DOCSLIB.ORG

Review of the Governance Structure and Issues at Muskoka Airport

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Review of the Governance Structure and Issues at Muskoka Airport Review of the Governance Structure and Issues at Muskoka Airport Prepared for The District Municipality of Muskoka 10 November 2016 Contents 1 Introduction ............................................................................................................ 1 2 Background Information on Muskoka Airport ...................................................... 2 2.1 Airport Overview .......................................................................................................... 2 2.2 Current Governance Model ......................................................................................... 3 3 Governance Issues ................................................................................................ 5 4 Review of Different Governance Models .............................................................. 6 4.1 What is Airport Governance? ...................................................................................... 6 4.2 Types of Governance Models ...................................................................................... 6 4.3 Select Examples of Airport Governance Models ......................................................... 9 5 Governance Issues Moving Forward .................................................................. 12 Appendix A: A Brief History of Muskoka Airport ...................................................... 13 Appendix B: Governance Models at Other Ontario Airports.................................... 14 i 1 Introduction The purpose of this report is to provide some background on the issues around governance of Muskoka Airport. The District of Muskoka has retained InterVISTAS Consulting to engage the community in a dialogue regarding the future governance structure of the airport. Additionally, as part of this engagement, InterVISTAS will provide recommendations on the best governance model for Muskoka Airport to achieve its goals and objectives going forward. In order to provide relevant context for the community dialogue, this report provides a brief background on Muskoka Airport and some of the issues that have arisen. These issues primarily involve District financial support for the airport’s operations and investments, and decision making processes. The report provides a discussion of what is meant by airport governance and describes alternative governance options that might be considered. 1 2 Background Information on Muskoka Airport 2.1 Airport Overview Muskoka Airport (IATA code: YQA) is located in the District of Muskoka at the north end of the Town of Gravenhurst. It is a key piece of infrastructure for the District and plays a critical economic and social role in the region. The airport provides vital connectivity for the District for businesses, tourism, medical services, agricultural services, and forest monitoring / firefighting. Several employers are located at the site. The airport opened in 1936. During World War II it served as an air force training base, not only for the Royal Canadian Air Force but also for the Royal Norwegian Air Force, earning the “Little Norway” nickname for the airport, memorialized today in the Little Norway Memorial. Appendix A is an excerpt on the history of the airport from T.M. McGrath’s History of Canadian Airports. The airport was sold by Transport Canada to the District of Muskoka in 1996 which has operated and invested in the facility since then. This was part of nationwide policy under which Transport Canada divested itself of virtually all of the national/regional/local/arctic airports that it had been operating in the Post World War II era. Muskoka Airport serves as a general aviation airport, supporting private and charter flights into and out of the region. It has a 6,000 foot paved main runway and a 2,199 foot grass strip runway for light aircraft. The paved runway can accommodate aircraft as large as the Boeing 737 and Airbus A320. The airport operates 24 hours per day, seven days per week. Nav Canada has classified the airport as an Airport of Entry and Canada Border Services Agency (CBSA) officers are available on-site to facilitate the arrival of international flights. In terms of the current passenger profile, during the summer of 2013 Muskoka undertook a visitor survey of arriving aircraft passengers that used the airport to access the Muskoka region and adjoining areas. Of the 594 people interviewed: 66% were passengers, 34% were flight crew. Nearly half (48%) were destined for the Muskoka Lakes area. 71% originated from the United States, 28% originated from Canada and 1% from overseas. 39% were cottage owners, 28% were tourists, and 26% were visiting friends and relatives (VFR). 51% arrived on an air carrier such as an air taxi, in contrast to those arriving in private (44%) or corporate (4%) aircraft. The airport saw 13,165 aircraft movements in 2015, roughly 36 per day.1 1 Statistics Canada, Table 401-0021: Monthly aircraft movements, by class of operation and type of operation, airports without air traffic control towers. 