized user of said facility and may be required to remove facilities from said property at the discretion of the department of transportation;
468-250-130 All use at own risk.
Recommend revising to read: Sentence 2: State airports are maintained principally for emergency management response, emergency medical evacuation, providing access to remote areas, and recreation, and the state does not warrant the conditions at any state airport to be suitable for any other use.
468-250-140 Temporary rules.
Recommend revising to read:
Sentence 2: These rules will be available from the aviation division and may be distributed, as necessary, by other means, including NOTAMS, airport web pages, and other public media sources.
468-250-150 Accident notification.
Sentence 1: replace “aeronautics division” with “aviation division.”
468-250-160 Hazard notification.
Sentence 1: replace “aeronautics division” with “aviation division.”
468-250-XXX
Recommend adding a new section to address unauthorized access, vandalism, firearm discharge, etc.
468-250-XXX Prohibited activities.
Unauthorized access on state airports is prohibited. (Add language that defines “authorized” access and use)
Discharging firearms on airport property is prohibited, unless specially authorized by airport management for the purposes of maintaining airport safety (control of wildlife hazard).
Vandalism, including, but not limited to cutting gate locks, defacing or damaging airport signs, fences, or other facilities shall be prosecuted under (insert appropriate statute).
WSDOT AVIATION | TIETON
Appendix D
WSDOT General Aviation Pilot Survey
Q1 Contact Information
Answered: 75 Skipped: 5
Answer Choices Responses
Name 100.00% 75
Company 0.00% 0
Address 0.00% 0
Address 2 0.00% 0
City/Town 0.00% 0
State/Province 0.00% 0
ZIP/Postal Code 0.00% 0
Country 0.00% 0
Email Address 100.00% 75
Phone Number 94.67% 71
# Name Date
1 don goodman 7/7/2015 8:19 PM
2 Tim Mensonides 7/1/2015 9:00 AM
3 Richard L. Carlstad 6/29/2015 3:09 PM
4 Will Silva 6/28/2015 1:00 PM
5 Mike Port 6/27/2015 9:28 PM
6 a 6/23/2015 1:00 PM
7 Kurt Oakley 6/17/2015 7:53 PM
8 Charlie Pierce 6/17/2015 8:28 AM
9 Ron Rudnick 6/14/2015 10:13 AM
10 Ann Easterly 6/12/2015 11:23 AM
11 Steve Mitrovich 6/12/2015 10:21 AM
12 Charles Harral 6/12/2015 10:04 AM
13 John townsley 6/12/2015 8:51 AM
14 T.J. Anderson 6/12/2015 7:37 AM
15 Greg Corrado 6/8/2015 10:51 AM
16 William 6/7/2015 3:36 PM
17 Douglas Cheney 6/3/2015 11:38 AM
18 Larry Woodall 6/1/2015 8:04 AM
19 L. Dunn 5/31/2015 9:01 AM
20 Jim Summers 5/29/2015 9:51 PM
21 Cameron Lerum 5/29/2015 5:20 PM
22 Dick Hess 5/29/2015 4:32 PM
23 Carl Rosevear 5/28/2015 7:38 PM
24 Jon Howell 5/28/2015 8:53 AM
1 / 36 WSDOT General Aviation Pilot Survey
25 david thomasson 5/27/2015 5:48 PM
26 TerryNewcomb 5/27/2015 1:50 PM
27 Cameron Etezadi 5/27/2015 1:49 PM
28 brett milewski 5/27/2015 1:33 PM
29 BRIAN BEAULAC 5/27/2015 1:16 PM
30 Dan Tarasievich 5/27/2015 12:15 PM
31 Roland Barber 5/27/2015 11:15 AM
32 Douglas Gilson 5/27/2015 9:59 AM
33 Preston 5/27/2015 9:44 AM
34 Jesse Pasichnyk 5/27/2015 9:13 AM
35 David Chuljian 5/27/2015 8:23 AM
36 John Sandvig 5/27/2015 8:11 AM
37 Robert Wagner 5/27/2015 7:43 AM
38 Jered Paine 5/26/2015 8:30 PM
39 Mike Woodson 5/26/2015 7:41 PM
40 Jerry Loeffelbein 5/26/2015 7:39 PM
41 Craig Howard 5/26/2015 7:39 PM
42 TOM MORRIS 5/26/2015 7:20 PM
43 Tom Bryant 5/26/2015 6:49 PM
44 chuck godlasky 5/20/2015 10:39 PM
45 Steve Gray 5/19/2015 6:33 PM
46 Leo Haas 5/16/2015 1:29 PM
47 Marshall Collins 5/16/2015 11:28 AM
48 Marlin Israel 5/15/2015 3:22 PM
49 Bill Inman 5/15/2015 1:58 PM
50 Tom Donnelly 5/15/2015 1:56 PM
51 Eric Taylor 5/15/2015 9:04 AM
52 Tommy R Hargreaves 5/15/2015 8:39 AM
53 Curt Scott 5/15/2015 8:34 AM
54 Pete Dougherty 5/15/2015 5:59 AM
55 Christopher Gutmann 5/15/2015 5:52 AM
56 Derek Winn 5/14/2015 2:52 PM
57 Frederick Danz 5/14/2015 6:19 AM
58 Brice 5/13/2015 10:32 PM
59 George Steed 5/13/2015 9:36 PM
60 Matthew Wallitner 5/13/2015 8:48 PM
61 Austin Ford-Umfuhrer 5/13/2015 7:35 PM
62 Allen Macbean 5/13/2015 7:32 PM
63 Bryan 5/13/2015 6:57 PM
64 Tim Brown 5/13/2015 6:16 PM
65 Jim Scott 5/13/2015 4:38 PM
66 David Krall 5/13/2015 3:47 PM
2 / 36 WSDOT General Aviation Pilot Survey
67 Douglas Payne 5/13/2015 2:41 PM
68 Greg bell 5/13/2015 2:10 PM
69 Mike Bomstad 5/13/2015 1:33 PM
70 Steve Baran 5/13/2015 12:34 PM
71 Chris Lynch 5/13/2015 12:19 PM
72 Steve Carkeek 5/13/2015 11:24 AM
73 Bruce Booker 5/13/2015 11:10 AM
74 Larry Holtz 5/13/2015 10:52 AM
75 Shane Mahoney 5/13/2015 10:34 AM
# Company Date
There are no responses.
# Address Date
There are no responses.
# Address 2 Date
There are no responses.
# City/Town Date
There are no responses.
# State/Province Date
There are no responses.
# ZIP/Postal Code Date
There are no responses.
# Country Date
There are no responses.
