November 9, 2020
To: City of Glenwood Springs (the CITY)/Glenwood Springs Airport (FAA Identifier (GWS)
Assignment: Review the present Airport operating situation for the City and provide initial observations and recommendations for the City, moving forward.
City staff contacted me in late October and we agreed to a one-time visit to the airport and spend a few days observing, reviewing and making some initial recommendations. I arrived on-site at the City/Airport on 4-Nov. and spent the next few days between the Airport and City offices. During our final meeting at the City on 6-Nov., we agreed that I would supply an initial report in an outline format to the City to utilize for their internal discussions.
Meetings/Work Sessions were held mostly at the Airport site and I was introduced to many of the City staff that are responsible for the Airport management at this present time. This report takes into consideration that the past Airport Manager left the City employment and fundamentally the City staff is trying to reconstruct an Airport management structure having very little Airport/Aviation experience. This is a tough position for staff to be in as the terminology, various systems and general operation of an Airport, no matter how small, is a highly responsible position. Decisions are made daily on specific aviation safety items, proper communications, the proper and critical operation of an aviation re-fueling system, maintenance items that somewhat mimic a traditional Public Works environment but with an eye toward Airport/Aviation specific items and many, many more items that are specific to Airports.
The following outline is based on the few days I spent on-site and tried, not only to look at the traditional Airport Managers/Management items, but tried to address some immediate needs that City staff brought to my attention. Generally speaking I believe the task for the City is to thoroughly understand where the Airport has been over the many years, where the Airport is at presently (condition wise) and based on direction from the City what heading that you put the Airport on, for the future.
This outline is not taking into consideration or addressing any of the thought process or prior work that the City has been looking at, as to the Airports viability within the City’s future. From my perspective and until any major decisions are made, the City should be looking at the Airport as a functioning operational department of the City and it is critical to allow staff and any future management to operate that facility/department as a safe and well maintained Airport based on Airport/Aviation industry standards.
The outline is not in any specific order and does not address all aspects of Airport Management and all the needs of the Airport. In order to achieve a complete full recommendation package, much more time will be needed to ‘deep-dive’ into all facets of the Airport.
Best regards, Ken Lawson, KH Lawson Ent. , [email protected] , 303 947 7815 Administration/Management/Employment
Administrative
After arrival to the Airport site, I began looking for and at existing documentation of all airport activities, starting with airfield inspections, all items surrounding fueling operations, airfield/airport diagrams, airport guiding documents such as Rules and Regulations, tenant relations documents, tenant leases, various procedures that need to be followed etc. etc. Records and documentations are critical in keeping track of the overall operation of the Airport and critical in operating the Airport up to industry standards. There are ‘bit & pieces’ of critical documentation, some very old, not up to date, and for sure not at all organized in a logical manner. In my opinion the records and documentations are not in good condition and a new organized system with new documentation procedures are needing to be required and established.
- Organize existing documentation and records in a logical fashion. - Identify all of the Airport specific guiding documents, add all pertinent City documents that pertain to the Airport, review with an eye for the age of document and when was the last update, how current is it - Each airport item, system, specific event, guiding document(s) etc. should have its own individual file, and look at a chronological order to that file so you can attempt to establish a timeline of when the item was last addressed and what may or may not be needed to bring that item into compliance and/or up to date. - Active systems such as the self-fueling systems, airport weather observation system, radio communications all have many parts and pieces and should have specific documentation that needs to be kept track of , including manuals, warranties, operators procedures, parts list, factory support contact lists, and the list goes on. - As an example of a critical document that should be in the system is a daily airport inspection, primarily looking at the runway, taxiway and aircraft parking areas. Upon my runway/taxiway inspection I found what the industry calls “FOD” (Foreign Objects or Debris), i.e. rocks, dirt and various trash item, all which could damage aircraft and effect a safe landing or takeoff. Very important that a daily sheet be completed and filed, a good daily inspection lowers the risk/liability exposure to the City. - Everything surrounding Aviation fueling needs to be documented, daily inspection performed, gallon meter reading recorded. If discrepancies are found this needs to be documented and events need to be engaged to fix the discrepancies, and documented. This lowers the risk/liability exposure to the City. - Perform a complete Airport Insurance package review with the Insurance agent to make sure the City and Airport are covered both from an airport perspective and from the perspective of the FBO (Fixed Base Operations) services, in your case fueling operations. - There is a need for an up to date Airport Tenant list with ownership of the facility, normal and emergency contact numbers and an e-address. I could not find that list in the existing files. - We had limited discussions on airport tenant ground leases. Up to date and signed ground leases are one of the guiding documents that should be on-hand at the airport and available for the airport manager to review for planning purposes and for proper communications with the tenants. Some airports elect to have the originals housed at the City offices and a copy on-hand at the Airport.