2 2.2 Current Governance Model Muskoka Airport is owned and operated by the District of Muskoka, which assumed operation of the airport in 1996 during Transport Canada’s divestiture program. Prior to 1994, the vast majority of Canadian airports, including the regional ones, were owned and operated by the Government of Canada. Divestiture of the regional airports was supported by the 1994 National Airports Policy (NAP). The NAP was part of a broader wave of federal government devolutions of infrastructure and operations that included the creation of Nav Canada, the commercialization of ports and the St. Lawrence Seaway, and the privatization of Air Canada and CN Rail. The NAP divided airports into categories. The National Airports System (NAS) airports comprised the 26 large airports that handled 94% of passengers in Canada. Other airports were classified as: Regional/Local airports (Muskoka Airport is classified as a regional/local airport) These were sold at a nominal fee to provincial or local governments, airport commissions/societies or private interests and have access to a national Airports Capital Assistance Program (ACAP) if the airport has year round scheduled commercial air service; Small airports These were sold to local interests and cut off from federal funding of any kind; Remote airports which continue to receive federal support, but cost efficiencies were required; and Arctic airports which were transferred to territorial governments under an already existing program. Governance structures differ among and within the airport classes. For the NAS airports, most were created as not-for-profit no-share companies under the Canada Corporations Act. For the regional/local airports, a variety of models were used. Some airports were acquired by local government (city, county or district) and operate as departments within those cities (e.g. Muskoka). Others were created as societies (e.g. Fort St. John), authorities (e.g. Fort McMurray), or as an airport development corporation (e.g. Sault Ste. Marie). For small airports, there are cases of private sector ownership/operation. A few airports operate via a lease of city/district owned facilities to a private sector company. In the case of Muskoka Airport, it is operated as a municipal function of the District. The Planning and Economic Development Committee oversees airport operations via the Chief Administrative Officer and the Commissioner of Planning and Economic Development, who are responsible for airport operations and reporting to the Committee/District. In the past, there was an Airport Advisory Committee whose Chair also reported to the Planning and Economic Development Committee, and represented the District and airport stakeholders (committee was not re-appointed after the last municipal election in 2014). The airport is funded through a combination of fees to users, land rents/fees, and District tax revenues. Fees include jet fuel sales and ramp usage fees. There is some income, in the form of a maintenance charge, from land that is leased or owned by airport tenants and other customers. Some land was sold, generating cash that could be used for airport investments, though land sales have been restricted for the time being in favour of land leases. Specifically, Council decided (by resolution in 2014) that the lease of lands is preferred to sales, unless significant benefits to the airport or the community are demonstrated. 3 A portion of the tax revenue collected from each municipality in the District is put towards the airport for operational and capital costs. The 2006 Strategic Business Plan describes the key roles the airport plays in contributing to the local region’s economy: “The premise under which Muskoka assumed the Airport remains valid today – the Airport contributes significantly to the Muskoka economy and also provides valuable transportation infrastructure. The benefits of the Airport are felt throughout Muskoka in terms of usage and/or spin off effects. The Economic Impact Report prepared in 2005 indicated that the Muskoka Airport contributes over $31 million to the economy annually with a direct impact of approximately $5.4 million per year. The cost to Muskoka to operate the Airport in 2005 was $335,000.” 2 It should be noted that in 2009 an update to the economic impact study was performed. The findings from this update were that the direct economic impact had increased to $7.2 million (a 25% increase over the 2005 estimate after adjusting for inflation). 2 Strategic Business
Load more

Recommended publications
  • PICKERING AIRPORT DRAFT PLAN the Planning and Economic Development Committee Recommends the Following: 1. the Deputation by Stev
    Report No. 4 of the Planning and Economic Development Committee Regional Council Meeting of April 21, 2005 7 PICKERING AIRPORT DRAFT PLAN The Planning and Economic Development Committee recommends the following: 1. The deputation by Steve Shaw, Vice-President, Corporate Affairs and Communications, Greater Toronto Airport Authority be received; and 2. The recommendations contained in the following report, March 10, 2005, from the Commissioner of Planning and Development Services be adopted: 1. RECOMMENDATIONS It is recommended that: 1. Regional staff continue to work with Durham Region and Greater Toronto Airports Authority staff to study and coordinate transportation and servicing impacts of the proposed Pickering airport. 2. Staff submit a subsequent report commenting further on the issues set out in Section 4 of this report at a future meeting of Planning Committee. 3. The Regional Clerk forward a copy of this report to the Greater Toronto Airport Authority, Ministry of Municipal Affairs and Housing, Region of Durham, Transport Canada, Town of Markham, and Town of Whitchurh-Stouffville. 2. PURPOSE This report highlights the contents of the Draft Plan for the proposed Pickering airport released by the Greater Toronto Airport Authority (GTAA) in November 2004. The report also identifies York Region’s issues with respect to Growth Management resulting from recent Provincial forecasts, the Provincial Greenbelt Plan, and the need to ensure transportation and servicing infrastructure is in place to serve approved planned growth in both York and Durham Regions. 3. BACKGROUND The Pickering Airport lands consist of approximately 7,530 ha (18,600 acres) located within the City of Pickering, Town of Markham and Township of Uxbridge (see Attachment No.
