VR545 Concordia NDB V 532 Blosser Osborne Clay Center IR504 Moritz Meml.

VR511 Clay Center NDB

RILEY MOA IR505 ADA WEST MOA ADA EAST MOA V 551 V 307 R-3602A VR531 V 553 Manhattan VR545 VOR-DME Minneapolis R-3602B Manhattan City Co. Regional V 4 Lucas Marshall AAF Freeman V 4

VR544 V 4-508 VR531 IR504 Salina VORTAC Cavalry NDB Abilene V 307 V 244-508 Fort Riley VOR-DME

VR545 Ellsworth

VR512VR5

VR531VR5 12 Herington Regional SMOKY HIGH 31 BISON MOA R-3601A IR5MOA05 VR544 VR532 VR531 SALINA REGIONAL AIRPORT IR513 Herington NDB V 532 33

VR552 VR533VR5

V 77-280 IR513 VR534 IR526 CheyenneCheCheyy Bottoms VR119 WWildlife Area

McPherson VR511 V 261 VR138 Lyons-Rice Co. McPherson NDB Schroeder Marion V 77

VR152 VR535 Lyons NDB V 280 VR512 V 132-132-502502 VR536 VR534 V 73 Moundridge

V 10-234-502 Newton City Co. VR512 Hutchinson IR526 V 132 V 10-132 Roberts Newton NDB V 12 HutchinsonVR 119VOR- DME

LEGEND Airport with hard-surfaced runways Class D Airspace 1,500' to 8,069' in length Class E Airspace Airports with hard-surfaced runways Class E Airspace with floor greater than 8,069' or some multiple 700 ft. above surface runways less than 8,069' Victor Airways NORTH VORTAC Military Training Routes VOR-DME Compass Rose NOT TO SCALE VOR Wilderness Area Class B Airspace Prohibited, Restricted, Warning and Alert Areas Class C Airspace Military Operations Area (MOA) Non-directional Radiobeacon (NDB)

Exhibit 1J Vicinity Airspace Restricted airspace R-3601A and R- positioned over isolated, rural areas to 3601B is located immediately southwest provide ground separation for any noise of the Class D airspace ring for SLN. This nuisance or potential accident debris. airspace has been established to support Each designated MOA appears on the rel- the mission of the Smoky Hill Air National evant sectional charts, along with its Guard bombing range. Smoky Hill ANG normal hours of operation, lower and up- Range is the largest of 15 bombing ranges per altitudes of operation, controlling au- in the Air National Guard. It is operated thority contact, and using agency. by the Kansas ANG, 184th Regional Sup- port Group of the 184th Intelligence Wing There are several MOAs within close at McConnell Air Force Base in Wichita, proximity of Salina Regional Airport. The Kansas. Smoky Hill ANG Range functions Smoky Hill MOA wraps around the south- to support US military combat flying units ern and western borders of Restricted of all the armed services in both the Ac- Airspace R-3601A then extends west and tive Component and the Reserve Compo- abuts the Bison MOA which continues to nent, to include the Air National Guard the west, as depicted on Exhibit 1J. To and Army National Guard. the north, northwest, and northeast of SLN are three designated MOAs: ADA Within the 34,000 acre installation is a West, ADA East, and Riley. 12,000 acre target area which includes dual conventional ranges and three large Military Training Routes: Military tactical ranges. The tactical ranges pro- training routes (MTR) are designated air- vide realistic air-to-ground training avail- space that has been generally established able for all types of military aircraft. for use by high performance military air- Smoky Hill also has four drop zones for craft to train below 10,000 feet AGL and cargo aircraft. The range can accommo- in excess of 250 knots. There are VR (vis- date a variety of military weapons and ual) and IR (instrument) designated munitions training, including the release MTRs. MTRs with no segment above of high altitude bombs. 1,500 feet AGL will be designated with the “VR” or “IR,” followed by a four digit R-3601A has a floor of the surface and ex- number (e.g., VR1520, IR 1521). MTRs tends up to 18,000 feet, while R-3601B with one or more segments above 1,500 continues from 18,000 feet, or FL 180, up feet AGL are identified by the route desig- to FL 230. The restricted airspace is in nation, followed by a three-digit number effect Monday through Saturday between (e.g., VR531). The arrows on the route 9:00 a.m. and 5:00 p.m. Additional times show the direction of travel. There are can be added via Notice to Airmen numerous MTRs in close proximity to Sa- (NOTAM) alerts with at least six hours lina Regional Airport, as depicted on Ex- advance notice. hibit 1J.

Military Operations Areas (MOA): An Victor Airways: For aircraft arriving or MOA is "airspace established outside departing the regional area using very Class A airspace to separate or segregate high frequency omni-directional range certain nonhazardous military activities (VOR) facilities, a system of Federal Air- from IFR Traffic and to identify for VFR ways, referred to as Victor Airways, has traffic where these activities are conduct- been established. Victor Airways are cor- ed." (14 CFR §1.1, U.S.A.) MOAs are often ridors of airspace eight miles wide that

1-21 extend upward from 1,200 feet AGL to pilots of properly equipped aircraft can 18,000 feet MSL and extend between translate into point-to-point guidance and ground-based VOR navigational facilities. position information. The types of elec- There are seven Victor Airways leading to tronic navigational aids available for air- and from the Salina VORTAC including V4, craft flying to or from Salina Regional V4-508, V244-508, V532, V551, V553, and Airport include a very high frequency V73. omni-directional range (VOR) facility and the global positioning system (GPS). All navigational aids at the airport are owned AIRSPACE CONTROL and maintained by the FAA.

Salina Regional Airport has an ATCT, The VOR, in general, provides azimuth which is operated on a contract basis by a readings to pilots of properly equipped private contracting firm, Midwest Air aircraft transmitting a radio signal at eve- Traffic Control. The tower is open from ry degree to provide 360 individual navi- 7:00 a.m. until 11:00 p.m. daily. ATCT can gational courses. Frequently, distance be raised on the frequency 119.3 MHz or measuring equipment (DME) is combined 124.35 MHz while ground control is with a VOR facility (VOR-DME) to provide available on frequency 121.9 MHz. Tower distance as well as direction information personnel direct and separate aircraft to the pilot. Military tactical air naviga- movements in the airspace surrounding tion aids (TACANs) and civil VORs are the airport and on the ground. commonly combined to form a VORTAC. The VORTAC provides distance and direc- Approach and departure control is pro- tion information to both civil and military vided by the Kansas City region Air Route pilots. The Salina VORTAC is located ap- Traffic Control Center (ARTCC) on fre- proximately eight miles to the north of quency 134.9 MHz utilizing the Salina re- the airport. mote control air/ground (RCAG) commu- nication. RCAGs were established for the GPS is an additional navigational aid for express purpose of providing air-to- pilots. GPS was initially developed by the ground communications between air traf- United States Department of Defense for fic control specialists and pilots located at military navigation around the world. a remote airport for delivering en route GPS differs from a VOR, in that pilots are clearances, issuing departure authoriza- not required to navigate using a specific tions, and acknowledging instrument facility. GPS uses satellites placed in orbit flight rules cancellations or depar- around the earth to transmit electronic ture/landing times. As a secondary func- radio signals, which pilots of properly tion, they may be used for advisory pur- equipped aircraft use to determine alti- poses whenever the aircraft is below the tude, speed, and other navigational in- coverage of the primary air/ground fre- formation. With GPS, pilots can directly quency. navigate to any airport in the country and are not required to navigate to a specific ground-based navigation facility. NAVIGATIONAL AIDS Many commercial service airports are Navigational aids are electronic devices equipped with an Instrument Landing that transmit radio frequencies, which System (ILS). The ILS at SLN is comprised

1-22 of a localizer antenna, a glide slope an- proach procedures, including associated tenna, and a MALSR. Approaches utilizing weather minimums for Salina Regional the ILS can be completed when cloud ceil- Airport. ings are as low as 200 feet and visibility is down to ½-mile. Runway 35 at Salina Re- The most sophisticated instrument ap- gional Airport is equipped with an ILS ap- proach at Salina Regional Airport is the proach. ILS approach to Runway 35. The ILS Runway 35 approach provides visibility minimums as low as ½-mile and cloud INSTRUMENT APPROACH ceilings of 200 feet (referred to as a Cate- PROCEDURES gory I approach). Generally, this type of approach is considered the minimum for Instrument approach procedures are a a commercial service airport. Larger me- series of predetermined maneuvers es- dium and large hub airports will typically tablished by the FAA, using electronic have even more sophisticated instrument navigational aids that assist pilots in lo- approaches offering lower visibility min- cating and landing at an airport, especial- imums (Categories II and III). ly during instrument flight conditions. There are currently seven published in- Instrument approaches based on the strument approaches, including a preci- global positioning system (GPS) have be- sion ILS instrument approach, to Runway come very common across the country. 35 as previously noted. Precision instru- GPS is inexpensive, as it does not require ment approaches provide vertical descent a significant investment in ground based information and course guidance infor- systems by the airport or FAA. Salina Re- gional Airport is served by GPS approach- mation to the pilot. Non-precision ap- es to each end of Runway 17-35 and proaches only provide course guidance to Runway 12-30, as presented on the pilot; however, the relatively new GPS Exhibit 1K. localizer performance with vertical guid-