There are many other examples that need to be addressed but the above snapshot should explain the situation that exists. Management & Employment
In this report I will not comment on past management and the struggles that may or may not have existed but I will highlight the need for the day to day management with personnel that has aviation and/or (and maybe better) first hand airport management, within their career path. I also was introduced to a few of the Airport Advisory Board and one or two of the parties from the Friends of the Airport group. I did not meet with either group as a whole.
What I observed is City staff trying to come up to speed rapidly but not having the knowledge of the airport/aviation industry, procedures surrounding the safe-efficient airport operation, and specific aviation terminology all the while with a can-do attitude and willingness to ‘dig-in’ and let’s make the best of it and find the answers.
In my experience managing Airports the job is a combination of understanding aviation in general, aircraft operational characteristics, public works (water, sewer, asphalt maintenance etc. etc.), landlords representatives of the lease grounds, safety- security knowledge, radio-communications operations, and the list goes on. The smaller the airport and more hats airport management wears and knowledge and responsibility increases.
My recommendations for Airport Management.
- Based on my observations I recommend hiring a full-time airport manager with a varied background. I do not believe this position is a part-time position but after sufficient time given to the airport manager (example 1-year) to get the airport into a good operating condition maybe a portion of the manager’s time could be spent on Public Works duties for example. There is always something to do in a small municipal environment especially a person with a varied skill set. (If you can plow snow at an airport you can plow snow on a city street.) It is a small airport but there are just basics that need to be addressed on a daily basis and should not be overlooked. - With all speed, develop a job description that meets the specific needs of Glenwood Springs Airport and the City of Glenwood Springs. - The job description should be comprehensive and list the experience needed to provide the City with the biggest bang for their employee dollars spent. - The job description should require aviation/airport experience as its primary goals but also include what is or desired as the second tier of experience levels. - A short, time sensitive, study should be engaged to determine what a ‘low-medium-high’ salary structure may look like and what benefits will need to be offered, all in an attempt to attract the best candidate possible. The City would benefit by approving the job description and salary/benefits ASAP, with advertising very shortly, thereafter.
Ideal GWS Airport Management Candidate This chart is based on my limited time at the Airport, talking to City staff and what I believe would be beneficial to the City. Does this person exist? It is a start for a job description and discussions.
40% 20% 20% 10% 10% EDU/Experience Airport/Airfield: Aviation/Aircraft: Public Works: Mechanical Skills: Management College level Knowledge of Knowledge of some knowledge of ability using basic :Supervisory Skills, aviation course Airport and Airfield Aircraft handling, Water, Sewer, hand tools do basic filing, record work a plus not operations, safety, fueling operations, asphalt repairs, some keeping, required, Airport management, Pilot background maintenance, electrical skills is documentation Mgt,a plus,. 1-3 procedures good-not required equipment good years Airport or operation FBO Exp. 1-3 years public works Exp.a plus. Airport Systems Directly Affecting Aircraft Operations
The following line items deal with various in-place systems that need to addressed and procedures that need to be updated, documented and put into action.
The Airports Self-Fueling System
Many hours of my 3-day visit was spent on the fueling system and all items surrounding the fuel system, such as documentation, fire safety, fuel quality, fuel delivery equipment, fuel storage etc. etc.
The City is selling/delivering 2-aviation fuel products to the flying public, 100LL (i.e. 100 octane low-lead) and Jet-A (i.e. jet fuel). 100LL is the product used in small single engine aircraft typical of the aircraft utilizing GWS. Jet-A fuel is used in jet or turbine powered aircraft such as airliners, corporate aircraft, Helicopters and smaller turbine aircraft typical of the EMS aircraft utilizing GWS.
The 12,000-gallon 100LL underground storage tank, fuel dispensing pump systems and the electronic control system are owned by the City. The Jet-A system has been a recent addition (could not determine exact timeline). The Jet-A system is a 500-gallon trailer mounted tank and associated dispensing pump system. There is also a 2000-gallon feed truck stored nearby and used for Jet-A fuel storage (not dispensing into aircraft). Procedures to transfer fuel from the feeder truck to the trailer mounted Jet-A tank is sketchy at best and I could find no written procedures, contact information etc.