# Email Address Date
1 [email protected] 7/7/2015 8:19 PM
2 [email protected] 7/1/2015 9:00 AM
3 [email protected] 6/29/2015 3:09 PM
4 [email protected] 6/28/2015 1:00 PM
5 [email protected] 6/27/2015 9:28 PM
6 b 6/23/2015 1:00 PM
7 [email protected] 6/17/2015 7:53 PM
8 [email protected] 6/17/2015 8:28 AM
9 [email protected] 6/14/2015 10:13 AM
10 [email protected] 6/12/2015 11:23 AM
11 [email protected] 6/12/2015 10:21 AM
12 [email protected] 6/12/2015 10:04 AM
13 [email protected] 6/12/2015 8:51 AM
14 [email protected] 6/12/2015 7:37 AM
15 [email protected] 6/8/2015 10:51 AM
16 Herrington 6/7/2015 3:36 PM
17 [email protected] 6/3/2015 11:38 AM
18 [email protected] 6/1/2015 8:04 AM
19 [email protected] 5/31/2015 9:01 AM
3 / 36 WSDOT General Aviation Pilot Survey
20 [email protected] 5/29/2015 9:51 PM
21 [email protected] 5/29/2015 5:20 PM
22 [email protected] 5/29/2015 4:32 PM
23 [email protected] 5/28/2015 7:38 PM
24 [email protected] 5/28/2015 8:53 AM
25 [email protected] 5/27/2015 5:48 PM
26 [email protected] 5/27/2015 1:50 PM
27 [email protected] 5/27/2015 1:49 PM
28 [email protected] 5/27/2015 1:33 PM
29 [email protected] 5/27/2015 1:16 PM
30 [email protected] 5/27/2015 12:15 PM
31 [email protected] 5/27/2015 11:15 AM
32 [email protected] 5/27/2015 9:59 AM
33 [email protected] 5/27/2015 9:44 AM
34 [email protected] 5/27/2015 9:13 AM
35 [email protected] 5/27/2015 8:23 AM
36 [email protected] 5/27/2015 8:11 AM
37 [email protected] 5/27/2015 7:43 AM
38 [email protected] 5/26/2015 8:30 PM
39 [email protected] 5/26/2015 7:41 PM
40 [email protected] 5/26/2015 7:39 PM
41 [email protected] 5/26/2015 7:39 PM
42 [email protected] 5/26/2015 7:20 PM
43 [email protected] 5/26/2015 6:49 PM
44 [email protected] 5/20/2015 10:39 PM
45 [email protected] 5/19/2015 6:33 PM
46 [email protected] 5/16/2015 1:29 PM
47 [email protected] 5/16/2015 11:28 AM
48 [email protected] 5/15/2015 3:22 PM
49 [email protected] 5/15/2015 1:58 PM
50 [email protected] 5/15/2015 1:56 PM
51 [email protected] 5/15/2015 9:04 AM
52 [email protected] 5/15/2015 8:39 AM
53 [email protected] 5/15/2015 8:34 AM
54 [email protected] 5/15/2015 5:59 AM
55 [email protected] 5/15/2015 5:52 AM
56 [email protected] 5/14/2015 2:52 PM
57 [email protected] 5/14/2015 6:19 AM
58 [email protected] 5/13/2015 10:32 PM
59 [email protected] 5/13/2015 9:36 PM
60 [email protected] 5/13/2015 8:48 PM
61 [email protected] 5/13/2015 7:35 PM
4 / 36 WSDOT General Aviation Pilot Survey
62 [email protected] 5/13/2015 7:32 PM
63 [email protected] 5/13/2015 6:57 PM
64 [email protected] 5/13/2015 6:16 PM
65 [email protected] 5/13/2015 4:38 PM
66 [email protected] 5/13/2015 3:47 PM
67 [email protected] 5/13/2015 2:41 PM
68 [email protected] 5/13/2015 2:10 PM
69 [email protected] 5/13/2015 1:33 PM
70 [email protected] 5/13/2015 12:34 PM
71 [email protected] 5/13/2015 12:19 PM
72 [email protected] 5/13/2015 11:24 AM
73 [email protected] 5/13/2015 11:10 AM
74 [email protected] 5/13/2015 10:52 AM
75 [email protected] 5/13/2015 10:34 AM
# Phone Number Date
1 3603037076 7/7/2015 8:19 PM
2 360-403-3471 7/1/2015 9:00 AM
3 206-455-0027 6/29/2015 3:09 PM
4 206 782-4736 6/28/2015 1:00 PM
5 5093223950 6/27/2015 9:28 PM
6 c 6/23/2015 1:00 PM
7 509-997-1700 6/17/2015 7:53 PM
8 509-928-1126 6/17/2015 8:28 AM
9 5094644673 6/14/2015 10:13 AM
10 509-922-4000 6/12/2015 11:23 AM
11 (509)455-6981 6/12/2015 10:21 AM
12 5097689502 6/12/2015 10:04 AM
13 2063837560 6/8/2015 10:51 AM
14 509-539-9768 6/7/2015 3:36 PM
15 509-525-9392 6/3/2015 11:38 AM
16 2537092545 6/1/2015 8:04 AM
17 4258796707 5/31/2015 9:01 AM
18 206-200-6569 5/29/2015 5:20 PM
19 425-747-4432 5/29/2015 4:32 PM
20 206-240-3965 5/28/2015 7:38 PM
21 2064584631 5/28/2015 8:53 AM
22 509-238-2307 5/27/2015 5:48 PM
23 208-699-3716 5/27/2015 1:50 PM
24 2067794688 5/27/2015 1:49 PM
25 360-410-8650 5/27/2015 1:33 PM
26 253/347-1456 5/27/2015 1:16 PM
27 425-239-0032 5/27/2015 12:15 PM
5 / 36 WSDOT General Aviation Pilot Survey
28 4256570859 5/27/2015 11:15 AM
29 360298-0037 5/27/2015 9:59 AM
30 5099991977 5/27/2015 9:44 AM
31 206-962-1272 5/27/2015 9:13 AM
32 3603853100 5/27/2015 8:23 AM
33 2066831906 5/27/2015 8:11 AM
34 3607394430 5/27/2015 7:43 AM
35 5092644848 5/26/2015 8:30 PM
36 206-849-4198 5/26/2015 7:41 PM
37 509-293-1906 5/26/2015 7:39 PM
38 2069109999 5/26/2015 7:39 PM
39 5099394459 5/26/2015 7:20 PM
40 5099905196 5/26/2015 6:49 PM
41 5418154971 5/20/2015 10:39 PM
42 360-733-1673 5/19/2015 6:33 PM
43 509-397-3208 5/16/2015 1:29 PM
44 253-474-9025 5/16/2015 11:28 AM
45 206.595.1409 5/15/2015 3:22 PM
46 5037091492 5/15/2015 1:58 PM
47 206-784-6563 5/15/2015 1:56 PM
48 360-765-4397 5/15/2015 9:04 AM
49 360-446-2021 5/15/2015 8:39 AM
50 253.380.7240 5/15/2015 8:34 AM
51 5099458994 5/15/2015 5:59 AM
52 5093855176 5/15/2015 5:52 AM
53 541-263-2968 5/14/2015 2:52 PM
54 206-251-7493 5/14/2015 6:19 AM
55 206-619-8263 5/13/2015 9:36 PM
56 253-222-7242 5/13/2015 8:48 PM
57 6787613841 5/13/2015 7:35 PM
58 801-636-6613 5/13/2015 7:32 PM
59 916-622-2593 5/13/2015 6:57 PM
60 509-927-8919 5/13/2015 6:16 PM
61 360-815-2512 5/13/2015 4:38 PM
62 206 850 0556 5/13/2015 3:47 PM
63 206-818-6600 5/13/2015 2:41 PM
64 2067150005 5/13/2015 2:10 PM
65 5097239882 5/13/2015 1:33 PM
66 (509) 710-1920 5/13/2015 12:34 PM
67 360-333-1240 5/13/2015 12:19 PM
68 3602865958 5/13/2015 11:24 AM
69 206-909-0187 5/13/2015 11:10 AM
6 / 36 WSDOT General Aviation Pilot Survey