    [Show full text]
  • MUSKOKA AIRPORT Security Screening & Commercial Air Service
    THE DISTRICT MUNICIPALITY OF MUSKOKA PLANNING AND ECONOMIC DEVELOPMENT COMMITTEE A G E N D A Meeting No. PED-7-2016 Thursday, June 23, 2016 8:45 a.m. Council Chamber, District Administration Building ____________________________________________________________________________________ 1. CALL TO ORDER 2. DECLARATION OF PECUNIARY INTERESTS 3. CLOSED SESSION (8:45 a.m.) Recommendation THAT we do now retire to Planning and Economic Development Committee in closed session to discuss the following: i. potential land sale or lease at the Muskoka Airport pursuant to the following subsection of Section 239(2) of the Municipal Act, 2001, as amended: (c) a proposed or pending acquisition or disposition of land by the municipality or local board. Recommendation THAT we do now rise from Planning and Economic Development Committee in closed session and immediately reconvene in open session. 4. PUBLIC MEETING (9:00 a.m.) a) Public Meeting Common Element Condominium Description File No. C2016-4 (Rayville Developments (Legacy) Inc.), Town of Huntsville 5. ASSIGNED FUNCTIONS a) Draft Approval Common Element Condominium Application C2016-4 (Rayville Developments (Legacy) Inc.) Town of Huntsville Report No. PED-7-2016-3 Recommendation (Delegated Decision) THAT Common Element Condominium Description File No. C2016-4 (Rayville Developments (Legacy) Inc.), in the Town of Huntsville, BE APPROVED as detailed in Schedule “A” attached hereto. b) Amendment No. 6 to Draft Approval Subdivision File No. S2006-3 (Loon Call (Muskoka) Inc.) Town of Bracebridge Report No. PED-7-2016-4 Recommendation (Delegated Decision) THAT the draft plan of subdivision and Schedule “A” to Resolution No. 29/2006 being the draft approval conditions for Draft Plan of Subdivision File No.
    [Show full text]
  • STRATEGIC PLAN with Economic Analysis Final Report Parry Sound
    STRATEGIC PLAN with Economic Analysis Final Report Parry Sound Area Municipal Airport and Business Park July 26, 2018 Notice of Confidentiality The content of the present report is private and confidential and cannot be reproduced, in full or in part, except with the consent of the Parry Sound Area Municipal Airport. The recipient promises to preserve the confidential nature of the information contained in the present document and will take all necessary actions to prevent non-authorized copying, divulgation or transmission, in part or in full, of this information to unintended parties. The recipient also promises not to use, modify, translate, adapt, convert or exploit the content of the present document, and not to permit access to competitors of Explorer Solutions, without written consent from Explorer Solutions. ii Table of Contents 1. Executive Summary .......................................................................................................... 1 2. Airport Role and Economic Impact .................................................................................. 6 2.1 Location ....................................................................................................................... 6 2.2 The Airport ................................................................................................................... 7 2.3 The Airport Role ........................................................................................................... 7 2.4 Airport Benchmarks ....................................................................................................
    [Show full text]
  • The Rouge Uncovered: Community Participation, Urban Agriculture and Power Dynamics in the Creation of Canada’S First National Urban Park
    The Rouge Uncovered: Community Participation, Urban Agriculture and Power Dynamics in the Creation of Canada’s first National Urban Park by Jina Gill, B.A. (Hons.) A thesis submitted in conformity with the requirements for the degree of Master of Arts Department of Geography and Planning University of Toronto © Copyright by Jina Gill 2017 The Rouge Uncovered: Community Participation, Urban Agriculture and Power Dynamics in the creation of Canada’s first National Urban Park Jina Gill Master of Arts Department of Geography and Planning University of Toronto 2017 Abstract Local food production has been a defining goal of a healthy and resilient food system. In 2011 the Canadian government and Parks Canada committed to creating Canada’s first national urban park. The space in which land is used to undertake conservation efforts and develop sustainable farming is often associated with inequalities of larger society; whereby hegemonic practices of inclusion and exclusion are produced and/or reinforced. By employing an Environmental Justice framework this thesis investigates if and how small-scale farmers and community members have been included in the creation of the park, and how power, particularly in relation to the axis of difference, influences green space planning, local farming and sustainability in the Greater Toronto Area. Findings show extreme contention between farmers and environmentalists over productive parkland use and definitions of ecological integrity. This research also discloses the need for a more inclusive approach to community participation processes in green space planning and management. ii Acknowledgments I would like to extend my sincerest thanks to my supervisor, Dr. Sarah Wakefield.