In the limited time I had at the Airport I did not come away with a clear understanding of the Jet-A systems ownership, responsible person(s), emergency contact information, signed agreements etc. If the airport is taking responsibility for the fuel source (product in-tank) and is hooked up to the Airport owned fuel delivery control system I would believe the overarching responsibility would rest on the City’s shoulders for all fueling related matters including the Jet-A system. While I applaud whoever step in and provided the Jet-A system, which is great for the Airport but the fact remains, responsibility lies with the Airport.
The 100LL and Jet-A tanks and dispensing systems are both controlled by the Airport/City owned electronic fuel dispensing system and associated credit card reader system, as a method of payment for the end product user (i.e. aircraft owner/operator purchasing fuel for their aircraft) The existing electronic control system ( brand, QT-Pod) is/has been, historically prone to breakdowns and as staff and I were able to determine, is a system that the control manufacturer told the airport via-official letter, well over a year ago, that they are not supporting the system, system is obsolete and parts are no longer produced. The manufacturer did mention there are some old-stock parts available in dealers inventory, but rapidly being used up. Living/surviving on borrowed time at best! System is old and obsolete.
There can be ‘0’ mistakes made when delivering the proper and specific fuel to an aircraft. By selling aviation fuel to the flying public the City is guaranteeing fuel that is clean, free of contaminants such as water, dirt, debris etc. The City is also guaranteeing the fuel source when purchasing from a reputable fuel wholesaler. The City has already made notice of this and has enlisted the aid of an on-airport aircraft mechanic operating an aircraft repair station business on the Airport. I believe the technician is paid for his qualified services. The technician samples each supply tank utilized by the City on a daily basis, checks for contamination and records the results on a hand-written paper. Not the best system but it works for now and checks off a big box, regarding fuel contamination.
Recommendations: -While on-site the fuel delivery control system went off-line and into failure mode. Neither100LL or Jet-A could be pumped. Thankfully no parts were required but the manufacturer was kind enough to work us through the diagnostic procedures and bring back on line. - A more advanced and detailed study should be done on all aspects of the self-fueling system. -Plans and funding should be put in play for replacing the existing electronic fuel control system with a new up-to-date operating system. Consideration should be made to make sure that any new system would transfer over to any new or reconfigured fueling system the City may elect to put into service. -All existing tank and dispensing systems both 100LL and Jet-A components should be identified, determine if there are parts lists, manuals etc. on-hand and on all components and if not try and procure the proper documentation so in the future breakdowns and/or general maintenance, items can be procured. - Over the daily checking for contaminants, the fuel dispensing final filters are extremely important to delivering good-clean fuel to an aircraft. I did not find any chart, inspection sheet or any documentation as to when the final filters were changed last. As a priority I would change the final filters immediately, on both the 100LL and Jet-A systems, that way you know it was done. I would also create a documentation form (possible a work order type document) that list the filter number and brand, where it was purchased, filter change date & time, technician who changed the filter and put documentation into the newly created file system. -During my time on-site and I think purely coincidental, the State of CO. Oil and Gas Division inspector arrived on-site as well. He is in charge of every 3-years certifying the gallon meter on fuel dispensing systems that are selling retail fuel to the public. They also inspect the documentation on the Underground Storage Tank (UST) and the tanks leak testing and tank level system. -The existing underground storage tank for 100LL looks to be in good condition and has a fairly new electronic tank level and tank testing system (brand: Veeder Root). Based on the tank testing receipts printed out by the system it is programed and working as it should. The system is new enough that there should be a complete extensive file with manuals, instructions etc. I was not able to find and review that package with the limited time available. -We were able to produce the documentation for the UST level testing but not for the other required test, a line tightness test which as we understand is done automatically by the Veeder Root system. There needs to be a more detailed look at the Veeder Root Testing System and what is actually programed. -There needs to be a certified Underground Storage Tank (UST) inspector, on staff inspecting the tank and all systems attached on a periodic basis. This certification is done on-line through the State Oil & Gas Division. Any new airport manager and most likely a backup person should take the test and be certified. It is fairly easy. -Proper and up to date signage is very important and the Staff had already engaged in a signage review and update process. -The need for a trusted, professional aviation fuel supplier is of major importance. In the aviation world the terms branded and unbranded are used in relation to how the Airport or FBO purchases fuel and other aviation services. Unbranded is just that, the fuel is not from any specific brand name supplier and very little if any value added services are available. Branded purchase of fuel and specialized services is through a specific aviation fuel specialists that brings many value-added item to the table. A few of the value- added items are training in fuel handling and other areas, signage, parts and service for your fuel systems, extended insurance opportunities etc. Basically a complete package. I have worked with several over the years however one stands out, not only as one of the largest supplier but their extremely good service especially in the western states. AvFuel. www.avfuel.com They just have a system that works and the AvFuel representative lives in Colorado. I highly recommend you look over their website and read all about the features and benefits they can offer. Their training is excellent. I have talked with David Mittleman the AvFuel rep today and he is willing to meet at a future date. -If the City decides to go with unbranded fuel service there is another path for staff training and maybe even if you go Branded it is additional training that is fairly inexpensive that would be beneficial to the City. NATA National Air Transportation Association, www.nata.aero, they are membership based association and could provide GWS with the basic and advanced training for aircraft handling and fueling operations.