70 206-551-8780 5/13/2015 10:52 AM
71 425-269-8740 5/13/2015 10:34 AM
7 / 36 WSDOT General Aviation Pilot Survey
Q2 Please answer the following questions about your aircraft:
Answered: 74 Skipped: 6
Answer Choices Responses
Aircraft Type(s): 100.00% 74
At what airport is your aircraft typically based? 98.65% 73
# Aircraft Type(s): Date
1 C182P 7/7/2015 8:19 PM
2 Cessna 172 7/1/2015 9:00 AM
3 C172 N 6/29/2015 3:09 PM
4 GlaStar GS-1 6/28/2015 1:00 PM
5 PA-18 6/27/2015 9:28 PM
6 A320 6/23/2015 1:00 PM
7 LTA, Balloon 6/17/2015 7:53 PM
8 Aeronca Champ 6/17/2015 8:28 AM
9 SEL (RV-7) 6/14/2015 10:13 AM
10 Beechcraft 6/12/2015 11:23 AM
11 Cessna 177B FG 6/12/2015 10:21 AM
12 Cessna 6/12/2015 10:04 AM
13 C172 6/12/2015 8:51 AM
14 Aeronca 7AC 6/12/2015 7:37 AM
15 Cessna 180 & 182 6/8/2015 10:51 AM
16 Experimental Glastar 6/7/2015 3:36 PM
17 Cessna 175 6/3/2015 11:38 AM
18 C180K/RV-4 6/1/2015 8:04 AM
19 Piper Pacer PA20 5/31/2015 9:01 AM
20 Cessna 172 5/29/2015 4:32 PM
21 C172/c182/land/sea 5/28/2015 7:38 PM
22 C172 5/28/2015 8:53 AM
23 LSA 5/27/2015 5:48 PM
24 Piper Cherokee 5/27/2015 1:50 PM
25 C172, C182, C162, 8GCGB on floats, PA28R 5/27/2015 1:49 PM
26 Single Engine 5/27/2015 1:33 PM
27 Cessna 172 L STOL 5/27/2015 1:16 PM
28 PA18-150 5/27/2015 12:15 PM
29 c172, c182, pa28-180 5/27/2015 11:15 AM
30 Maule MX7 5/27/2015 9:59 AM
31 LSA 5/27/2015 9:44 AM
32 C172, C182 5/27/2015 9:13 AM
33 Cessna 182 5/27/2015 8:23 AM
8 / 36 WSDOT General Aviation Pilot Survey
34 C172, C182, BE33 5/27/2015 8:11 AM
35 single engine land 5/27/2015 7:43 AM
36 Cessna 172 5/26/2015 8:30 PM
37 Cessna 180, 170A 5/26/2015 7:41 PM
38 Ercoupe and Sonex Conv gear 5/26/2015 7:39 PM
39 Cessna 206 glastar 5/26/2015 7:39 PM
40 C172M 5/26/2015 7:20 PM
41 Husky c 185 5/26/2015 6:49 PM
42 pa-20 5/20/2015 10:39 PM
43 Husky 5/19/2015 6:33 PM
44 n/a 5/16/2015 1:29 PM
45 State owned Cessna 172/182/piper PA 20 8R 5/16/2015 11:28 AM
46 Piper Pacer 5/15/2015 3:22 PM
47 Vans RV7 5/15/2015 1:58 PM
48 SEL, Tailwheel 5/15/2015 9:26 AM
49 Cessna 180 5/15/2015 9:04 AM
50 ASEL 5/15/2015 8:39 AM
51 Cessna 177B 5/15/2015 8:34 AM
52 Cub Crafters Carbon Cub, Sport Cub 5/15/2015 5:59 AM
53 RV-6 5/15/2015 5:52 AM
54 STOL Single Engine 5/14/2015 2:52 PM
55 C172 5/14/2015 6:19 AM
56 C-182 5/14/2015 5:31 AM
57 Cessna 172P 5/13/2015 10:32 PM
58 C172, BE35 5/13/2015 9:36 PM
59 ERCO 415 5/13/2015 8:48 PM
60 single engine land 5/13/2015 7:35 PM
61 Cessna 170b 5/13/2015 7:32 PM
62 mooney, Cessna 5/13/2015 6:57 PM
63 Cessna 182 5/13/2015 6:16 PM
64 C-170 5/13/2015 5:35 PM
65 Cessna 175 5/13/2015 4:38 PM
66 SEL - Single Engine Land 5/13/2015 4:09 PM
67 Single engine land and seaplane 5/13/2015 3:47 PM
68 C172, C182 (both club-owned) 5/13/2015 2:41 PM
69 Diamond Star DA40 5/13/2015 2:10 PM
70 Hang Glider 5/13/2015 12:34 PM
71 Cessna Skywagon 5/13/2015 12:19 PM
72 PA-28-180 5/13/2015 11:10 AM
73 Cessna 170 5/13/2015 10:52 AM
74 Piper Pacer, single engine land 5/13/2015 10:34 AM
# At what airport is your aircraft typically based? Date
9 / 36 WSDOT General Aviation Pilot Survey
1 KBVS 7/7/2015 8:19 PM
2 AWO/S44 7/1/2015 9:00 AM
3 KPAE 6/29/2015 3:09 PM
4 KPAE 6/28/2015 1:00 PM
5 Was-87 6/27/2015 9:28 PM
6 LGB 6/23/2015 1:00 PM
7 Methow Valley 6/17/2015 7:53 PM
8 private 11WA 6/17/2015 8:28 AM
9 KSFF 6/14/2015 10:13 AM
10 Felts Field 6/12/2015 11:23 AM
11 Felts Field 6/12/2015 10:21 AM
12 Sff 6/12/2015 10:04 AM
13 Regional 6/12/2015 8:51 AM
14 Felts Field 6/12/2015 7:37 AM
15 Bremerton & Renton 6/8/2015 10:51 AM
16 KRLD & S95 6/7/2015 3:36 PM
17 S95; College Place, WA 6/3/2015 11:38 AM
18 02WA 6/1/2015 8:04 AM
19 KAWO 5/31/2015 9:01 AM
20 Renton 5/29/2015 4:32 PM
21 Renton 5/28/2015 7:38 PM
22 KRNT 5/28/2015 8:53 AM
23 It is home based 5/27/2015 5:48 PM
24 GEG - Spokane Int'l 5/27/2015 1:50 PM
25 KRNT 5/27/2015 1:49 PM
26 KBLI 5/27/2015 1:33 PM
27 Auburn 5/27/2015 1:16 PM
28 KAWO 5/27/2015 12:15 PM
29 s50 5/27/2015 11:15 AM
30 KBVS 5/27/2015 9:59 AM
31 KDEW 5/27/2015 9:44 AM
32 KRNT 5/27/2015 9:13 AM
33 0S9 5/27/2015 8:23 AM
34 RNT & BFI 5/27/2015 8:11 AM
35 Twisp 5/27/2015 7:43 AM
36 8S2 5/26/2015 8:30 PM
37 PAE 5/26/2015 7:41 PM
38 Cashmere 5/26/2015 7:39 PM
39 BFI 5/26/2015 7:39 PM
40 KSFF 5/26/2015 7:20 PM
41 Szt ksff 5/26/2015 6:49 PM
42 s39 5/20/2015 10:39 PM
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43 KAWO 5/19/2015 6:33 PM
44 n/a 5/16/2015 1:29 PM
45 KPLU 5/16/2015 11:28 AM
46 Lewiston, Idaho 5/15/2015 3:22 PM
47 KBDN 5/15/2015 1:58 PM
48 YKM 5/15/2015 9:26 AM
49 0S9 5/15/2015 9:04 AM
50 KOLM-Olympia Regional 5/15/2015 8:39 AM
51 TIW - Tacoma Narrows 5/15/2015 8:34 AM
52 KYKM 5/15/2015 5:59 AM
53 KDEW 5/15/2015 5:52 AM
54 KJSY 5/14/2015 2:52 PM
55 Crest Airpark S36 5/14/2015 6:19 AM
56 KBFI 5/14/2015 5:31 AM
57 Auburn Municipal (S50) 5/13/2015 10:32 PM
58 Bremerton (KPWT) 5/13/2015 9:36 PM
59 SHN 5/13/2015 8:48 PM
60 Pierce County KPLU 5/13/2015 7:35 PM
61 U77 5/13/2015 7:32 PM
62 s50 5/13/2015 6:57 PM
63 KSFF 5/13/2015 6:16 PM
64 KAWO 5/13/2015 4:38 PM
65 S44 - Spanaway 5/13/2015 4:09 PM
66 KBFI and Lake Washington 5/13/2015 3:47 PM
67 RNT 5/13/2015 2:41 PM
68 KPAE 5/13/2015 2:10 PM
69 Home 5/13/2015 12:34 PM
70 KBVS 5/13/2015 12:19 PM
71 S36 - Crest Airpark 5/13/2015 11:10 AM
72 Crest S36 5/13/2015 10:52 AM
73 51WA 5/13/2015 10:34 AM
11 / 36 WSDOT General Aviation Pilot Survey
Q3 Please list the reasons you utilize WSDOT-managed airports: Check all that apply.