ance (LPV) is currently categorized by the GPS LPV approaches provide both hori- FAA as a non-precision approach which zontal and vertical guidance information does provide vertical guidance. to pilots. Advancements in GPS technolo- gy has allowed for instrument approach The capability of an instrument approach procedures to provide minimums nearly is defined by the visibility and cloud ceil- as low as more traditional ILS systems. ing minimums associated with the ap- Currently, the GPS approaches to Run- proach. Visibility minimums define the ways 17 and 35 include an LPV compo- horizontal distance the pilot must be able nent, while those to Runways 12- and 30 to see in order to complete the approach. do not offer LPV. Cloud ceilings define the lowest level a cloud layer (defined in feet above the The LPV approach to Runway 35 provides ground) can be situated for the pilot to the same ½-mile visibility minimum as complete the approach. If the observed does the ILS approach; however, the visibility or cloud ceilings are below the cloud height for the Runway 35 LPV ap- minimums prescribed for the approach, proach is increased to 250 feet AGL. The the pilot cannot complete the instrument LPV approach to Runway 17 provides for approach. Exhibit 1K summarizes FAA one mile visibility and 250-foot cloud ceil- approved and published instrument ap- ings. 1-23 The VOR Runway 17 approach utilizes the REGIONAL AIRPORTS Salina VORTAC facility located approxi- mately eight miles to the north of the air- A review of public-use airports within the port. A non-directional radio beacon vicinity of Salina Regional Airport has (NDB) approach is offered on Runway 35 been made to identify and distinguish the as well. This ground based facility emits type of air service provided in the area frequencies that properly equipped air- surrounding the airport. Information per- craft can utilize to track to the airport. taining to each airport was obtained from FAA records with a summary provided on Exhibit 1L. Typically, airports within a AIRPORT TRAFFIC PATTERN 30-mile radius can influence aviation de- mand at the airport. While aircraft can be expected to operate over most areas of the region, the density There are five public-use airports within a of aircraft operations is higher near the 30-mile radius, as presented on the exhib- airport. This is the result of aircraft fol- it. None of these facilities offer similar lowing the established traffic patterns for facilities and/or aviation services as SLN. the airport. A traffic pattern is the direc- Moreover, SLN is the only airport served tional traffic flow that is prescribed for by commercial passenger service in the aircraft landing or taking off from an air- 30-mile radius. There are several com- port. Essentially, the traffic pattern de- mercial passenger service options at fines which side of the runway aircraft more distant locations in Hays, Great will operate. Bend, Manhattan, Wichita, and Kansas City. It should be noted that there are al- The traffic patterns for the runways at so ten private use airports within the Salina Regional Airport are all published same 30-mile radius. All of these facilities as standard left-hand patterns; however, have relatively short turf runways and are discussions with ATCT personnel indicate operated by private entities. that non-standard right-hand patterns are often used during busy periods. Runway 17-35 and Runway 18-36 are parallel to LANDSIDE FACILITIES each other with helipads H3, H4, H5, and H6 between the runways. In order to seg- Landside facilities are the facilities that regate aircraft during busy times, traffic support the aircraft and pilot/passenger on Runway 17-35 is generally routed to handling functions. These facilities in- the east, while traffic on Runway 18-36 is clude the passenger terminal complex, routed to the west. This would include general aviation facilities, military facili- standard left patterns for Runways 17 ties, and support facilities such as fuel and 36 and right patterns for Runways 18 storage, automobile parking, roadway ac- and 35. For Runway 12-30 during busy cess, and aircraft rescue and firefighting. days, the ATCT directs the pattern to the The landside facilities at Salina Regional southwest, with Runway 12 having a right Airport are identified on Exhibits 1M pattern and Runway 30 a left pattern. (south facilities) and 1N (north facili- ties).

1-24 Weather Minimums by Aircraft Type Category A Category B Category C Category D Category E Cloud Height Visibility Cloud Height Visibility Cloud Height Visibility Cloud Height Visibility Cloud Height Visibility (feet AGL) (miles) (feet AGL) (miles) (feet AGL) (miles)(feet AGL) (miles) (feet AGL) (miles) ILS or LOC Runway 35 Straight ILS 200 0.5 200 0.5 200 0.5 200 0.5 200 0.5 Straight LOC 409 0.5 409 0.5 409 0.75 409 1 409 1 Circling 532 1 532 1 552 1.5 552 2 552 2 RNAV (GPS) Runway 17 LPV 250 1 250 1 250 1 250 1 N/A N/A LNAV/VNAV DA 495 1.75 495 1.75 495 1.75 495 1.75 N/A N/A LNAV MDA 534 1 534 1 534 1.5 534 1.75 N/A N/A Circling 532 1.75 532 1 552 1.75 552 2 N/A N/A RNAV (GPS) Runway 35 LPV 250 0.5 250 0.5 250 0.5 250 0.5 N/A N/A LNAV/VNAV DA 352 0.75 352 0.75 352 0.75 352 0.75 N/A N/A LNAV MDA 409 0.5 409 0.5 409 0.75 409 1 N/A N/A Circling 532 1.25 532 1.25 552 1.5 552 2 N/A N/A RNAV (GPS) Runway 12 LNAV MDA 435 1 435 1 435 1.25 435 1.5 N/A N/A Circling 532 1 532 1 552 1.5 552 2 N/A N/A RNAV (GPS) Runway 30 LNAV MDA 407 1 407 1 407 1.25 407 1.25 N/A N/A Circling 532 1 532 1 552 1.5 552 2 N/A N/A VOR Runway 17 Straight 614 0.75 614 0.75 614 1.75 614 2 614 2.25 Circling 572 1 572 1 572 1.75 572 2 632 2.25 NDB Runway 35 Straight 469 0.75 469 0.75 469 0.75 469 1.25 N/A N/A Circling 532 1 532 1 552 1.5 552 2 N/A N/A Aircraft categories are established based on 1.3 times the stall speed in landing configuration as follows: Category A: 0-90 knots Category B: 91-120 knots Category C: 121-140 knots Category D: 141-166 knots Category E: 167+ knots Abbreviations: AGL - Above Ground Level ILS - Instrument Landing System LOC - Localizer NDB - Non-Directional Beacon GPS - Global Positioning System LPV - Localizer Performance Vertical Guidance (GPS Approach Providing Vertical Guidance) LNAV – Lateral Navigation VNAV - Vertical Navigation RNAV – Area Navigation DA - Decision Altitude (Used for Vertically Guided Approaches) MDA – Minimum Descent Altitude (Used for Nonprecision Approaches)

Exhibit 1K Instrument Approach Data Source: FAA U.S. Terminal Procedures, North Central-2 (15 November to 13 December 2012) MINNEAPOLIS CITY COUNTY AIRPORT (45K) ABILENE MUNICIPAL AIRPORT (K78) McPHERSON AIRPORT (KMPR) ELLSWORTH MUNICIPAL AIRPORT (9K7) LINCOLN MUNICIPAL AIRPORT (K71) Airport NPIAS Classification:General Aviation Airport NPIAS Classification:General Aviation Airport NPIAS Classification:General Aviation FAA Asset Study Classification: Not Classified Airport NPIAS Classification:General Aviation FAA Asset Study Classification:Basic Airport NPIAS Classification:General Aviation FAA Asset Study Classification: Local Location: 29 mi W/NW of SLN FAA Asset Study Classification:Local Location: 27 miles W of SLN FAA Asset Study Classification:Not Classified Location: 26 miles S of SLN Elevation: 1,412 Location: 21 miles E-NE of SLN Elevation: 1,615 Location: 19 miles N of SLN Elevation: 1,498 Weather Reporting: None Elevation: 1,153 Weather Reporting: AWOS-III Elevation: 1,246 Weather Reporting: AWOS-III ATCT:No Weather Reporting: AWOS-III ATCT:No Weather Reporting: None ATCT:No Annual Operations:14,235 ATCT:No Annual Operations: 20,075 ATCT:No Annual Operations: 40,150 Based Aircraft: 6 17-35 Annual Operations: 35,770 Based Aircraft: 16 12-30 Annual Operations: 10,950 16-34 Based Aircraft: 33 2,700 Based Aircraft: 21 17-35 18-36 8-26 RUNWAYS 17-35 12-30 RUNWAYS 2,700’ Based Aircraft: 2 3,970’ 370’ 5,502’ 2,511’ Length 3,919’ 2,229’ Length 130’ RUNWAY RUNWAYS 4,100’ RUNWAYS 20’ 75’ Width Width Length Length 75’ Length 100’ 48’ 250’ PAVEMENT STRENGTH PAVEMENT STRENGTH N/A Width Width Width N/A N/A SWL SWL N/A PAVEMENT STRENGTH PAVEMENT STRENGTH PAVEMENT STRENGTH 30,000 N/A N/A N/A N/A 13,000 N/A SWL N/A DWL DWL SWL 16,000 SWL N/A N/A N/A N/A N/A DWL N/A N/A DTWL DTWL None - Turf DWL N/A DWL N/A N/A N/A None - Turf DTWL None Lighting Lighting None - Turf DTWL DTWL MIRL None - Turf MIRL None - Turf None - Turf MIRL Marking Marking Lighting Basic Lighting None Lighting Nonprecision None - Turf None - Turf None Nonprecision (12) Basic Instrument Approach Aids None Marking None Marking Marking PAPI-2L PAPI-2L None None Instrument Approach Aids PAPI-2 (17-35); Instrument Approach Aids Instrument Approach AidsTricolor VASI -35 Instrument Approaches None Instrument Approach Aids None None Instrument Approaches RNAV (GPS) -17, 35; Instrument Approaches RNAV (GPS) - Instrument Approaches None 18, 36; VOR/DME-A Services Provided: Parking tie-downs Instrument Approaches VOR/DME - 36; Services Provided: Limited GA - 100LL fuel, tie-down Services Provided: Limited GA - 100LL fuel, tie-down Services Provided: Full service including AvGas/Jet A fuel, NDB -18 parking hangars, pilots lounge parking, light maintenance parking, hangars, flight training, aircraft rental, major aircraft maintenance Services Provided: Full service GA including AvGas/Jet A fuel, parking, hangars, flight training, aircraft rental, aircraft maintenance

ATCT: Airport Traffic Control Tower MIRL: Medium Intensity Runway Lights RNAV: Area Navigation DTWL: Dual Tandem Wheel Gear Loading NDB: Non-Directional Beacon SWL: Single Wheel Loading