Note/Caution: An aviation fueling system, no matter how big or how small and no matter if it is a conventional into-plane service off a delivery truck or self-serv., it is imperative to operate all of its various systems in a professional manner and up to industry standards. NOTAMs and Procedures
Sometimes during the daily operation of an airport, conditions change, usually safety or weather based, that requires an airport operator to tell the incoming or outgoing pilot/aircraft the existing condition. Examples are; airport closed for construction, ice on runway & braking action for aircraft is in the poor range, caution men & equipment working adjacent to runway, caution occasional wildlife on or adjacent to runway etc. etc.
NOTAMS or Notice to Airmen is an established FAA program and there are procedures to follow when the Airport Operator/Responsible Party issues a Notice to Airmen through a call-in system and in-turn the NOTAM desk issues a NOTAM through an electronic internet based system for pilots to access.
I will not go into all the details and I did not have time to expand on during my initial visit, however staff is aware and trying to come up to speed on the system.
The NOTAM procedures are another example of an airport managers duties. The properly issued NOTAM at the proper time, lowers the risk/liability to the City.
Airport Communication and Weather Systems
Based on the records and documentation available, the Airport has been operating with a licensed one frequency aviation airband radio. The system is traditionally called the ‘UNICOM’ .There is a base station in the pilots lounge. There is established FAA (Federal Aviation Administration) procedures, guidelines, rules and regulations for communications and for operating an aircraft on an Airport the size of GWS. Basically a landing or a takeoff should be announced by the pilot of an aircraft wishing to use the Airport. The system and procedures seem to be working, no need to adjust at this time at this present daily aircraft operation count.
The existing Airport weather reporting system is a device that compiles weather data used by the flying public and the pilots can access this data using the existing Unicom radio frequency. Airport weather conditions are very important to aircraft operations. Pilots need active and accurate weather conditions at the airport to make decisions for a safe landing of takeoff. It has been an industry standard for many years to utilize an automated weather system to transmit basic weather conditions over, in this case, the Unicom radio system. The system in-place at GWS is very old and most likely has not been serviced and certified for many years. I could not find a file on the system. The system in-place is a Supreunicom brand and that company no longer exists and was sold to Potomac Aviation Technology. I made contact with the Potomac people and they confirmed that the existing Superunicom is obsolete, parts are not supported and most likely not available. Asking some of the pilots on GWS they stated the system is better than nothing but has been troublesome in the past.
I would recommend replacement of this critical system. Again, proper communication and proper weather reporting will lower the risk/liability to the City.
Runway and Taxiway System
I did not spend much time reviewing maintenance in general. The runway is in great condition, overlaid in 2016, and from inspection requires a little more crack sealing and I would highly recommend a seal coat application as soon as possible. A proper aviation spec seal coat will act as a preservative and has proven to extend the life of the runway. The FAA has a proven spec within their Advisory Circulars that can be used for bidding/procurement purposes. I recommend a seal coat on aviation asphalt surfaces every 3 to 4 years after an overlay. The taxiway will at some point need attention and most likely overlaid.
Painting and stripping is minimal on this airport and is in fair to good condition. Most likely will need repaint/touchup this coming spring. The compass marking on the Aircraft parking ramp needs repainting and marked.
Facilities
During my limited time available during my visit, I was centered out of the Airport Office/Pilots lounge/Rest room facility. I believe the discussion of Airport facilities needs much further review but I do believe there is a potentially un-tapped income resource, if the City would like to increase their Airport FBO services which would require updated facilities to be successful. Presently the Airport office is in a rented office area, adequate for today, provides a restroom facility for staff and pilots, refreshments, candy tray etc. but does not supply a secure and efficient space for Airport Management. Airport records, documentation, key box, computer tower etc. are examples that should not be accessible to just anyone off the street.