Answered: 79 Skipped: 1
Recreational Flying
Camping
Weather Alternative...
Business Related...
Flight Training
Emergency Response
Medevac Flights
Fishing/Hunting
Access to Remote...
Other (please specify)
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
Answer Choices Responses
Recreational Flying 96.20% 76
Camping 83.54% 66
Weather Alternative (VFR) 43.04% 34
Business Related (Commercial Charter, Air Taxi, Aerial Surveying, etc.) 6.33% 5
Flight Training 36.71% 29
Emergency Response 11.39% 9
Medevac Flights 0.00% 0
Fishing/Hunting 39.24% 31
Access to Remote Communities 43.04% 34
16.46% 13 Other (please specify)
Total Respondents: 79
# Other (please specify) Date
12 / 36 WSDOT General Aviation Pilot Survey
1 Emergency 7/1/2015 9:00 AM
2 Dog walking 6/23/2015 1:00 PM
3 Emergency landing field when continued flight is not possible 6/12/2015 8:51 AM
4 Access to outdoors for hiking and relaxation 6/3/2015 11:38 AM
5 Flying to mountain airstrips for quiet and skill improvment 5/27/2015 1:16 PM
6 Transportation to the area, they're not all reot 5/27/2015 8:23 AM
7 Enjoyment of Flying 5/15/2015 8:39 AM
8 Emergency Divert 5/15/2015 8:34 AM
9 Fun! 5/13/2015 6:57 PM
10 As need presents 5/13/2015 3:47 PM
11 Hang gliding and Paragliding 5/13/2015 1:33 PM
12 'Emergency Alternate' for WSDOT-Aviation Air SAR missions 5/13/2015 11:10 AM
13 Angel Flight 5/13/2015 10:52 AM
13 / 36 WSDOT General Aviation Pilot Survey
Q4 Please identify the WSDOT-managed airports that you use: Check all that apply.
Answered: 72 Skipped: 8
Bandera
Copalis Beach
Easton
Lake Wenatchee
Little Goose
Lower Granite
Lower Monumental
Methow Valley
Ranger Creek
Skykomish
Stehekin
Sullivan Lake
Tieton
Woodland
Rogersburg
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
Answer Choices Responses
45.83% 33 Bandera
Copalis Beach 50.00% 36
Easton 51.39% 37
14 / 36 WSDOT General Aviation Pilot Survey
Lake Wenatchee 45.83% 33
Little Goose 29.17% 21
Lower Granite 29.17% 21
Lower Monumental 23.61% 17
Methow Valley 41.67% 30
Ranger Creek 51.39% 37
Skykomish 47.22% 34
Stehekin 56.94% 41
Sullivan Lake 4.17% 3
Tieton 43.06% 31
Woodland 25.00% 18
Rogersburg 20.83% 15
Total Respondents: 72
# Please provide an estimated number of operations annually to each of the checked WSDOT Airports: Date
1 Bandera - 2 Lake Wenatchee - 3 Methow Valley - 2 Ranger Creek - 2 Skykomish - 3 Stehekin - 5 Sullivan Lake - 1 7/7/2015 8:19 PM
2 5 7/1/2015 9:00 AM
3 50/yr mostly Methow Valley & Stehekin 6/29/2015 3:09 PM
4 1 to 3 times each 6/28/2015 1:00 PM
5 10 6/27/2015 9:28 PM
6 1 6/23/2015 1:00 PM
7 80-90 flights a season/year at or in the vicinity of KS52 6/17/2015 7:53 PM
8 one or two 6/17/2015 8:28 AM
9 2 6/14/2015 10:13 AM
10 1 or 2 6/12/2015 10:21 AM
11 0-2 for those checked, however my flight paths are over all of above so any could become a critical asset should an in 6/12/2015 8:51 AM flight emergency occur. WSDOT should consider that engine and non-powerplant issues ranked second in several recent NTSB annual reports for GA aircraft accidents. I recently conducted a survey of GA pilots of SE FW factory built piston engine aircraft on in-flight engine failures. Among the 420 respondents nearly 20% reported at least one complete engine failure, and over 1/3 reported one or more partial power loss events that required immediate or precautionary landings. Yet only 1 in 5 complete power loss events, and 1 in 30artial loss events resulted in an NTSB reported accident. Narrative statements accompanying numeric survey responses suggest that in most cases pilots were able to glide to and land either in a auitable field or on an air field. Based on NTSN accident data and results of the survey conducted last winter and spring it is clear that WSDOT State airports continue to serve a critical flight safety function in this regard.
12 You left out Sullivan Lake we fly there as a group three to four time a year 6/12/2015 7:37 AM
13 Only once or twice a year 6/8/2015 10:51 AM
14 Bandera - 2 Little Goose - 4 Lower Granite - 2 Tieton - 3 6/7/2015 3:36 PM
15 4-10 6/3/2015 11:38 AM
16 One or more . . . 5/31/2015 9:01 AM
17 12 5/29/2015 9:51 PM
18 a few times a year. Several are on my bucket list for landing at in the future. 5/29/2015 5:20 PM
19 1 5/29/2015 4:32 PM
20 Varies. For me personally <1ea 5/28/2015 7:38 PM
15 / 36 WSDOT General Aviation Pilot Survey
21 I'd estimate 2-3 opns anually to Bandera and Skykomish, about 1 for Woodland. I really look forward to using Copalis, 5/28/2015 8:53 AM Easton, Stehekin soon. I aim to visit all of them.