    [Show full text]
  • Muskoka Airport Master Plan
    MUSKOKA AIRPORT Draft Airport Master Plan-2020-2040 Committee of the Whole Council Meeting January 29, 2021 Presentation Purpose 1. Provide background on comprehensive steps taken to develop the Draft Airport Master Plan 2. Present the major recommendations in the draft plan 3. Discussion 4. Seek Council endorsement of the Draft Airport Master Plan 2 Airport Strategic Plan Vision To be the Transportation Gateway to and from the Muskoka experience for people and business Mission To operate safe and efficient air transportation facilities that serve the needs of Muskoka residents, businesses and tourists. In a way that: • Creates access to the Muskoka experience and the Canadian wilderness; • Supports the development of tourism, recreation and the overall economic success of Muskoka; • Demonstrates fiscal responsibility with a drive for continuous improvement; • Respects and develops employees, environment, infrastructure and reputation of the airport; and, • Strategically manages the airport’s leased and owned real estate assets. Values Environmental Sustainability, Integrity, Teamwork & Continuous Improvement 3 Airport Strategic Plan: 5 Key Drivers of Success Operate a safe and efficient Institute appropriate governance, airport in support of Muskoka controls and financial reporting brand and the airport’s long range systems vision Operational Financial Excellence Stewardship The Transportation Gateway to and from the Infrastructure Muskoka and experience Connections Implement a clear plan to Real Estate for people and and Attract suppliers
    [Show full text]
  • Crash Landing: Citizens, the State and Protest Against Federal Airport Development, 1968- 1976
    Crash Landing: Citizens, The State and Protest Against Federal Airport Development, 1968- 1976 ii Crash Landing: Citizens, The State and Protest Against Federal Airport Development, 1968- 1976 By Michael Rowan, B.A., M.A. Supervisor: Dr. Ken Cruikshank Committee Members: Dr. Richard Harris, Dr. John Weaver, Dr. Penny Bryden A thesis submitted to the School of Graduate Studies in Partial Fulfillment of the Requirements for the Degree Doctor of Philosophy McMaster University © Copyright by Michael Rowan, January 2019. iii McMaster University DOCTOR OF PHILOSOPHY (2018) Hamilton, Ontario (History) TITLE: Crash Landing: Citizens, The State and Protest Against Federal Airport Development, 1968-1976 AUTHOR: Michael Rowan, B.A. (York University), M.A. (York University) PROFESSOR: Ken Cruikshank NUMBER OF PAGES 206 iv Abstract During the 1960s both the federal and provincial governments continued to take on new and larger responsibilities. During this same time period citizens began to mobilize and challenge the state on a number of social issues including race, gender, labour, urban sprawl and the environment. Citizens believed that not only did they have the right to challenge the authority of government in planning public policy, but they also had a right to participate in the decision- making process as much as any bureaucrat, expert, or elected official. In planning airports in Pickering, Ste. Scholastique and Sea Island, the federal government was opposed by citizen groups in each of these three cases. Citizens believed their voices were not being heard and that government officials did not respect them. As a result, they disrupted the meticulously laid out plans of elected officials and policy planners by drawing on evidence and expert advice.
    [Show full text]
  • FLYGTA Airlines
    nd April 2 , 2019 MEDIA RELEASE FLIGHT SERVICE BETWEEN DOWNTOWN TORONTO AND WIARTON KEPPEL INTERNATIONAL AIRPORT FLYGTA and the Township of Georgian Bluffs are pleased to announce scheduled air service between Billy Bishop Toronto City Airport to the Wiarton Keppel International Airport (Grey Bruce Region including the Bruce Peninsula & Tobermory). The 2019 flight service will commence on May 24th, with a guarantee to continue to October 28th, and possibly through the winter season. Highlight: • Flights on Fridays, Saturdays, Sundays, and Mondays, and will have an approximate air time of 40 minutes. • Approvals from both municipalities have been confirmed and the new service will be May 24th • Flights are available for booking to the public starting Tuesday April 2nd, 2019 through www.flygta.com. • FLYGTA’s departures have no wait times, and are served from private flight lounges. True Air Taxi solutions are now available. “FLYGTA’s vision and mandate is to support the concept of the Southern Ontario Airport Network. We pride ourselves as leaders in connectivity, and create options for the future needs of air traffic in our province. The start of this service is another step toward this ideology and will enhance tourism opportunities between our regions. Through the next several weeks, we will announce and execute several initiatives which will advance the next generation of tourism and travel in Ontario. Get ready for change!” ---------- Chris Nowrouzi, CEO, FLYGTA Airlines Billy Bishop Toronto City Airport | Toronto | Canada | M5V-1A1 | [email protected] | 888 470 4595 “The Township of Georgian Bluffs is excited about having FLYGTA provide regularly scheduled flights between Wiarton and Billy Bishop Toronto City Airport.