Security
Airfield and facilities. The question was asked of me if GWS needs another level of security. In this instance I understood that to mean traditional type fencing and gates to limit access. Traditionally and historically small GA (General Aviation) airports such as GWS did not have fencing and gates and many still do not today. However, post the 911-attacks many, even small airports elected to provide at least a primary, sometimes rudimentary fencing and gate system. Access control to go along with the gates is a whole other level of security and typically brings out controversy with the tenants and users of an airport the size of GWS.
My opinions about GWS and security are based solely on my observations: -In general non-approved vehicles should not have access to the runway system, especially direct vehicular roads to the runway. -From a tenant or business perspective and if I had a sizable investment on the airport (structure, aircraft etc ) I would want some form of security and access controls. -The general public has been allowed over the years to build residential and commercial structures directly outside of the Airport property. With that you always run the risk of having children, pets and people not accustomed to the dangers on an airport having access and not knowing where they can and cannot go. -The Airport itself (within the Airport boundary’s) is unattended during the evening hours and my guess on many weekends and holidays. This is another reason that a level of security may be warranted.
My answer to the original question, it is better for an airport to have limited access for safety and security reasons then it is allowing free access.
Fire and Emergency Services
During my visit I spent a few minutes with the Fire Districts, Fire Marshall. Many questions, not many answers, as all questions are/were valid and need to be answered in a logical fashion and with some thought. Many of the questions can be answered by a thorough review of the NFPA (National Fire Protection Assn.) Code books that contain rules, regulations and procedures required by the NFPA codes and the local Fire District responsible with providing Fire Protection to the GWS. The City and County are most likely using the Uniform Building codes which may also play into the final solutions when talking about updating the Airport and typically they work hand and hand with the Fire Districts requirements.
I recommend a full understanding and review of all code requirements be started for the Airport. It is apparent from my perspective that work is required (ASAP) on the self-fueling system so it may be time to at least get the fuel system up to compliance with Fire Codes, and look at the remaining portion of the Airport as a separate task to be done in the near future. Under the heading of emergency services, and based on the active EMS operations being performed, sometimes daily at the Airport, I would recommend a review of these operations and see if there is anything that would enhance the EMS operations. Maybe better aircraft positioning, better access for the emergency vehicles, better refueling services etc. As with almost all the sections and categories of this report, bringing the Airport into compliance will lower the risk/liability to the City.
Funding Streams/Budgets
As with any large Municipal Facility and land mass, Airports are expensive to operate and maintain, however as evident with EMS and forest fire type aircraft operations at GWS, an Airport can be a huge asset to the city. As explained in the CDOT Division of Aeronautics 2020 Economic Impact Study, Jobs and Dollars within the Glenwood Community can be attributed to the Glenwood Springs Airport.
The GWS Airport is not qualified to receive traditional FAA-Airport Improvement funding. However GWS received, in 2016, a CDOT Div. of Aeronautics grant using State funds for pavement rehabilitation. Based on CDOT funds available and if the Airport is secure in its future, there may be funds available for various projects in the future.
Non-Priority Items
-Website update and discussion -Website airport specific pages -Marketing plan, advertising
Closing Remarks: My recommendations.
From my short time on the GWS Airport and at the City offices and based on my discussions with City Staff, Airport users, business tenants, private aircraft owner tenants I came away with an understanding that the City is at a crossroads and at a decision threshold. A. Keep the Airport, improve the Airport, find ways to potentially make the Airport more self-sustaining (financially), find ways to have the Airport bring more value to the Community etc etc. B. Close the Airport, develop land as mixed use.
Regardless of the decision the City makes, typically nothing happens quickly in Municipal life. -The Airport needs to be operated at industry standards for the safety of the flying public. -Certain on-airport systems that make up that safe and secure flying environment are past usable life, replacements, and updates are necessary and should begin immediately. -Professional Airport management needs to be addressed as soon as you can define the job scope and description. -If the City intends to keep the Airport I believe it would be in the Citys and the Communities best interest to enlist the help of a qualified airport engineering firm to do a complete Planning study. Costing on that with the right project scope is much cheaper then with an FAA backed project.
Feel free to contact me with any question or concerns you have with any of the content above. Thank you for allowing KH Lawson Ent. to assist you in these all-important matters. Best regards Ken Lawson KH Lawson Ent., [email protected] , 303 947 7815