22 one or two to Sullivan Lake 5/27/2015 5:48 PM
23 10 5/27/2015 1:50 PM
24 2-3 each 5/27/2015 1:49 PM
25 4 5/27/2015 1:33 PM
26 I try to fly to each of them at least 4 or 5 times a year, during the short season they are open. Opening them earlier 5/27/2015 1:16 PM and keeping them open a few weeks later would be appreciated!
27 10 5/27/2015 12:15 PM
28 1 to 3 visits 5/27/2015 11:15 AM
29 Bandera 5; Copalis 5; Easton 4; Little Goose 1; Lower Granite-Monumental 1; Methow 4; Ranger Creek 3 Skykomish 5/27/2015 9:59 AM 2; Stehekin 5; Tieton 4
30 Sullivan Lake 2 (expect to increase) 5/27/2015 9:44 AM
31 I am a recently licensed pilot (just over 1 year) and haven't visited any of these airports yet, but plan on visiting the 5/27/2015 9:13 AM checked ones at least once each this year.
32 Probably only a couple a year now, not flying as much as in years past 5/27/2015 8:23 AM
33 Two/yr at each airport indicated 5/27/2015 8:11 AM
34 1 to 2 5/27/2015 7:43 AM
35 2 5/26/2015 8:30 PM
36 Fewer than 10. Usually Lake Wenatchee and Stehekin 5/26/2015 7:39 PM
37 10 5/26/2015 7:39 PM
38 18 -24 LOWER GRANITE 5-6 LITTLE GOOSE 2-4 LOWER MONUMENTAL 5/26/2015 7:20 PM
39 5 times a year 5/26/2015 6:49 PM
40 1-2x each 5/20/2015 10:39 PM
41 2 5/19/2015 6:33 PM
42 n/a 5/16/2015 1:29 PM
43 50 5/16/2015 11:28 AM
44 1-2 5/15/2015 1:58 PM
45 Copalis ~10, Bandera 2, Lake Wenatchee 2, Ranger Creek 2, Skykomish 6, Stehekin 10, Tieton 2, Easton 1 5/15/2015 1:56 PM
46 Once or twice 5/15/2015 9:26 AM
47 Several times a year to Copalis Skykomish & Stehekin, once every few years to the others. 5/15/2015 9:04 AM
48 1-2 5/15/2015 8:39 AM
49 1-3 5/15/2015 8:34 AM
50 20-40 operations annually, the most at Tieton State and Bandera. 5/15/2015 5:59 AM
51 Once a year for some, just once ever for others. Up to 6 visits per year at Sullivan Lake 5/15/2015 5:52 AM
52 Between 20/30 5/14/2015 2:52 PM
53 I fly out to Copalis for every Razor clam opening weather permits for. Probably about 7 or 8 times a year. The others at 5/14/2015 6:19 AM least twice a year for camping trips or just for fun.
54 3-5 5/13/2015 10:32 PM
55 Stehekin and Tieton 3 or 4 times each year. The others once a year. 5/13/2015 8:48 PM
56 3 5/13/2015 7:35 PM
57 2-3 times a year each 5/13/2015 7:32 PM
58 It land at each of of these at least once a year when in WA. Grass strips especially for camping! 5/13/2015 6:57 PM
59 Add Sullivan lake to the list. Use is 1 to 2 times a summer. 5/13/2015 6:16 PM
16 / 36 WSDOT General Aviation Pilot Survey
60 2-3 5/13/2015 5:35 PM
61 Bandera - 3 Copalis - 1 Ranger Creek - 2 Woodland - 2 5/13/2015 4:09 PM
62 5 to 10 each. 5/13/2015 3:47 PM
63 I use state airports 2-3 times per year and would like to visit more 5/13/2015 2:41 PM
64 1 5/13/2015 2:10 PM
65 75 5/13/2015 1:33 PM
66 I have not landed at any above airports (yet). Depending on applicable FARs I may land at uncontrolled airports when 5/13/2015 12:34 PM flying XC in my hang glider.
67 2-3 5/13/2015 12:19 PM
68 2 5/13/2015 11:24 AM
69 Varies from 5-6 at some to 1-2 at others. 5/13/2015 11:10 AM
70 2 5/13/2015 10:52 AM
71 one to two times each airport each year 5/13/2015 10:34 AM
17 / 36 WSDOT General Aviation Pilot Survey
Q5 Please check any facility upgrades you feel are needed at the following WSDOT- managed airports:
Answered: 49 Skipped: 31
Surface RWY Improvements...
RWY Safety Area...
Airport Webcam
Tiedown Anchors
18 / 36 WSDOT General Aviation Pilot Survey
Water Supply/Storage
Electric Power
Public Telephone
Restrooms
19 / 36 WSDOT General Aviation Pilot Survey
Shower Facilities
Camp Sites/Fire...
Windcones (Additional)
Segmented Circle
20 / 36 WSDOT General Aviation Pilot Survey
Airport Perimeter...
Tree Clearing (Approaches,...
Surface Access Improvements...
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
Bandera Easton Lake Wenatchee Sullivan Lake Woodland
Bandera Easton Lake Wenatchee Sullivan Lake Woodland Total Respondents
Surface RWY Improvements (Condition, Drainage, etc.) 62.50% 25.00% 37.50% 33.33% 20.83% 15 6 9 8 5 24
RWY Safety Area Improvements 75.00% 66.67% 66.67% 50.00% 41.67% 9 8 8 6 5 12
Airport Webcam 79.17% 50.00% 62.50% 66.67% 45.83% 19 12 15 16 11 24
Tiedown Anchors 66.67% 60.00% 53.33% 80.00% 53.33% 10 9 8 12 8 15
Water Supply/Storage 54.55% 54.55% 72.73% 63.64% 36.36% 6 6 8 7 4 11
Electric Power 100.00% 50.00% 50.00% 50.00% 50.00% 2 1 1 1 1 2
21 / 36 WSDOT General Aviation Pilot Survey
Public Telephone 57.14% 57.14% 42.86% 71.43% 57.14% 4 4 3 5 4 7
Restrooms 80.00% 73.33% 80.00% 53.33% 60.00% 12 11 12 8 9 15
Shower Facilities 25.00% 37.50% 37.50% 87.50% 12.50% 2 3 3 7 1 8
Camp Sites/Fire Rings 68.75% 68.75% 68.75% 75.00% 56.25% 11 11 11 12 9 16
Windcones (Additional) 100.00% 33.33% 33.33% 33.33% 16.67% 6 2 2 2 1 6
Segmented Circle 100.00% 60.00% 40.00% 40.00% 20.00% 5 3 2 2 1 5
Airport Perimeter Fencing (Animal Control, Security) 66.67% 83.33% 50.00% 50.00% 33.33% 4 5 3 3 2 6
Tree Clearing (Approaches, etc.) 63.16% 47.37% 57.89% 26.32% 31.58% 12 9 11 5 6 19
Surface Access Improvements (Vehicle Road) 80.00% 100.00% 40.00% 40.00% 40.00% 4 5 2 2 2 5
# Other facility needs (specify which airport for each need) Date
1 Sullivan Lake. Fill in Gofer holes 6/12/2015 7:37 AM
2 Restrooms are great anywhere. I'd take any of those other services, too. :v) But I don't have much advice on 5/28/2015 8:53 AM prioritizing them, sorry.