KEY DWL: Dual Wheel Loading NPIAS: National Plan of Integrated Airport System VASI: Visual Approach Slope Indicator GPS: Global Positioning System PAPI: Precision Approach Path Indicator VOR: Very High Frequency Omni-Directional Range and Distance Measuring Equipment Exhibit 1L Regional Airport Information p( ) D B C

NORTH LEGEND Taxiway 'A' FAA Obligated Property Line # Building Number - For detailed information see Appendix B 0 400 800

SCALE IN FEET ) C E 4409-209-2 550404 506-2506-2 B 305305 207207 4409-109-1 5506-106-1 500E500E 550909 660606 A D 600 412412 517517 331313 614 221919 331010 551212 Arnold Rd Arnold Road 528528 626266 122 127127 520520 620 626288 120120 663535

Bailey Court Jumper Road JumperJumper Road Road SchwansSchwans

SchillingSchillingSchilling Road Road Road 655655 General Jim Road Jim Road Jim Road General General General

Vidrickse SchwansSchwans Kansas Orthodox National Church Guard Scanlan Ave Scanlan Avenue

Scanlan Avenue

6673733 Bailey Rd BaileyBailey Rd Rd Schwans Salina

Summers Road Summers Road Summers Road Rescue General Jim Road Jim Road Jim Road General General General Mission Sutherland Road SutherlandSutherland Road Road Berschell Avenue 78

449898 Centennial Road

Schwans 496496 2

Exhibit 1M Existing South Landside Facilities E F LEGEND

NORTH FAA Obligated Property Line Taxiway 'A' 702 # Building Number - For detailed information see Appendix B 0 400 800

SCALE IN FEET 700 K-State 707033 SSalinaalina

880808 K-StateK-State 713713 SSalinaalina Hein Avenue 820820 AeroAero 882424 727244 Center 723723 957957 958958 K-StateK-State K-StateK-State Salina 939939 SSalinaalina Salina Beechcraft Road BeechcraftBeechcraft Road Road Tony's Road Road Road Tony's Tony's Tony's

SalinaSalina AreAreaa Road Road Road Hayes Hayes Hayes 995959

TechnicalTechnical Burchinal Road CollegeCollege Scanlan Avenue K-StateK-State K-StateK-State K-StateK-State SaSalinalina SaSalinalina SSalinaalina

Centennial Road OardsOards AAutouto McIntireMcIntire HarbinHarbin AccessAccess WWeldingelding 778484 CameronCameron RepairRep CConstructiononstruction MiniMini SunflowerSunflower eeeeeeee

CompressionCompression ccccecececc StorageStorage RestauranRestaurantt 778686 rrcrc City WideWide Systems ere L & S

Storage mmmmmemme

785 o BBuildinguilding CustomCustom Commerce CCCCCCCommer Commer CoCoCoCoCoCCCCCCCCCoCCoCCCCC ContractorsCoCCommerce ntntractorsracto BodyBody APAC Magnolia Road Magnolia Road LiftLift SmokySmoky Hill CContractorsontractors TruckT Specialists of KansaKansass

Union PacificPacific RailroadRailroad (Active)(Active)

Exhibit 1N Existing North Landside Facilities PASSENGER TERMINAL BUILDING APRONS AND RAMPS

The M. J. Kennedy Air Terminal building is As a converted military airport, SLN has located on the southernmost portion of an abundance of aircraft apron area. A the aircraft parking apron, presented on large section of original ramp space in the Exhibit 1M as Building 120. It is directly northern portion of the terminal area is accessible from Bailey Road which stems currently not used for aviation purposes, from Centennial Road to the east. The but is utilized for non-aviation activities. two-story building encompasses approx- The remainder of original ramp areas is imately 10,750 square feet of space. currently available for aviation uses as needed. The first floor of the building houses Sea- Port Airlines, passenger waiting areas, There are three designated aircraft apron Airport Authority offices and conference areas on the airport, all constructed of room, two SAA administrative offices, concrete pavement. According to the Hertz rental car office counter/office ACM, the commercial service apron adja- space, and public restrooms. SeaPort Air- cent the terminal building is dimensioned lines offers daily passenger service to at 550 feet by 300 feet, encompassing ap- Kansas City International Airport utilizing proximately 18,333 square yards of Pilatus PC-12 aircraft. The terminal pavement. building offers SeaPort Airlines passenger ticketing counter space as well as office The general aviation apron is listed in the space for administrative and baggage ACM as being 6,000 feet by 400 feet, en- make-up areas. Passengers departing and compassing approximately 266,666 arriving the terminal building are offered square yards of pavement. This apron a covered enclosed walkway which ex- extends from the south end of Runway tends from the building onto the commer- 17-35 to Taxiway E. It should be noted, cial aircraft apron. The second floor of however, that the portion of the ramp ad- the terminal building is dedicated exclu- jacent to the Army Guard – Army Aviation sively to SAA administrative offices. Support Facility (AAF) Number 2 is des- ignated and marked as “restricted.” The restricted area is purposed only for mili- AUTOMOBILE PARKING tary, primarily helicopter, aircraft parking and movement. Vehicle parking for the passenger termi- nal complex includes public, employee, The north apron is located at the north and rental car space. The southern end of end of the terminal area and can be ac- the parking lot is reserved for rental cars, cessed via connector Taxiways G and H. with the remainder of spaces for public The apron is sized as being approximately use. There are 123 total parking spaces in 1,200 feet by 500 feet, encompassing the terminal lot. There are 18 additional 66,666 square yards of concrete pave- parking spaces on the southwest side of ment. It should be noted that the north the passenger terminal reserved for air- apron is not currently being used for avia- port administration and operations. tion purposes as the hangar adjacent the

1-25 apron is not in use. As such, the north • KSU – Salina apron has been utilized for other uses, • Plains Environmental including a driver training course. • Professional Flight Training, LC • Salina Aircraft Sales • Sojka Aviation FIXED BASE OPERATOR (FBO) AND SPECIALTY OPERATORS Exhibit 1M (Landside South) and Exhibit 1N (Landside North) depict the locations A fixed base operator (FBO) provides ser- of all landside facilities at SLN, while Ap- vices to general aviation and military air- pendix B offers a picture of most facilities port users. SLN is served by one FBO op- on the airport. eration: Avflight Salina Corp.

Avflight Salina is a full service FBO which AIRCRAFT HANGARS offers aviation fuel (Jet A and 100LL), air- craft maintenance, hangar rental, aircraft Most of the hangars on the airport are rental, catering, de-icing/lavatory ser- owned by the SAA. These include large vices, etc. Avflight Salina is located on the conventional hangars (10,000 square feet general aviation apron in Building 409 or larger), executive box hangars (less east of Taxiway C and south of the ATCT than 10,000 square feet), and T- as depicted on Exhibit 1M and Building hangars/Port-a-Port hangars offering in- 700 as depicted on Exhibit 1N. This FBO dividual aircraft storage in one contigu- maintains a fueling contract with the mili- ous or connected linear facility. Some tary and also offers Jet A and 100LL fuel hangars are also privately owned with a service to civilian aircraft. The American ground lease arrangement with the SAA. Jet facility is a combination building that All airport hangars are depicted on Ex- includes general aviation terminal ameni- hibits 1M and 1N. ties as well as hangar space. The terminal facilities include a pilot’s lounge, flight planning, conference room, restrooms, MILITARY FACILITIES and lobby area. Courtesy cars are also provided as needed. SLN is widely used by the military as it functions as an FOL for several military The FBO and other aviation businesses units. The airport is home to the Kansas comprise the Salina Aviation Service Cen- Guard Army Aviation Support Facility ter (SASC). The SASC includes a wide va- (AASF) #2 which is based on the center of riety of aviation businesses offering flight the general aviation apron. The AASF training, aircraft part and technology houses five Blackhawk helicopters as well manufacturing, corporate flight depart- as 27 full-time soldiers. ments, specialty aircraft maintenance op- erators, and others. Current aviation SLN also supports the Kansas National businesses which operate at SLN include: Guard GPJTC with its KSTC facilities lo- cated on airport property. Smoky Hill • Airflight Salina Weapons Range is also a part of the GPJTC • TDM AeroTek located approximately 10 miles to the • Civil Air Patrol southwest of SLN. According to the Kan- • Kansas Highway Patrol sas National Guard website, “The Great 1-26 Plains Joint Training Center affords both SUPPORT FACILITIES military and civilian organizations an un- precedented opportunity to function jointly Several support facilities serve as critical using real world technology to train and links in providing the necessary efficiency respond to missions both here and abroad. to aircraft ground operations, such as It is the backbone of the Kansas Army Na- ARFF, snow/ice control, airport mainte- tional Guard's ability to conduct pre- nance, and fuel storage. mobilization training for its soldiers here at home prior to deployment overseas. This keeps Kansans in the community during Aircraft Rescue and Firefighting this extensive training rather than away Facilities (ARFF) from friends and family at military instal- lations outside our state. It is an essential Part 139 airports are required to provide part of the training certification that is ARFF services during air carrier opera- now a National Guard responsibility rest- tions. Each certificated airport maintains ing with The Adjutant General of Kansas, a equipment and personnel based on an transformation initiative of the Depart- ARFF index established according to the ment of Defense.” length of aircraft and scheduled daily flight frequency. There are five indices, A As previously mentioned, the Smoky Hill through E, with A applicable to the small- Weapons Range and Crisis City are locat- est aircraft and E the largest (based on ed approximately ten miles to the south- wingspan). Salina Regional Airport is re- west of SLN. These facilities are world- quired to meet ARFF index A based on class training facilities which are also scheduled air carrier service offered by supported by operations at SLN. SeaPort Airlines. As such, Salina Regional Airport is required to maintain a fleet of SLN is regularly used for training opera- equipment and properly trained person- tions by several military units including: nel consistent with this standard; howev- er, SLN provides a minimum of Class IV, • 160th Special Operations Aviation Reg- Index B ARFF capabilities. iment (SOAR) - Fort Campbell, KY • 601st Aviation Support Battalion, The Salina Regional Airport ARFF facility Combat Aviation Brigade – Fort Riley, is a newly constructed, state of the art KS 9,200 square-foot facility. It is located • Canadian Royal Air Force 400 Tactical immediately east of Taxiways A and west Helicopter Squadron – Bordon, Ontar- of the KSU ramp in Building 702, as de- io (Canada) picted on Exhibit 1N. The ARFF facility is • Canadian Royal Air Force 409 Tactical manned from 6:30 a.m. to 11:00 p.m. to Fighter Squadron – Cold Lake, Alberta service scheduled air carrier operations; (Canada) however, with prior approval, ARFF ser- • Canadian Royal Air Force 425 Tactical vices are provided at any time and will Fighter Squadron – Alouette, Quebec remain until 15 minutes following the last (Canada) flight of the day. The ARFF facility is • JSOC Jaded Thunder Exercises owned and staffed by the SAA and houses the following equipment:

1-27 • Primary ARFF Vehicle – ARFF 1 (2004 Snow and Ice Control Rosenbauer 4x4 Panther) with: • 1,500 gallons of water Snow and ice removal is a necessary func- • 150 gallons of three percent aque- tion at times for SLN. While significant ous fire fighting foam (AFFF) accumulation is relatively rare, snow and • 500 pounds of Dry Chemical (Pur- ice events require immediate and coordi- ple K) nated efforts to ensure that the airfield • 400 or 800 gallon-per-minute system can accommodate aircraft move- (GPM) roof turret-dual agent ments. In support of snow and ice con- • 300 GPM bumper turret trol, the airport has acquired several • 30 to 125 GPM left side preconnect pieces of snow removal equipment (SRE) which are housed in a 6,300 SRE Building • 60 to 125 GPM dual agent, hydro- chem 305, as depicted on Exhibit 1M. SRE equipment includes:

• Secondary ARFF Vehicle – ARFF 2 (1992 E-One Titan Crash Truck) with: • Snowplow #1 – 1980 Mack runway plow with: • 1,000 gallons of water • 27-foot rubber blade • 130 gallons of three percent AFFF

• 500 pounds of Dry Chemical (Pur- • Snowplow #2 – 1983 Idaho runway ple K) plow with: • 250 or 500 GPM roof turret-dual • 27-foot carbide blade agent

• 60 GPM front booster line-dual • Snowplow #3 – 2002 Oshkosh runway agent plow with:

• 18-foot carbide blade • Secondary ARFF Vehicle – ARFF 3 (1985 Oshkosh P-19) with: • Urea spreader (5 tons) • Potassium acetate pre-wet system • 1,000 gallons of water

• 180 gallons of three percent AFFF • Snowplow #4 – 2002 Oshkosh runway • 500 GPM roof turret plow with: • 250 GPM bumper turret • 18-foot carbide blade

• Urea spreader (5 tons) • Secondary ARFF Vehicle – ARFF 4 (2010 Danko Rapid Intervention Vehi- • Potassium acetate pre-wet system cle) with: • Blower #1 – 1986 Idaho snow blower • 500 gallons of water with: • 12 gallons of three percent AFFF • Capability to move 3,000 tons per • 500 pounds of Dry Chemical (Pur- hour ple K)

• 45 GPM bumper turret • Loader #1 – 1989 Large front end • 24 GPM rear booster line loader

1-28 Runway 17-35, being the primary and on- of the fuel farm. The self-serve island is ly precision instrument runway, is con- supported by a 1,000 gallon above- sidered top priority for SRE operations. ground storage tank. The ACM lists the normal snow removal priority as follows: Fencing 1. Runway 17-35 2. Airline terminal apron In support of airport security and wildlife 3. Taxiways A, B, C, D, and E prevention, the airport is supported by 4. General aviation ramps six-foot perimeter fencing. The fencing is 5. Airport service road supplemented with three-strand barbed 6. Fuel Farm wire on top. There are 44 access gates 7. Taxiways G and H with 14 electrically operated via keycard 8. Runway 12-30 reading devices.

Maintenance Facilities Utilities

The airport’s maintenance equipment and The availability and capacity of the utili- facilities are housed in Building 614, a ties serving the airport are factors in de- converted conventional hangar, as de- termining the development potential of picted on Exhibit 1M. This facility was the airport property, as well as the land recently converted to airport mainte- immediately adjacent to the facility. Of nance operations which were previously primary concern in the inventory investi- housed in Building 207. gation is the availability of water, gas, sewer, and power sources.

Fuel Storage Water and sanitary sewer services are provided to the airport by the City of Sa- All airport fueling storage facilities are lina. Natural gas is provided by Kansas owned and operated by SAA. The fuel fa- Gas Service and electrical service is of- cilities are housed within a 4,600 square- fered by Westar Energy. foot metal and brick structure (Building 305 on Exhibit 1M) located adjacent to the general aviation apron and north of SALINA AIRPORT the SRE building. The fuel storage facility INDUSTRIAL CENTER contained within the structure houses 12 underground storage tanks (UST). Each Airport property holdings can be de- of the USTs has a 25,000 gallon capacity scribed with two distinctions. The major- with ten tanks used for Jet A fuel storage ity of property owned by the airport was and two tanks for 100LL fuel storage. The acquired via federal transaction and con- tanks are equipped with equipment nec- tains FAA obligations. The FAA obligated essary to meet fuel specifications for mili- property is shown on all exhibits with a tary aircraft fueling. dashed magenta line. The SAA does, however, own additional property which The airport also offers self-service 100LL is not federally obligated. These proper- fueling via the self-serve fuel island west

1-29 ties are located in the Airport Industrial examined to derive an understanding of Center. the dynamics of growth within the study area. Socioeconomic information related The Salina Airport Industrial Center is lo- to the approximate airport service area is cated on the east side of the FAA obligat- an important consideration in the master ed airport property line. It is generally, planning process. The primary service but not exactly, bound by airport aviation area for SLN has been and will continue to facilities on the west (FAA obligated be Saline County. There are six counties property line), Waterwell Road to the contiguous to Saline County which func- south, Centennial Road to the east, and I- tion as secondary service areas; however, 135 to the northwest. The Industrial Cen- these communities are relatively distant ter includes property owned by the SAA and are without significant population as well as others that are privately owned. centers such as the City of Salina. As such, Exhibits 1M and 1N depict SAA-owned this study will focus on the socioeconomic property in the Industrial Center with condition of Saline County. blue (leased property) and red (vacant property) shading. The remainder of the The historic trend in elements such as industrial center not shaded is privately population, employment, income, and owned property with industrial, commer- earnings provides insight into the long cial, educational, and military uses. term socioeconomic condition of the re- gion. This information is essential in de- Some of the world-class operations locat- termining aviation service level require- ed at the Salina Airport Industrial Center ments, as well as forecasting aviation de- include: mand elements for airports. Aviation forecasts are typically related to the • Kansas State University – Salina population base, economic strength of the • Salina Area Technical College region, and the ability of the region to • Vortex Valves sustain a strong economic base over an • El Dorado National, Inc. extended period of time. • Geoprobe Systems • Kansas Army National Guard Historical and forecast socioeconomic da- • Power Ad Company ta for Saline County was obtained from Woods & Poole Economics - • Ovation Cabinetry, Inc. Complete Economic and Demographic Data Source, • Federal Express 2012. Woods & Poole utilizes information • Schwan's Global Supply Chain, Inc. from the U.S. Census Bureau as well as • Scientific Engineering other national and state organizations for • Cameron Compression Systems historic data to project future conditions. • Tischlerei - Fine Woodworking The information is presented on Exhibit • Universal Forest Products 1P.

SOCIOECONOMIC CHARACTERISTICS

For an airport planning study, socioeco- nomic characteristics are collected and

1-30 POPULATION HISTORICAL PROJECTED 80 AAGR 1970 1980 1990 2000 2010 2012 AAGR 2017 2020 2025 2030 2035 (2012-35) HISTORICALHISTORICAL PROJECTED 70 LEGEND EMPLOYMENT Total Population Total Employment 21,893 29,652 32,420 39,338 37,806 38,104 1.33% 40,939 42,766 46,036 49,606 53,491 1.26% 60 Total Households Farm 990 1,028 851 835 661 632 -1.06% 584 556 511 468 428 -1.43% 50 Forestry, Fishing, Related Activities And Other 93 84 175 155 155 143 1.03% 146 148 151 155 158 0.37% 40 Mining 87 172 202 212 567 589 4.66% 686 755 888 1,049 1,242 2.80% Utilities 172 212 152 172 139 139 -0.51% 138 138 137 135 133 -0.16% 30