    [Show full text]
  • Review of the Greater Toronto Airports Authority “Needs Assessment Study - Pickering Lands” Implications for General Aviation in the Greater Golden Horseshoe, Ontario
    Review of the Greater Toronto Airports Authority “Needs Assessment Study - Pickering Lands” Implications for General Aviation in the Greater Golden Horseshoe, Ontario Prepared By: Prepared For: CANADIAN OWNERS AND PILOTS ASSOCIATION September, 2011 Review of the Greater Toronto Airports Authority “Needs Assessment Study - Pickering Lands” Implications for General Aviation in the Greater Golden Horseshoe, Ontario Prepared By: Prepared For: Malone Given Parsons Ltd. Canadian Owners and Pilots Association 140 Renfrew Drive, Suite 201 71 Bank St, 7th Floor Markham, Ontario Ottawa, Ontario L3R 6B3 K1P 5N2 In Association With: AeroCan Aviation Specialists Inc. 7 Kingfisher Cove Way Markham Ontario L6E 1B4 September 2011 11-2033 REVIEW OF THE GREATER TORONTO AIRPORTS AUTHORITY “NEEDS ASSESSMENT STUDY - PICKERING LANDS” TABLE OF CONTENTS EXECUTIVE SUMMARY .................................................... V 1.0 INTRODUCTION .................................................... 1 1.1 General Aviation Defined .......................................................... 3 1.2 Limitations of the General Aviation System in Toronto ........... 3 2.0 THE FUTURE DEMAND FOR GENERAL AVIATION IN THE GTA ................................................................ 5 2.1 The Air System Capacity for General Aviation ........................ 5 2.2 Current and Future Capacity ..................................................... 6 2.3 Interview Results .......................................................................... 8 John C. Munro Hamilton International
    [Show full text]
  • AECOM Report 1.Dot
    DRAFT Comprehensive Study Report Pursuant to the Canadian Environmental Assessment Act for the proposed 407 East Transportation Corridor (October, 2010) Prepared by: AECOM 300 – 300 Town Centre Boulevard 905 477 8400 tel Markham, ON, Canada L3R 5Z6 905 477 1456 fax www.aecom.com Project Number: 60117936 Date: October, 2010 AECOM Ontario Ministry of Transportation DRAFT Comprehensive Study Report Pursuant to the Canadian Environmental Assessment Act for the proposed 407 East Transportation Corridor (October, 2010) Executive Summary ES.1 Background The Ontario Ministry of Transportation (MTO) is proposing the construction and operation of the 407 East Transportation Corridor project, an extension of the existing 407 transportation corridor from its current terminus at Brock Road in Pickering to Highway 35/115 in Clarington, including two north-south links connecting Highway 401 to the proposed extension of 407, one in West Durham (Whitby) and the other in East Durham (Clarington). The transportation corridor includes a highway component and a transitway component (i.e. a dedicated corridor for transit). The MTO is the project proponent for the 407 East Transportation Corridor Project (the Project). ES.2 Purpose of this Draft Comprehensive Study Report The Canadian Environmental Assessment Agency (CEA Agency) has delegated the preparation of this draft Comprehensive Study report, and certain procedural aspects of public participation in its development, to the MTO. The purpose of this draft Comprehensive Study report is to provide, from the proponent’s perspective, the information, analysis and conclusions relevant to an eventual determination by the federal Minister of Environment on the likely significance of adverse environmental effects from the project.