3 Lower granite dam could use a relocation of wind sock to a elevation level of the runway and a new segmented circle. 5/27/2015 1:50 PM The parking area would be better served at the West end of the airport.
4 On-line/phone weather/winds/ceiling/fog 5/27/2015 9:44 AM
5 At Sullivan Lk the grass needs to be mowed during the summer. Last yr (2014) grass length measured over 14"; 5/20/2015 10:39 PM safety hazard for some planes.
6 Restroom 5/19/2015 6:33 PM
7 Generally I would like to see state airports upgraded/maintained for camping and other recreational purposes. Tie 5/13/2015 2:41 PM downs, picnic tables, fire rings, portable or permanent restrooms, potable water supply etc. These airports are a great resource and I appreciate the state's commitment to keeping them open for public use.
8 Our main use/desires would be to have good wind socks at airports as well as current weather data we could look up 5/13/2015 12:34 PM online (wind direction & speed).
9 West end of Bandera is very rough. (I deliberately' land long' there.) I wish there was an effective way to keep ORVs 5/13/2015 11:10 AM off of the wet runway during the winter. They leave ruts, not visible through the grass but enough to grab a nose wheel or main gear.
22 / 36 WSDOT General Aviation Pilot Survey
Q6 Please check any facility upgrades you feel are needed at the following WSDOT- managed airports:
Answered: 54 Skipped: 26
Surface RWY Improvements...
RWY Safety Area...
23 / 36 WSDOT General Aviation Pilot Survey
Airport Webcam
Tiedown Anchors
24 / 36 WSDOT General Aviation Pilot Survey
Water Supply/Storage
Electric Power
25 / 36 WSDOT General Aviation Pilot Survey
Public Telephone
Restrooms
26 / 36 WSDOT General Aviation Pilot Survey
Shower Facilities
Camp Sites/Fire...
27 / 36 WSDOT General Aviation Pilot Survey
Windcones (Additional)
Segmented Circle
Airport Perimeter...
28 / 36 WSDOT General Aviation Pilot Survey
Tree Clearing (Approaches,...
Surface Access Improvements
29 / 36 WSDOT General Aviation Pilot Survey
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
Copalis Beach Little Goose Lower Granite Lower Monumental
Methow Valley Ranger Creek Skykomish Stehekin Tieton
Rogersburg
Copalis Little Lower Lower Methow Ranger Skykomish Stehekin Tieton Rogersburg Total Beach Goose Granite Monumental Valley Creek Respondents
Surface RWY 6.25% 12.50% 18.75% 9.38% 15.63% 28.13% 21.88% 62.50% 18.75% 9.38% Improvements 2 4 6 3 5 9 7 20 6 3 32 (Condition, Drainage, etc.)
RWY Safety 21.05% 15.79% 21.05% 10.53% 26.32% 31.58% 26.32% 36.84% 36.84% 21.05% Area 4 3 4 2 5 6 5 7 7 4 19 Improvements
Airport 54.55% 22.73% 31.82% 18.18% 40.91% 45.45% 45.45% 63.64% 50.00% 36.36% Webcam 12 5 7 4 9 10 10 14 11 8 22
Tiedown 10.53% 21.05% 31.58% 21.05% 26.32% 42.11% 31.58% 36.84% 47.37% 31.58% Anchors 2 4 6 4 5 8 6 7 9 6 19
Water 20.00% 10.00% 20.00% 10.00% 10.00% 40.00% 40.00% 40.00% 50.00% 30.00% Supply/Storage 2 1 2 1 1 4 4 4 5 3 10
Electric Power 33.33% 33.33% 66.67% 33.33% 33.33% 66.67% 33.33% 33.33% 33.33% 33.33% 1 1 2 1 1 2 1 1 1 1 3
Public 16.67% 33.33% 33.33% 33.33% 33.33% 66.67% 33.33% 83.33% 50.00% 33.33% Telephone 1 2 2 2 2 4 2 5 3 2 6
Restrooms 42.11% 21.05% 15.79% 21.05% 36.84% 26.32% 31.58% 52.63% 31.58% 31.58% 8 4 3 4 7 5 6 10 6 6 19
Shower 14.29% 14.29% 14.29% 14.29% 28.57% 42.86% 28.57% 85.71% 71.43% 28.57% Facilities 1 1 1 1 2 3 2 6 5 2 7
Camp 38.10% 28.57% 23.81% 19.05% 19.05% 38.10% 23.81% 57.14% 47.62% 52.38% Sites/Fire 8 6 5 4 4 8 5 12 10 11 21 Rings
Windcones 55.56% 11.11% 22.22% 11.11% 11.11% 33.33% 22.22% 22.22% 22.22% 22.22% (Additional) 5 1 2 1 1 3 2 2 2 2 9
Segmented 25.00% 50.00% 75.00% 50.00% 50.00% 25.00% 25.00% 25.00% 25.00% 25.00% Circle 1 2 3 2 2 1 1 1 1 1 4
Airport 11.11% 22.22% 22.22% 11.11% 33.33% 11.11% 11.11% 11.11% 55.56% 22.22% Perimeter 1 2 2 1 3 1 1 1 5 2 9 Fencing (Animal Control, Security)
Tree Clearing 10.53% 10.53% 10.53% 10.53% 15.79% 52.63% 42.11% 47.37% 36.84% 10.53% (Approaches, 2 2 2 2 3 10 8 9 7 2 19 etc.)
Surface 10.00% 30.00% 20.00% 20.00% 20.00% 30.00% 10.00% 40.00% 20.00% 30.00% Access 1 3 2 2 2 3 1 4 2 3 10 Improvements
30 / 36 WSDOT General Aviation Pilot Survey
# Other facility needs (specify which airport for each need) Date
1 Courtesy Car at a some of these airports? Provided by local RAF, Chamber, WPA, EAA chapters?, Start a 7/1/2015 9:00 AM webpage/social media that shows current events at each airport - upgrades, work parties etc. Promote airports and increase awareness at Seminars, Fly-Ins and Aviation Tradeshow
2 Stehekin airport needs a better irrigation system that is functional & maintained, relocate sprinkler heads to the VERY 6/29/2015 3:09 PM up stream END of the airfield to allow the usual prevailing wind carry the water down the runway.
3 The surface is so dry that the soil is blowing away from grasses cresting a rough surface. 6/27/2015 9:28 PM
4 AWOS at Methow Valley 6/17/2015 7:53 PM
5 I coordinate volunteer maintenance activities for the Little Goose strip. The strip would get much more use if some 6/7/2015 3:36 PM basic upgrades were made. Those would include: Having a good integrity surface to operate on Having pedestrian access to the Corps of Engineers park through the barbed-wire fence
6 Methow Valley needs a Cyclone type fence surrounding the airport, when i fly in i have to overfly the runway because 5/29/2015 9:51 PM the fence is always knocked down and there are deer on the runway, its the definite making for a future aviation accident
7 Don't have enough opinion to try to fill in grid, but fully support availability. 5/28/2015 7:38 PM
8 Upgrade carts for toting gear to campground at Stehekin 5/27/2015 9:59 AM
9 LOWER GRANITE NEEDS THE WINDSOCK RELOCATED, THE PARKING LOCATED ON THE WEST END OF 5/26/2015 7:20 PM THE STRIP NEAR THE CAMPGROUND WITH TIEDOWNS AND AN IMPROVED RUNWAY AND PARKING SURFACE FOR LESS ROCK DAMAGE. THE CORPS AND THE NATIONAL GUARD NEED TO TALK ABOUT COMMON INTERESTS FOR EMERGENCY USE.