Construction 1,676 1,702 1,739 2,203 1,819 1,764 0.12% 1,896 1,975 2,106 2,232 2,352 1.07% (in thousands) POPULATION 20 Manufacturing 2,404 4,923 5,738 6,890 5,271 5,238 1.87% 5,316 5,359 5,423 5,477 5,521 0.20% 10 Wholesale Trade 1,245 1,755 1,592 1,444 768 703 -1.35% 711 715 721 724 726 0.12% Retail Trade 3,511 4,620 4,922 5,731 4,873 4,921 0.81% 5,209 5,389 5,699 6,022 6,355 0.95% ‘70 ‘80 ‘90 2000 ‘12‘10 2035‘30‘25‘20‘17 Transportation And Warehousing 667 819 584 991 1,544 1,521 1.98% 1,720 1,852 2,095 2,370 2,679 2.12% Information 291 441 507 686 350 353 0.46% 387 408 445 483 522 1.46% INCOME Finance And Insurance 1,053 1,256 1,025 1,303 1,566 1,442 0.75% 1,454 1,456 1,453 1,439 1,415 -0.07% 150 Real Estate And Rental And Lease 573 683 558 774 980 1,080 1.52% 1,175 1,237 1,348 1,470 1,603 1.47% HISTORICAL PROJECTED Professional And Technical Services 673 903 1,121 1,421 1,703 1,754 2.31% 2,008 2,177 2,490 2,845 3,245 2.30% LEGEND 120 Mean Household Management Of Companies And Enterprises 141 190 235 246 631 691 3.86% 851 960 1,166 1,406 1,683 3.35% Personal Income Per Capita Personal Administrative And Waste Services 478 630 717 1,160 1,426 1,607 2.93% 1,869 2,046 2,374 2,749 3,174 2.55% 90 Income Educational Services 227 304 378 529 649 681 2.65% 765 819 916 1,022 1,137 1.92% Health Care And Social Assistance 1,943 2,606 3,235 4,317 4,528 4,548 2.05% 5,078 5,424 6,048 6,735 7,487 1.86% 60 Arts, Entertainment, And Recreation 253 337 392 489 442 436 1.30% 466 485 517 550 582 1.08% Accommodation And Food Services 1,589 2,112 2,454 3,047 2,979 3,145 1.64% 3,333 3,450 3,650 3,860 4,078 0.97% INCOME (in thousands) INCOME 30 Other Services, Except Public Administration 1,211 1,610 2,022 2,304 2,124 2,156 1.38% 2,240 2,291 2,381 2,477 2,580 0.67% Federal Civilian Government 415 377 340 314 280 274 -0.98% 274 273 272 270 268 -0.08%

Federal Military 325 330 343 258 218 210 -1.03% 212 212 213 214 214 0.07% ‘70 ‘80 ‘90 2000 ‘12‘10 2035‘30‘25‘20‘17 State And Local Government 1,876 2,558 3,138 3,857 4,133 4,077 1.87% 4,421 4,641 5,032 5,454 5,909 1.38% POPULATION SPENDING Total Population 46,665 49,026 49,413 53,659 55,733 56,011 0.44% 56,853 57,406 58,352 59,281 60,181 0.27% 60 Median age 26.59 29.62 33.53 36.14 37.82 37.62 0.83% 37.6 38.03 38.45 39.17 38.5 0.09% HISTORICAL PROJECTED Total Households 15,115 18,689 19,866 21,466 22,469 22,752 0.98% 23,525 23,816 24,093 24,229 24,305 0.24% 50 Persons per Household 3 2.56 2.44 2.43 2.41 2.39 -0.54% 2.35 2.34 2.35 2.37 2.39 0.00% 40 INCOME & SPENDING 30 Per Capita Personal Income (2005 dollars) $15,326 $22,106 $26,972 $32,630 $34,605 $36,169 2.07% $38,968 $41,337 $45,913 $51,270 $57,447 1.73% Mean Household Personal Income (2005 dollars) $46,277 $56,934 $66,176 $79,812 $84,028 $87,116 1.52% $92,011 $97,272 $108,415 $122,141 $138,317 1.73% 20 Total Earnings (millions of 2005 dollars) $603.20 $890.89 $1,075.50 $1,498.38 $1,461.71 $1,559.86 2.29% $1,762.96 $1,898.42 $2,149.92 $2,437.57 $2,766.53 2.14% RETAIL SALES (in Millions) RETAIL LEGEND Gross Regional Product (millions of 2005 dollars) $876.47 $1,369.07 $1,670.53 $2,231.70 $2,194.02 $2,253.48 2.27% $2,543.39 $2,736.73 $3,095.71 $3,506.30 $3,975.91 2.13% 10 Total Retail Sales per Household Total Retails Sales (millions of 2005 dollars) $474.63 $624.94 $652.74 $905.05 $856.57 $905.93 1.55% $956.04 $988.89 $1,048.46 $1,114.44 $1,187.25 1.01%

Total Retail Sales per Household $31,401 $33,439 $32,857 $42,162 $38,122 $39,818 0.57% $40,639 $41,522 $43,517 $45,996 $48,848 0.76% (millions of 2005 dollars) ‘70 ‘80 ‘90 2000 ‘10‘12 2035‘30‘25‘20‘17 Exhibit 1P Socioeconomic Data for Saline County Source: Woods & Poole Complete Economic and Demographic Data Source (CEDDS) 2012 AREA ZONING creation of antenna farm areas. It also establishes methods of identifying surfac- FEDERAL LEGISLATION es that must be free from penetration by AND REGULATIONS obstructions, including buildings, cranes, cell towers, etc., in the vicinity of an air- There are numerous federal laws and port. This regulation is predominately regulations related to airport land use concerned with airspace related issues. compatibility. Airports that accept feder- Implementation and enforcement of the al development grants are required to elements contained in this regulation are make every reasonable effort to comply a cooperative effort between the FAA and with the laws and regulations. The fol- the individual state aviation agencies or lowing is a summary of the federal laws the airports themselves. and regulations related to land use com- patibility surrounding airports. The imaginary surfaces defined in FAR Part 77 include the Primary Surface, Transitional Surface, Approach Surface, Airport and Airway Improvement Act Horizontal Surface, and the Conical Sur- of 1982 - United States Code (USC), face. Exhibit 1Q depicts a model example Title 49 of the application of the FAR Part 77 sur- faces. Upon acceptance of Federal funds, this Act obligates the airport owners to oper- ate and maintain the airport and comply Airport Noise Compatibility Planning – with specific assurances, including Title 14 CFR Part 150 maintenance of compatible land uses around airports. The implementation of Noise, by definition, is sound that is loud, this Act is handled through stipulations unpleasant, unexpected, or undesired. outlined in the grant documents signed by The sound produced by aircraft becomes airport owners when they accept federal noise when it disturbs people. The best funds for a project. way to minimize the adverse impact of noise is to separate people from that noise. This set of federal regulations es- Objects Affecting Navigable Airspace – tablishes the Yearly Day-Night Average Federal Code of Federal Regulations Sound Level (DNL) as the metric for (CFR) Title 14, Part 77 measuring noise impacts. DNL represents the average noise received at a given loca- This federal regulation establishes stand- tion during the time measured. ards for determining obstructions in nav- igable airspace. It sets forth requirements Exhibit 1R lists land uses and the DNL for construction and alteration of struc- level at which those uses are compatible. tures (i.e., buildings, towers, etc.). It also Below the 65 DNL level, all land uses are provides for studies of obstructions to de- normally compatible. Above 65 DNL level, termine their effect on the safe and effi- residences and places of public assembly cient use of airspace, as well as providing are not compatible unless sound level re- for public hearings regarding these ob- duction paraphernalia are installed. structions, along with provisions for the

1-31 Airport Land Use Compatibility Airport Design - Advisory Circular (AC) Planning – FAA Advisory Circular (AC) 150/5300-13A 150/5060-6 This document provides the basic stand- This document guides the development of ards and recommendations for airport a compatibility plan to ensure the envi- design. Topics include various runway rons surrounding an airport are not de- and taxiway safety areas, the runway pro- veloped in a manner that could pose a tection zones, threshold siting surfaces, risk to the airport’s operations. This doc- runway length, and facility separation ument specifically looks at land use and standards. noise issues.

Grant Assurances Airport Master Plans – FAA Advisory Circular (AC) 150/5070-6A Pursuant to the provisions of Title 49, U.S.C., subtitle VII, as amended, assuranc- This document guides the development of es are required to be submitted as part of airport master plans. The guiding princi- a project application by sponsors request- ple of the airport planning process is to ing funds. Upon acceptance of the grant develop a safe and efficient airport offer by the sponsor, these assurances are through the use of acceptable standards. incorporated in, and become part of, the While there are many steps in the plan- grant agreement. There are 39 grant as- ning process, none of these steps should surances, several of which address airport be treated in a piecemeal manner. The planning. The following are the primary airside and landside issues must be equal- land use compatibility grant assurances: ly evaluated to create a plan that provides for compatible airport and community • Grant Assurance 21 requires, in part, development where possible. that the sponsor:

“…take appropriate action, to the ex- A Model Zoning Ordinance to Limit tent reasonable, including the adop- Height of Objects Around Airports tion of zoning laws, to restrict the use FAA Advisory Circular (AC) of land adjacent to or in the immediate 150/5190-4A vicinity of the airport to activities and purposes compatible with normal air- This advisory circular concerns itself with port operations, including landing and developing zoning ordinances to control takeoff of aircraft.” the height of objects. It is based upon the surfaces described in Subpart C of FAR • Grant Assurance 20 relates to an air- Part 77, Objects Affecting Navigable Air- port sponsor’s obligation for hazard space. This document provides sample removal and mitigation to address po- language and model ordinances for use by tential obstructions to the airspace local airports. around the airport. Grant Assurance 20 states that the airport sponsor will:

“…take appropriate action to assure that such terminal airspace as is re-

1-32 A - UTILITY RUNWAYS B - RUNWAYS LARGER THAN UTILITY C- VISIBILITY MINIMUMS GREATER THAN 3/4 MILE D - VISIBILITY MINIMUMS AS LOW AS 3/4 MILE * - PRECISION INSTRUMENT APPROACH SLOPE IS 50:1 FOR INNER 10,000’ AND 40:1 FOR AN ADDITIONAL 40,000’

Exhibit 1Q : 14 CFR Part 77, Section 77.25, Civil Airport Imaginary Surfaces. Source FAR Part 77 Surface Model Yearly Day-Night Average Sound Level (DNL) in Decibels LAND USE Below Over 65 65-70 70-75 75-80 80-85 85 RESIDENTIAL Residential, other than mobile 1 1 homes and transient lodgings YNN NNN Mobile home parks YNNNNN Transient lodgings YN1 N1 N1 NN