    [Show full text]
  • Council Report Template
    70 PINE STREET, BRACEBRIDGE, ONTARIO P1L 1N3 Telephone (705) 645-2231 / Fax (705) 645-5319 / 1-800-461-4210 (705 area code) www.muskoka.on.ca To: Chair and Members Corporate and Emergency Services Committee From: Mark Stirling Muskoka Airport Manager Date: July 19, 2018 Subject: Helipad Coverage for Ornge Air Ambulance Services Report: CES-6-2018-2 ___________________________________________________________________________ Recommendation This report is provided for information. Origin On February 22, 2018, CES Committee received presentation; CES-2-2018-DEL-C entitled “Orgne Overview” from Rob Giguere, Chief Operating Officer and Deputy CEO of Ornge. In his presentation, Mr. Giguere made reference to the coverage of helipad locations available for Ornge Helicopter use and that Orgne can provide expert guidance in the development of new helipads. The following report provides some explanation and illustrations of landing facilities identifying the level of coverage available and support for the potential consideration of additional coverage with future growth requirements. Analysis In his presentation, Mr. Giguere made reference to the supply of “12 aerodromes within 60 nautical miles of Muskoka” and to the availability of “20 helipads.” Following the presentation, a list of ‘usable’ and ‘not usable’ sites was clarified with Ornge, and the attached two maps and a list were prepared showing landing sites within 60 nautical miles of Muskoka and within The District Municipality of Muskoka (District), see Appendices “I”, “II” and “III”. Interestingly, there are seven (7) Transport Canada registered aerodromes and one (1) Transport Canada registered helipad within the District that Ornge does not normally use because they are privately owned and operated, and seasonal in nature.
    [Show full text]
  • August 1, 2017 Newsletter
    NEWSLETTER AUGUST 2017 “A national organization dedicated to promoting the viability of Regional and Community Airports across Canada” www.rcacc.ca RCAC MEMBER AIRPORT PROFILEJJul: Sunshine Coast Regional Airport (CYHS), BC The District of Sechelt, an incorporated municipal government under the statutes of British Columbia, is the owner and current operator of the previously-known Sechelt-Gibsons Municipal Airport. On September 13, 2014, Sechelt Airport was renamed the Sunshine Coast Regional Airport. The existing facilities were first developed in 1966 by the Elphinstone Aero Club with a gravel runway, which was paved in 1975. The Airport, located 35 miles (48 km via road and ferry) from Vancouver, has a 2,400 foot/731 - meter runway, card lock fuel facilities, 15 licensed areas containing fifteen privately owned structures,Jj and is located approximately 5 miles/8 km from the seaside business center of Sechelt. A number of commercial and recreational groups are located at the airport. Lots for both commercial and recreational purposes are available for lease by contacting the District of Sechelt. Runway 11/29 is paved with dimensions of 2400’ X 75’, lighted with radio communications of 123.5 Mhz within 5 nm and 2500 feet ASL. There currently is a tiedown fee of $5/night. Aviation gasoline (100LL) is available 24 hours a day (604-989-0805). A Flying Club house including kitchen, lounging area, washrooms and telephone for local calls is available. A computer terminal with Nav Canada Weather Web Site access is offered. Also, the RAA Suncoast Chapter 580 newly renovated clubhouse is just a short walk (taxi) to the west, tie downs behind the clubhouse by donations washroom, shower, coffee etc.
    [Show full text]
  • November 2017 NEWSLETTER
    November 2017 NEWSLETTER “A national organization dedicated to promoting the viability of Regional and Community Airports across Canada” www.rcacc.ca RCAC MEMBER AIRPORT PROFILE: Vernon Regional Airport (CYVK), BC JJul Initially, the airport was located south of the city at the Vernon Army Cadet Camp. The camp parade square and baseball field now occupy the exact spot. During the second war, general aviation was grounded by the Federal Government. The airport was taken over by the military for training. When the war ended, the airport was relocated to the farmlands of Okanagan Landing. The airport was a grass field approximately half the length it is today. Jj The Vernon Flying Club was the sole tenant of the airport during the late forties and early fifties. There were only four aircraft based on the field. The 1,200′ X 12′ runway was eventually paved. The two-inch thick pavement was laid over four inches of gravel. The city hangar was built during the early 1950’s, and airport usage grew during the 60’s and 70’s. The strong economy of the 1970’s saw close to eighty aircraft located on the field. Operation then was a regional district function. The runway (07-25) had been extended westward onto Indian Reserve property giving 2200 feet, but it was still only twelve feet wide. The airport remained basically unchanged until 1988 when the present runway was built. The Flying Club and Okanagan Aviation were the primary forces behind this development. And when the city limits were expanded to include Okanagan Landing, the airport fell under the authority of the City of Vernon.
    [Show full text]