10 Is it true Rogerburg is closed? How do we get it back open? 5/26/2015 6:49 PM
11 Parking lot and trail to the RV Park and Restaurant 5/16/2015 1:29 PM
12 In general, smooth, animal and rut-free runways are very important to me. I'm now flying with 5.00 tires and wheel 5/15/2015 5:52 AM pants which are very susceptible to damage fm poor runway conditions.
13 I think it would be awesome to get more use out of Rogersburg. It has such amazing potential. I know I would camp 5/13/2015 6:57 PM there and fish for sure!
14 For all facilities, a monthly update on the condition of each facility online. 5/13/2015 6:16 PM
15 Ranger Creek is almost always busy with people on/near the runway area. Even after doing a low approach to verify 5/13/2015 4:09 PM the runway is clear, I'm always afraid someone/something is going to run out in front of me. I don't think a fence is the answer, but maybe painting a line or some other marker to identify the runway to non-aviation people using the area.
16 Recent runway surface and parking area improvements at Ranger Creek are great! Thank you. 5/13/2015 11:10 AM
17 Ranger Creek, Finish crack sealing started in 2014. Add paved "turn-outs" at runway ends. Rogersburg, Settle access 5/13/2015 10:34 AM issues and create camping sites.
31 / 36 WSDOT General Aviation Pilot Survey
Q7 Please provide any additional comments or facility needs for any of the following WSDOT-managed airports:
Answered: 29 Skipped: 51
Answer Choices Responses
Bandera 17.24% 5
Easton 13.79% 4
Lake Wenatchee 13.79% 4
Sullivan Lake 20.69% 6
Woodland 6.90% 2
Copalis Beach 20.69% 6
Little Goose 10.34% 3
Lower Granite 13.79% 4
Lower Monumental 6.90% 2
Methow Valley 27.59% 8
Ranger Creek 20.69% 6
Skykomish 10.34% 3
Stehekin 31.03% 9
Tieton 24.14% 7
Rogersburg 20.69% 6
# Bandera Date
1 State Airports are a vital part of the Washington State transportation system. It is a travisty that closures are by date 6/29/2015 3:09 PM not by condition.
2 Haven't visited yet but hope to 5/15/2015 1:58 PM
3 Paved Runway 5/13/2015 10:32 PM
4 To many people shooting there. 5/13/2015 4:38 PM
5 More Approach end tree cutting 5/13/2015 3:47 PM
# Easton Date
1 State Airports are a vital part of the Washington State transportation system. It is a travisty that closures are by date 6/29/2015 3:09 PM not by condition.
2 We make low approaches only 5/16/2015 11:28 AM
3 Haven't visited yet but hope to 5/15/2015 1:58 PM
4 Paved Runway 5/13/2015 10:32 PM
# Lake Wenatchee Date
1 Tall Trees at west end-big factor with density altitude 7/1/2015 9:00 AM
2 State Airports are a vital part of the Washington State transportation system. It is a travisty that closures are by date 6/29/2015 3:09 PM not by condition.
3 Remove more trees at runway ends 5/26/2015 8:30 PM
4 Was definitely pretty rough 5/15/2015 1:58 PM
32 / 36 WSDOT General Aviation Pilot Survey
# Sullivan Lake Date
1 Great airport, Courtesy Car? 7/1/2015 9:00 AM
2 State Airports are a vital part of the Washington State transportation system. It is a travisty that closures are by date 6/29/2015 3:09 PM not by condition.
3 Nice facility 5/27/2015 9:44 AM
4 what is contact phone # for condition of airstrip? 5/20/2015 10:39 PM
5 Haven't visited yet but hope to 5/15/2015 1:58 PM
6 Great airfield. Please work to extend the open season. 5/15/2015 5:52 AM
# Woodland Date
1 State Airports are a vital part of the Washington State transportation system. It is a travisty that closures are by date 6/29/2015 3:09 PM not by condition.
2 Haven't visited yet but hope to 5/15/2015 1:58 PM
# Copalis Beach Date
1 Would love to see a webcam at Copalis 7/1/2015 9:00 AM
2 State Airports are a vital part of the Washington State transportation system. It is a travisty that closures are by date 6/29/2015 3:09 PM not by condition.
3 Awesome spot. No windsock when I was there 5/15/2015 1:58 PM
4 Contact number to report vehicles or issues on runway 5/15/2015 1:56 PM
5 Keep this very unique airport open, please!! 5/13/2015 10:32 PM
6 Property line between airport & residents. 5/13/2015 7:35 PM
# Little Goose Date
1 State Airports are a vital part of the Washington State transportation system. It is a travisty that closures are by date 6/29/2015 3:09 PM not by condition.
2 Need a good integrity surface to operate aircraft on 6/7/2015 3:36 PM
3 Haven't visited yet but hope to 5/15/2015 1:58 PM
# Lower Granite Date
1 State Airports are a vital part of the Washington State transportation system. It is a travisty that closures are by date 6/29/2015 3:09 PM not by condition.
2 SHOULD BE CONSIDERED AN EXCELLENT RECREATIONAL AIRPORT 5/26/2015 7:20 PM
3 Parking lot and paved trail to the RV Camp grounds and Restaurant 5/16/2015 1:29 PM
4 Haven't visited yet but hope to 5/15/2015 1:58 PM
# Lower Monumental Date
1 State Airports are a vital part of the Washington State transportation system. It is a travisty that closures are by date 6/29/2015 3:09 PM not by condition.
2 Haven't visited yet but hope to 5/15/2015 1:58 PM
# Methow Valley Date
1 Non standard rotating beacon and PAPI's 7/1/2015 9:00 AM
2 State Airports are a vital part of the Washington State transportation system. It is a travisty that closures are by date 6/29/2015 3:09 PM not by condition.
3 Needs an AWOS 6/17/2015 7:53 PM
4 Awos, New Fence, Beacon 5/29/2015 9:51 PM
5 This should be the same frequency as Twisp 2s0. They are very close together, and it's dangerous to have them on 5/26/2015 7:39 PM different comms
6 Haven't visited yet but planning a trip soon 5/15/2015 1:58 PM
7 Need bathrooms. 5/13/2015 4:38 PM
8 Better marking of tiedowns, some not useable 5/13/2015 11:24 AM
33 / 36 WSDOT General Aviation Pilot Survey
# Ranger Creek Date
1 Pavement striping, crack sealing 7/1/2015 9:00 AM
2 State Airports are a vital part of the Washington State transportation system. It is a travisty that closures are by date 6/29/2015 3:09 PM not by condition.
3 We make low approaches only 5/16/2015 11:28 AM
4 Tough to tie down in the gravel area. 5/15/2015 1:58 PM
5 Widen pavement at ends of runway so a 180 can be made out of the gravel. Get Parks Dept.to service toilets. 5/13/2015 11:24 AM
6 Need paved turn-outs at runway ends. 5/13/2015 10:34 AM
# Skykomish Date
1 State Airports are a vital part of the Washington State transportation system. It is a travisty that closures are by date 6/29/2015 3:09 PM not by condition.