PUBLIC USE SchoolsSh l YN1 N1 NNN Hospitals and nursing homes Y2530NNN Churches, auditoriums, and concert halls Y2530NNN Government services Y Y 25 30 N N Transportation YYY2 Y 3 Y 4 Y 4 Parking YYY2 Y 3 Y 4 N

COMMERCIAL USE Offices,Offi business and b professional i df Y Y 25 30 N N Wholesale and retail-building materials, 2 3 4 hardware and farm equipment YYYY Y N Retail trade-general Y Y 25 30 N N Utilities YYY2 Y 3 Y 4 N Communication Y Y 25 30 N N

MANUFACTURING AND PRODUCTION 2 3 4 Manufacturing,M f t i generall YYYY Y N Photographic and optical Y Y 25 30 N N Agriculture (except livestock) and forestry YY6 Y 7 Y 8 Y 8 Y 8 Livestock farming and breeding YY6 Y 7 NNN Mining and fishing, resource production and extraction YYYYYY

RECREATIONAL OutdoorOtd sports t arenas and spectator sports YY5 Y 5 NNN Outdoor music shells, amphitheaters YNNNNN Nature exhibits and zoos YYNNNN Amusements, parks, resorts, and camps YYYNNN Golf courses, riding stables, and water recreation Y Y 25 30 N N

The designations contained in this table do not constitute a federal determination that any use of land covered by the program is acceptable under federal, state, or local law. The responsibility for determining the acceptable and permissible land uses and the relationship between specific properties and specific noise contours rests with the local authorities. FAA determinations underart P 150 are not intended to substitute federally-determined land uses for those determined to be appropriate by local authorities in response to locally-determined needs and values in achieving noise compatible land uses. See other side for notes and key to table.

Exhibit 1R Land Use Compatibility Guidelines KEY

Y (Yes) Land Use and related structures compatible without restrictions.

N (No) Land Use and related structures are not compatible and should be prohibited.

NLR Noise Level Reduction (outdoor-to-indoor) to be achieved through incorporation of noise attenuation into the design and construction of the structure.

25, 30, 35 Land Use and related structures generally compatible; measures to achieve NLR of 25, 30, or 35 dB must be incorporated into design and construction of structure.

NOTES

1 Where the community determines that residential or school uses must be allowed, measures to achieve outdoor-to-indoor Noise Level Reduction (NLR) of at least 25 dB and 30 dB, respectively, should be incorporated into building codes and be considered in individual approvals. Normal residential construction can be expected to provide an NLR of 20 dB; thus, the reduction requirements are often stated as 5, 10, or 15 dB over standard construction and normally assume mechanical ventilation and closed windows year round. However, the use of NLR criteria will not eliminate outdoor noise problems.

2 Measures to achieve NLR of 25 dB must be incorporated into the design and construction of portions of these buildings where the public is received, office areas, noise-sensitive areas, or where the normal noise level is low.

3 Measures to achieve NLR of 30 dB must be incorporated into the design and construction of portions of these buildings where the public is received, office areas, noise-sensitive areas, or where the normal noise level is low.

4 Measures to achieve NLR of 35 dB must be incorporated into the design and construction of portions of these buildings where the public is received, office areas, noise-sensitive areas, or where the normal noise level is low.

5 Land use compatible provided special sound reinforcement systems are installed.

6 Residential buildings require an NLR of 25.

7 Residential buildings require an NLR of 30.

8 Residential buildings not permitted.

Source: 14 CFR Part 150, Appendix A, Table 1.

Exhibit 1R Land Use Compatibility Guidelines (continued) quired to protect instrument and vis- lowed to grow: provided, that the govern- ual operations to the airport (includ- ing body of any political subdivision within ing established minimum flight alti- the boundaries of which, or within five (5) tudes) will be adequately cleared and miles of the territorial limits of which is protected by removing, lowering, re- located a privately owned airport which locating, marking, or lighting or oth- uses its facilities to provide a service to the erwise mitigating existing airport haz- public, may exercise zoning powers grant- ards and by preventing the establish- ed herein if in the opinion of said governing ment or creation of future airport haz- body such action is necessary to protect the ards.” public interests in the services afforded by said privately owned airport.” In addition to appropriate land use zon- ing, communities are responsible for pro- In order to implement airport hazard zon- tecting airports from obstruction to the ing, the statute first requires the for- airspace. Most communities develop mation of an Airport Zoning Commission. height and hazard regulations surround- As noted in the statute, “Prior to the initial ing airports. zoning of any airport hazard area under this act, the political subdivision or subdi- visions which are to adopt the regulations STATE OF KANSAS AIRPORT shall appoint a commission, to be known as ZONING ACT the airport zoning commission, to recom- mend the boundaries of the various zones According to Article 3 of Section 7 in the to be established and the regulations to be Kansas Statutes, an airport proprietor has adopted therefore.” the right to enact and engage airport haz- ard zoning and is referred to as the Air- The City of Salina has established an Air- port Zoning Act. As stated in Article 3 port Zoning Commission. According to Section 7 paragraph 3-703: the Salina Code, Codified up to Ordinance No. 12-10667 – December 26, 2012, “The “In order to prevent the creation or estab- airport zoning commission shall consist of lishment of airport hazards, any political all of the members of the city planning subdivision or subdivisions owning, con- commission as created in accordance with trolling, or operating an airport, or those article II of chapter 29; and that appoint- within or partly within fifty thousand ment by the board of commissioners to the (50,000) feet of a military airfield control city planning commission shall automati- tower, may adopt, administer, and enforce, cally constitute appointment to the airport in the manner and upon the conditions zoning commission for the same term as hereinafter prescribed, airport zoning reg- provided for in article II of chapter 29.” In ulations for such airport hazard area, keeping with its powers, the Salina Air- whether such hazard area is located within port Zoning Commission has adopted a or without the territorial limits of such Height and Hazard Zoning Ordinance that subdivision, which regulations may divide is depicted on Exhibit 1S. such area into zones, and, within such zones, specify the land uses permitted and Saline County has also adopted the Height regulate and restrict the height to which and Hazard Zoning Ordinance that is de- structures and trees may be erected or al- picted on Exhibit 1S.

1-33 LOCAL ORDINANCES tial environmental sensitivities or re- sources that might affect future im- The City of Salina and Saline County have provements at the airport. The infor- adopted zoning for all airport owned mation contained in this section was ob- property and private property surround- tained from internet resources, agency ing the airport. The City of Salina zoning maps, and existing literature. map is depicted on Exhibit 1T. As de- picted, the airport’s airfield system is Research was done for each of the 18 en- zoned as A-1 for agricultural uses. Most vironmental impact categories described of the remainder of zoning falls within within the FAA’s Order 1050.1E Environ- three categories of industrial uses (indus- mental Impacts: Policies and Procedures. trial, light industrial, and heavy industri- It was determined that the following re- al). Kansas State University property is sources are not present with the airport categorized as U zoning. The zoning does environs or cannot be inventoried: include a small area identified for multi- family residential identified on the exhibit • Resources Not Present: as R-3. One small section is zoned as PC-5 o Coastal Resources (Coastal Barri- to allow for planned commercial district ers and Coastal Zones) – the Air- uses. port is inland and not subject to any coastal restrictions. To the east of Centennial Road and west o Wild and Scenic Rivers – The near- of I-35, an array of zoning district desig- est Wild and Scenic River segment nations exist, including planned develop- to the Airport is a segment of the ment, residential, manufactured home Niobrara River, located approxi- park, agricultural, and industrial. It is im- mately 346 miles north of the Air- portant to provide a “buffer” between port in Nebraska. aviation uses and possible incompatible • Resources that are not inventoried but land uses. At Salina Regional Airport, this will be discussed in the Environmental “buffer” is provided, as mainly industrial Overview of this Master Plan: development separates residential- o Construction Impacts related development from aviation activi- o Natural Resources and Energy ties farther west. Supply

o Noise In addition, the City of Salina and Saline o Secondary/Induced Impacts County zoning ordinances require a con- ditional use permit for all construction The following sections provide a discus- and development within the sections sion of the remaining resource categories. identified on Exhibit 1U.

AIR QUALITY ENVIRONMENTAL INVENTORY The U.S. Environmental Protection Agen- A review of the potential environmental cy (EPA) has adopted air quality stand- impacts associated with proposed airport ards that specify the maximum permissi- projects is an essential consideration in ble short-term and long-term concentra- the Airport Master Plan process. The in- tions of various air contaminants. The tent of this inventory is to identify poten- National Ambient Air Quality Standards 1-34 Exhibit 1S RUNWAY SURFACE(S) RUNWAY FAR 77 Height and Hazard 77 Height FAR GROUND CONTOUR FAR PART 77 PART FAR LEGEND

SURFACE SLOPE (20,000’ RADIUS) AIRPORT ZONING ORDINANCES/STATUTES AIRPORT ZONING FAA Obligated Property Obligated Line FAA Easements SurfacesRunway - Existing Radius Construction Notification Area 1:100 Surface - 20,000’ for Permit Use Conditional a Saline County Requires Construction or Development NOTIFICATION NOTIFICATION NOT REQUIRED NOT APPENDIX A - ZONING AND MASTER PLAN RESOLUTION AND MASTER APPENDIX A - ZONING

IMAGINARY 1:100“NOTICE”