2 surface smoothing 5/19/2015 6:33 PM
3 Haven't visited yet but hope to 5/15/2015 1:58 PM
# Stehekin Date
1 Stehekin should be available on condition rather than by calendar limitiations. This year being a good example. 7/7/2015 8:19 PM
2 runway gets rougher every year. Great airport. Appreciate the courtesy bikes and totes. 7/1/2015 9:00 AM
3 State Airports are a vital part of the Washington State transportation system. It is a travisty that closures are by date 6/29/2015 3:09 PM not by condition.
4 Fill in holes in pkg area by bikes & sign 6/28/2015 1:00 PM
5 Irrigation or gravel. 6/27/2015 9:28 PM
6 Haven't visited yet but hope to 5/15/2015 1:58 PM
7 Great place, OK for my Maule but now flying w smaller tires. Too risky for the RV-6 5/15/2015 5:52 AM
8 Repair/replace the bicycles at the airstrip 5/13/2015 7:32 PM
9 Clear trees at east end to lake if possible. 5/13/2015 10:34 AM
# Tieton Date
1 Mow grass more frequently, can get pretty tall, cattle on the runway 7/1/2015 9:00 AM
2 State Airports are a vital part of the Washington State transportation system. It is a travisty that closures are by date 6/29/2015 3:09 PM not by condition.
3 fencing to keep cows & cow-flop off the runway 6/28/2015 1:00 PM
4 Wind cone on shoreline 5/27/2015 9:59 AM
5 Grass was really tall but didn't cause any problems 5/15/2015 1:58 PM
6 Damage from ATVs 5/15/2015 9:26 AM
7 Cattle on runway! Once they pass through the runway is marked and a mess. 5/15/2015 5:52 AM
# Rogersburg Date
1 State Airports are a vital part of the Washington State transportation system. It is a travisty that closures are by date 6/29/2015 3:09 PM not by condition.
2 Just normal access 5/15/2015 3:22 PM
3 Haven't visited yet but hope to 5/15/2015 1:58 PM
4 good recreational site 5/15/2015 9:26 AM
5 Need road access 5/13/2015 4:38 PM
6 Need camp sites and authority to use them. 5/13/2015 10:34 AM
34 / 36 WSDOT General Aviation Pilot Survey
Q8 Are you willing to participate in organized airport cleanups at the beginning or end of Summer?
Answered: 73 Skipped: 7
Yes
No
If yes, please identify whi...
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
Answer Choices Responses
Yes 80.82% 59
No 13.70% 10
If yes, please identify which airport(s) you are able to participate at: 69.86% 51
Total Respondents: 73
# If yes, please identify which airport(s) you are able to participate at: Date
1 Stehekin, Methow, Lake Wenatchee 7/7/2015 8:19 PM
2 Skykomish, Ranger Creek, Bandera 7/1/2015 9:00 AM
3 I have traditionally supported Stehekin and Sulivan Lake with my labor. 6/29/2015 3:09 PM
4 Skykomish 6/28/2015 1:00 PM
5 Stehekin 6/27/2015 9:28 PM
6 Lower Granite 6/17/2015 8:28 AM
7 Sullivan Lake 6/12/2015 10:21 AM
8 Goose, granite, monumental 6/12/2015 10:04 AM
9 Sullivan, 6/12/2015 8:51 AM
10 Sullivan Lake 6/12/2015 7:37 AM
11 Sullivan Lake and Copalis Beach 6/8/2015 10:51 AM
12 I already coordinate volunteer maintenance activities for the Little Goose strip 6/7/2015 3:36 PM
13 All, depending on schedule. 5/31/2015 9:01 AM
14 Methow Valley 5/29/2015 9:51 PM
15 Any airport within 100mn of Renton - as the crow flies :-) And sometimes farther if schedule allows . 5/29/2015 5:20 PM
16 bandera, skykomish 5/28/2015 8:53 AM
17 Sullivan Lake 5/27/2015 5:48 PM
18 Lower Granite 5/27/2015 1:50 PM
19 Ranger Creek and Tieton 5/27/2015 1:16 PM
35 / 36 WSDOT General Aviation Pilot Survey
20 Recently crashed the Cub I should be available by next spring. Stehekin, Wenatchee Lake 5/27/2015 12:15 PM
21 bandera, Easton 5/27/2015 11:15 AM
22 Stehekin Ranger Creek Bandera Tieton 5/27/2015 9:59 AM
23 Sullivan Lake, poss. others depending on location relative to Spokane area. 5/27/2015 9:44 AM
24 Copalis, Skykomish 5/27/2015 8:23 AM
25 Ranger Creek Bandera Easton Lk Wenatchee Sullivan Lk 5/27/2015 8:11 AM
26 Skykomish 5/26/2015 7:41 PM
27 Lake Wenatchee 5/26/2015 7:39 PM
28 Bandera, maybe Stehekin if conditions are right 5/26/2015 7:39 PM
29 Rogerburg Sullivan lk 5/26/2015 6:49 PM
30 We enjoy the quite and solitude of these strips, please don't turn them into "flying RV parks". Keep them safe to the 5/20/2015 10:39 PM pilot and plane.
31 Sultan and Skykomish 5/19/2015 6:33 PM
32 n/a 5/16/2015 1:29 PM
33 The ones further south now that I moved from Seattle to Bend 5/15/2015 1:58 PM
34 I've been really busy with school but I'm getting ready to retire and from what people tell me, I'll have oodles of time 5/15/2015 8:34 AM on my hands after I quit work so this summer I'm still maxed out but next spring and after I should have more time to help Thanks for all you're doing!! Curt Scott
35 Tieton, Bandera, Easton 5/15/2015 5:59 AM
36 Rogers burg 5/14/2015 2:52 PM
37 Any of them as long as weather permits flying in. I just participated in the Ranger Creek cleanup last weekend. 5/14/2015 6:19 AM
38 200NM from Seatac. 5/13/2015 10:32 PM
39 Stehikin/Tieton 5/13/2015 8:48 PM
40 Any in Western WA 5/13/2015 7:35 PM
41 Let me know the dates and I'll try and be there! I'll be gone for 4S6 clean up. 5/13/2015 6:57 PM
42 Sullivan Lake 5/13/2015 6:16 PM
43 Wenatchee, Skykomish, Ranger, Bandera, Methow. 5/13/2015 5:35 PM
44 Any I can fly to. 5/13/2015 4:38 PM
45 Ranger Creek, Woodland, Bandera 5/13/2015 4:09 PM
46 All 5/13/2015 3:47 PM
47 any within 1.5 hours drive from Seattle 5/13/2015 2:41 PM
48 Skyk9mish 5/13/2015 2:10 PM
49 Sullivan Lake 5/13/2015 12:34 PM
50 Ranger Creek 5/13/2015 11:24 AM
51 I already do at Ranger Creek with Paul Wolf. 5/13/2015 10:34 AM
36 / 36
WSDOT AVIATION | TIETON
Appendix E
WASHINGTON STATE DEPARTMENT OF TRANSPORTATION AVIATION DIVISION
OREGON BEND | 541.322.8962 PORTLAND | 503.419.2130 CENTRAL POINT | 541.690.1126 WASHINGTON BOTHELL | 253.838.2507 SPOKANE | 509.838.3810 ELLENSBURG | 509.933.2477 PUGET SOUND | 253.838.2507 IDAHO COEUR d’ALENE | 208.758.0620
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