SECTION 77.13(A)(2) - NOTICE REQUIREMENT RELATED TO AIRPORTS TO REQUIREMENT RELATED - NOTICE SECTION 77.13(A)(2) 200’ THE CITY OF SALINA ADOPTED THE SALINA MUNICIPAL AIRPORT ZONING ORDINANCE AIRPORT ZONING THE SALINA MUNICIPAL THE CITY OF SALINA ADOPTED THE WHILE SALINE COUNTY ALSO ADOPTED 1, 9-21-92), 92-9534, SECT. NO. (ORD. 1, NO. ORDINANCE (AMENDMENT PLAN RESOLUTION AND MASTER APPENDIX A-ZONING THE AND RESTRICT REGULATE TO 77 1254-4, 9-14-93) BASED UPON FAR 12-10-91, RES. NO. TO HEIGHT OF STRUCTURES, GROWTH, OBSTRUCTIONS, AND OBJECTS OF NATURAL THE LAND USES REGULATE TO AND -FLIGHT OF AIRCRAFT, THE RIGHT-OF ASSURE AIRPORT. THE SALINA MUNICIPAL VICINITY OF THE AND IN TO ADJACENT THE FOLLOWING SECTIONS ARE WITHIN THE FLIGHT PATH OF THE SALINA AIRPORT AND ALL OF THE FLIGHT PATH WITHIN SECTIONS ARE THE FOLLOWING USE: SECTIONS CONDITIONAL 21, 22, 28, TO IS SUBJECT CONSTRUCTION AND DEVELOPMENT 15 TOWNSHIP WEST AND SECTIONS 2, 3, 4, 5 AND 10, 14 SOUTH, RANGE 3 TOWNSHIP 29, 32, WEST. SOUTH, RANGE 3 WHERE AMBIGUITY SAID USES EXISTS, OR AUTHORIZED WHERE A USE OR BUILDING IS NOT WITH USE PERMIT IN ACCORDANCE CONDITIONAL BY BE AUTHORIZED OR BUILDING MAY 1254-17, 1254-6, 2-14-95; AMEND. 1, 12-10-91; RES. NO. NO. SECTION 13.05 [13.06]. (AMEND. 1254-19, 11-28-00) 6-20-00; AMEND. SUBPART B - NOTICE OF CONSTRUCTION OR ALTERATION B - NOTICE SUBPART PROPOSED CONSTRUCTION IS REQUIRED FOR ANY OR SECTION - A NOTICE 77.13(A)(2) SURFACE THE IMAGINARY THAN HEIGHT WOULD BE OF GREATER THE ALTERATION SLOPE-- THE FOLLOWING AT AND UPWARD EXTENDING OUTWARD THE NEAREST POINT OF OF 20,000 FEET FROM DISTANCE 1 FROM A HORIZONTAL TO (1) 100 THAN 3,200 MORE LEAST ONE RUNWAY WITH AT AIRPORT OF EACH THE NEAREST RUNWAY LENGTH FEET IN ACTUAL (FAA) ADMINISTRATION THE FEDERAL AVIATION TO IS PROVIDED OFFICIAL NOTIFICATION OF PROPOSED FORM 7460-1, NOTICE AND SUBMITTING COMPLETING BY FAA CONSTRUCTION OR ALTERATION. REQUIRED NOTIFICATION

1:100 SURFACE (20,000’ RADIUS)

1:100 SURFACE (20,000’ RADIUS) 1:100 SURFACE (20,000’ RADIUS) (20,000’ SURFACE 1:100

1:100 SURFACE (20,000’ RADIUS) Aerial Courtesy of Google MapsAerial

Township 14 South Township 14 South Range 3 West Range 3 West Section 21 Section 22

Township 14 South Township 14 South Range 3 West Range 3 West Section 29 Section 28

Township 14 South Range 3 West Section 32

Township 15 South Township 15 South Township 15 South Township 15 South Range 3 West Range 3 West Range 3 West Range 3 West Section 5 Section 4 Section 3 Section 2

Tow nship 15 South Range 3 West LEGEND Section 10

Township/Range Sections Sections w/in Flightpath ¯ Township & Range Division 0 1,500 3,000 Feet 1" = 3,000ft. Exhibit 1U Sections Requiring Saline County Conditional Use Permits for Structures and Development (NAAQS) consist of primary and second- with areas of commercial/industrial de- ary standards for six criteria pollutants velopment; south – agricultural/open which include: Ozone (O3), Carbon Mon- space and rural residential; east – com- oxide (CO), Sulfur Dioxide (SO2), Nitrogen mercial/industrial and residential; west – Oxide (NO), Particulate matter (PM10 and agricultural/open space and rural resi- PM2.5), and Lead (Pb). Various levels of dential. review apply within both NEPA and per- mitting requirements. Potentially signifi- The City of Salina City Commission adopt- cant air quality impacts, associated with ed the Salina Kansas Comprehensive Plan an FAA project or action, would be – 2010 on September 20, 2010 to serve as demonstrated by the project or action ex- the community’s core planning document ceeding one or more of the NAAQS for any for future growth. The Future Land Use of the time periods analyzed. Map from this document, depicted on Ex- hibit 1V, identifies the Airport as a pub- According to the Environmental Protec- lic/semi-public land use with plans for tion Agency’s (EPA) Greenbook, a part of land to the northwest, west, south, and Saline County is a non-attainment area for east surrounding the Airport to be devel- the 2008 lead standard. The portion of oped as an employment area. Land north Saline County that is in non-attainment and northeast of the Airport is planned for the 2008 lead standard is bounded by for conservation and suburban land uses. Schilling Road on the north, ¼-mile west of S. Ohio Street on the east, Water Well Additionally, the 2008 Updated Compre- Road on the south, and 9th Street on the hensive Plan for Saline County identifies west. The Airport is located approximate- the areas located to the north, south, and ly 1.5 miles west of this non-attainment west of the airport as Urban Service Area. area boundary. Saline County is an at- These areas are within the land use plan- tainment area for all other criteria pollu- ning jurisdiction of the county, rather tants. than the City of Salina. The Updated Comprehensive Plan for Saline County defines the Urban Service Area as an area COMPATIBLE LAND USE of mutual interest identified for immedi- ate urban growth around the City of Sa- The compatibility of existing and planned lina. The type of development discussed land uses in the vicinity of an airport is for the Urban Service Area includes resi- generally associated with the extent of the dential development dependent on the airport’s noise impacts. Typically, signifi- availability of centralized water and cant impacts occur if noise-sensitive land wastewater systems and non-residential uses are located within the 65 DNL noise development limited to circumstances contour, based upon the FAA’s Integrated under which the City of Salina would an- Noise Model (INM). Noise contours will nex the subject property. Based on the be developed and discussed in the Envi- policies outlined in the Plan all potential ronmental Overview of this Master Plan. development within the Urban Service Area would need to be coordinated Existing land uses surrounding the Air- through the City of Salina. port are as follows: northwest – primarily agricultural/open space and rural resi- Compatible land use also addresses near- dential; northeast – primarily residential by features that could pose a threat to

1-35 safe aircraft operations by attracting vation of farmland, to consider appropri- wildlife (e.g., landfills and ponds). The ate alternative actions which could lessen nearest landfill to the Airport is the City adverse effects, and to assure that such Landfill approximately three miles to the federal programs are, to the extent practi- southwest. The nearest pond is a five- cable, compatible with state or local gov- acre pond located approximately 1,400 ernment programs and policies to protect feet to the west of the Runway 36 touch- farmland. The FPPA guidelines developed down markings. by the U.S. Department of Agriculture (USDA) apply to farmland classified as prime or unique, or of state or local im- DEPARTMENT OF TRANSPORTATION portance as determined by the appropri- ACT: SECTION 4(f) ate government agency, with concurrence by the Secretary of Agriculture. Section 4(f) of the DOT Act, which was recodified and renumbered as Section Information obtained from the Natural 303(c) of 49 USC, provides that the Secre- Resource Conservation Service’s (NRCS) tary of Transportation will not approve Web Soil Survey indicates that the majori- any program or project that requires the ty of soil on Airport property and imme- use of any publicly owned land from a his- diately surrounding the Airport is consid- toric site, public parks, recreation areas, ered prime farmland or farmland of or waterfowl and wildlife refuges of na- statewide importance. If the Master Plan tional, state, regional, or local importance proposes projects that will convert farm- unless there is no feasible and prudent land to non-farm uses, a Form AD 1006 alternative to the use of such land, and the Farmland Conversion Impact Rating will project includes all possible planning to need to be completed to measure the se- minimize harm resulting from the use. verity of impact on farmlands. The com- pletion of this form will need to be coor- The City of Salina has several parks and dinated with the USDA National Re- recreation sites, as depicted on Exhibit sources Conservation Service (NRCS). 1W. The public park nearest the Airport is Schilling Park, located approximately ¾-mile to the east. The nearest historic FISH, WILDLIFE, AND PLANTS site listed on the National Register of His- toric Places (NRHP) is the John H. Pres- A number of regulations have been estab- cott House, located at 211 W Prescott Av- lished to ensure that projects do not nega- enue, approximately 2.5 miles northeast tively impact protected plants, animals, or of the Airport. There are no State or Na- their designated habitat. Section 7 of the tional recreation areas/parks within a Endangered Species Act (ESA), as amend- five-mile radius of the Airport. ed, applies to federal agency actions and sets forth requirements for consultation to determine if the proposed action may FARMLAND affect a federally endangered or threat- ened species. The Sikes Act and various Under the Farmland Protection Policy Act amendments authorize states to prepare (FPPA), federal agencies are directed to statewide wildlife conservation plans for identify and take into account the adverse resources under their jurisdiction. effects of federal programs on the preser-

1-36 Not to Scale

Exhibit 1V Future Land Use Map Source: Salina Kansas Comprehensive Plan – 2010 Not to Scale

Exhibit 1W Parks Map Source: Salina Kansas Comprehensive Plan – 2010 According to the U.S. Fish and Wildlife in Table 1D. Since habitat for this spe- Service’s (USFWS) Information, Planning, cies, including ponds, wetlands, and agri- and Conservation System (IPaC) web tool, cultural fields, do occur in the vicinity of there is one federally listed species that the Airport, further field investigations has potential habitat in Saline County: the may be necessary prior to construction whooping crane. A description of the activities at the Airport. habitat of the whooping crane is provided

TABLE 1D Threatened or Endangered Species in Saline County, Kansas Common Name Species Federal Status Habitat Wetland habitats including coastal marshes and estuaries, Whooping Crane Grus americana Endangered inland marshes, lakes, ponds, wet meadows and rivers, and agricultural fields. Source: U.S. Fish and Wildlife Service, http://ecos.fws.gov/ipac/wizard/trustResourceList!prepare.action.

FLOODPLAINS HAZARDOUS MATERIALS, POLLUTION PREVENTION AND SOLID WASTE Executive Order 11988 directs federal agencies to take action to reduce the risk Federal, state, and local laws regulate of flood loss, minimize the impact of hazardous materials use, storage, floods on human safety, health, and wel- transport, and disposal. These laws may fare, and restore and preserve the natural extend to past and future landowners of and beneficial values served by the flood- properties containing these materials. In plains. addition, disrupting sites containing haz- ardous materials or contaminates may A review of Federal Emergency Manage- cause significant impacts to soil, surface ment Agency (FEMA) floodplain infor- water, groundwater, air quality, and the mation indicates that portions of the Air- organisms using these resources. port are located within the 100-year floodplain. The location of the floodplain The EPA’s EJView and MyWATERS Mapper is depicted on Exhibit 1X. web tools were consulted regarding the presence of impaired waters or regulated The City of Salina Building Services and hazardous sites. According to these Planning Divisions are responsible for en- sources, Dry Creek (EPA Water ID# KS- forcing local floodplain regulations. If SS-10-640_29), located approximately projects proposed in this Master Plan one mile east of the Airport, is impaired. should occur in the 100-year floodplain, a Copper and phosphorus are listed as the building permit for construction within causes of impairment. Several businesses the floodplain will need to be acquired on and near the Airport, primarily on the from the City of Salina. east side, report to the EPA regarding handling of hazardous waste.

1-37 According to EJView, there are no Super- gious Freedom Act of 1978 also protect fund sites within a five-mile radius of the historical, architectural, archaeological, Airport; however, extensive groundwater and cultural resources. Impacts may oc- contamination has occurred as a result of cur when a proposed project causes an the military’s operation of the Former adverse effect on a property which has Schilling Air Force Base (now Salina Re- been identified (or is unearthed during gional Airport), which was closed in 1965. construction) as having historical, archi- The source of contamination on the Air- tectural, archaeological, or cultural signif- port includes 107 underground fuel stor- icance. In Kansas, the State Historic age tanks left behind by the military after Preservation Officer has oversight of Kan- Schilling Air Force Base (AFB) was closed. sas laws and regulations regarding histor- These underground storage tanks ulti- ical, architectural, archeological and cul- mately leaked jet fuel, contaminating the tural resource laws and regulations. soil and groundwater. The underground storage tanks have since been removed A review of the National Register of His- by the Army Corps of Engineers; however, toric Places (NRHP) indicates that the remediation of groundwater contamina- nearest site listed on the NRHP is the John tion is still in the beginning stages. In De- H. Prescott House, located at 211 W. Pres- cember 2012, it was announced that an cott Avenue, approximately 2.5 miles agreement had been reached between the northeast of the Airport. Salina Public Entities (made up of the City of Salina, Salina Airport Authority, USD 305, and Kansas State University) and the LIGHT EMISSIONS AND United States on the first steps towards a VISUAL IMPACTS comprehensive environmental cleanup of the Former Schilling AFB in accordance Airport lighting is characterized as either with the provisions of the Comprehensive airfield lighting (i.e., runway, taxiway, ap- Environmental Response, Compensation proach and landing lights) or landside and Liability Act (CERCLA). lighting (i.e., security lights, building inte- rior lighting, parking lights, and signage). Generally, airport lighting does not result HISTORICAL, ARCHITECTURAL, in significant impacts unless a high inten- ARCHAEOLOGICAL, AND CULTURAL sity strobe light, such as a MALSR or RESOURCES Runway End Identifier Lighting (REIL), would produce glare on any adjoining Determination of a project’s environmen- site, particularly residential uses. The ex- tal impact to historic and cultural re- isting light features of the Airport were sources is made under guidance in the described in detail previously in this National Historic Preservation Act (NHPA) chapter. of 1966, as amended, the Archaeological and Historic Preservation Act (AHPA) of 1974, the Archaeological Resources Pro- ENVIRONMENTAL JUSTICE tection Act (ARPA), and the Native Ameri- can Graves Protection and Repatriation Environmental justice can be defined as Act (NAGPRA) of 1990. In addition, the insuring that an action does not unfairly Antiquities Act of 1906, the Historic Sites impact a minority race or families living Act of 1935, and the American Indian Reli- under the poverty level. The EPA’s EJview

1-38 0 3,000

SCALE IN FEET

FAA OBLIGATED WETLANDS FLOODPLAIN PROPERTY LINE

Wetlands Exhibit 1X Floodplain Floodplain and Wetlands Source: FEMA Flood Insurance Rate Map 2003190015B; USFWS National Wetlands Inventory Data based on May1985 imagery and may not reflect current conditions. web tool was consulted regarding the WETLANDS presence of environmental justice areas within the Airport environs. According to The U.S. Army Corps of Engineers regu- the tool, the U.S. Census blockgroup that lates the discharge of dredged and/or fill contains the Airport has a minority popu- material into waters of the United States, lation of 25 percent and 19 percent of the including adjacent wetlands, under Sec- population lives below the poverty level. tion 404 of the Clean Water Act. Wetlands are defined in Executive Order 11990, Protection of Wetlands, as “those areas WATER QUALITY that are inundated by surface or ground- water with a frequency sufficient to sup- The Clean Water Act provides the authori- port and under normal circumstances ty to establish water quality standards, does or would support a prevalence of control discharges, develop waste treat- vegetation or aquatic life that requires ment management plans and practices, saturated or seasonably saturated soil prevent or minimize the loss of wetlands, conditions for growth and reproduction.” and regulate other issues concerning wa- Wetlands can include swamps, marshes, ter quality. Water quality concerns relat- bogs, sloughs, potholes, wet meadows, ed to airport development most often re- river overflows, mud flats, natural ponds, late to the potential for surface runoff and estuarine areas, tidal overflows, and shal- soil erosion, as well as the storage and low lakes and ponds with emergent vege- handling of fuel, petroleum products, sol- tation. Wetlands exhibit three character- vents, etc. Additionally, Congress has istics: the soil is inundated or saturated to mandated (under the Clean Water Act) the surface at some time during the grow- the National Pollutant Discharge Elimina- ing season (hydrology), has a population tion System (NPDES). This program ad- of plants able to tolerate various degrees dresses non-agricultural storm water dis- of flooding or frequent saturation (hydro- charges. Through the use of NPDES per- phytes), and soils that are saturated mits, certain procedures are required to enough to develop anaerobic conditions prevent contamination of water bodies during the growing season (hydric). from storm water runoff. The EPA can delegate this permit authority to individ- A review of the U.S. Fish and Wildlife Ser- ual states. The Kansas Department of vice National Wetland Inventory (NWI) Health and Environment administers the maps indicates the presence of several NPDES program. Development at the small areas of potential freshwater emer- Airport may be subject to permitting re- gent wetlands and freshwater ponds on quirements. or in the vicinity of Airport property, as depicted on Exhibit 1X. The NWI wet- According to a 2010 EPA water body re- lands depicted on Airport property are port, Dry Creek (EPA Water ID# KS-SS- based on analysis of aerial imagery dated 10-640_29), located approximately one May 1985, and may not reflect existing mile east of the Airport, is listed as an im- conditions. Further analysis would be paired waterway. The causes of impair- needed to determine if the wetlands are ment listed include copper and phospho- considered jurisdictional by the U.S. Army rus. Corps of Engineers. Additionally, a re- view of the NRCS soil survey for the area including the Airport indicates that a ma-

1-39 jority of the soils on Airport property are A number of internet websites were also classified as partially hydric, which indi- used to collect information for the inven- cates the potential for wetlands within tory chapter. These include the following: the Airport area. Salina Airport Authority http://salinaairport.com/ DOCUMENT SOURCES KDOT-Aviation Division http://www.ksdot.org/divaviation/defau A variety of sources were used during the lt.asp inventory process. The following listing

reflects a partial compilation of these Kansas Guard sources. In addition, considerable infor- http://www.kansastag.gov/gpjtc_default. mation was provided directly to the con- asp sultant by Salina Regional Airport. http://www.kansastag.gov/rti_default.as p Airport/Facility Directory NorthCentral http://www.184iw.ang.af.mil/units/inde U.S., U.S. Department of Transportation, x.asp Federal Aviation Administration, National Aeronautical Charting Office. Effective KSU-Salina November 15, 2012 – January 10, 2013 http://salina.k-state.edu/

Wichita Sectional Aeronautical Chart, U.S. U.S. Census Bureau Department of Transportation, Federal http://www.census.gov Aviation Administration, National Aero- nautical Charting Office. Effective No- U.S. Bureau of Labor Statistics vember 15, 2012 http://www.bls.gov

U.S. Terminal Procedures, North Central FAA 5010 Data: U.S., U.S. Department of Transportation, http://www.airnav.com Federal Aviation Administration, National http://www.gcr1.com/5010Web Aeronautical Charting Office. Effective December 13, 2012. City of Salina http://www.ci.salina.ks.us/ National Plan of Integrated Airport Sys- tems (NPIAS), U.S. Department of Trans- Saline County portation, Federal Aviation Administra- http://www.saline.org/ tion, 2013-2017.

General Aviation Airports: A National Asset U.S. Department of Transportation, Fed- eral Aviation Administration, May 2012.

Salina Regional Airport Layout Plan Up- date – Final Report, February 2011. Pre- pared by BWR.

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