Working Paper #2 Inventory May 2017

Airport Master Plan Update Table of Contents

Contents 2. Existing Conditions Inventory ...... 2-1 2.1. Local Setting ...... 2-1 2.1.1. Socioeconomic Trends ...... 2-1 2.2. Airport Role ...... 2-5 2.2.1. National Plan of Integrated Airport Systems (NPIAS) ...... 2-5 2.2.2. California Aviation System Plan (CASP) ...... 2-6 2.2.3. Regional Role ...... 2-7 2.3. Airlines ...... 2-17 2.4. Airport Property ...... 2-20 2.5. Airfield Facilities ...... 2-24 2.5.1. Runways ...... 2-24 2.5.2. Meteorological Conditions and Crosswind Coverage ...... 2-29 2.5.3. Navigational Aids (NAVAIDs) ...... 2-31 2.5.4. Taxiways ...... 2-32 2.5.5. Airfield Pavement Condition ...... 2-34 2.6. Airspace and Approach Capability ...... 2-39 2.6.1. Airspace ...... 2-39 2.6.2. Aeronautical Charts ...... 2-40 2.6.3. Airport Traffic Control (ATC)...... 2-42 2.6.4. Procedures and Instrument Approaches ...... 2-42 2.7. Passenger Terminal Building ...... 2-46 2.7.1. Terminal Development History ...... 2-46 2.7.2. Airline Ticketing Lobby ...... 2-48 2.7.3. Central Lobby ...... 2-48 2.7.4. Baggage Claim ...... 2-48 2.7.5. Passenger Security ...... 2-49 2.7.6. Gates and Air Carrier Hold Rooms ...... 2-49 2.7.7. Concessions ...... 2-50 2.7.8. Rental Car Counters ...... 2-51 2.7.9. Federal Inspection Service ...... 2-51 2.7.10. Terminal Building Space Allocation ...... 2-51

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2.7.11. Mechanical HVAC Inventory ...... 2-55 2.7.12. Electrical System Inventory ...... 2-56 2.7.13. Terminal Building Code Analysis ...... 2-58 2.8. General Aviation Facilities ...... 2-61 2.8.1. Fixed Base Operators ...... 2-61 2.8.2. Other GA Tenants ...... 2-64 2.8.3. Summary of GA Facilities ...... 2-65 2.9. Military ...... 2-68 2.10. Air Cargo ...... 2-70 2.10.1. United Parcel Service (UPS) ...... 2-70 2.10.2. Federal Express (FedEx) ...... 2-70 2.11. Surface Transportation ...... 2-72 2.11.1. Regional Roadways ...... 2-72 2.11.2. Regional Roadway Planning ...... 2-74 2.11.3. Municipal Roadway Planning ...... 2-74 2.11.4. Airport Access Roadways ...... 2-75 2.11.5. Intersections ...... 2-78 2.11.6. Multi-modal facilities ...... 2-80 2.11.7. Automobile Parking ...... 2-85 2.11.8. Rental Car Facilities ...... 2-87 2.12. Support Facilities ...... 2-88 2.12.1. Airport Administration and Maintenance ...... 2-88 2.12.2. Aircraft Rescue and Firefighting ...... 2-89 2.12.3. Security Control and Safety ...... 2-91 2.12.4. Snow and Ice Control ...... 2-91 2.12.5. Utility Infrastructure...... 2-91 2.13. Aviation Activity ...... 2-91 2.13.1. Aircraft Operations ...... 2-92 2.13.2. Passenger Enplanements ...... 2-93 2.13.3. Based Aircraft ...... 2-96

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Tables Table 2-1 – Population Estimates (2000 – 2036) ...... 2-2 Table 2-2 – Employment Estimates (2000 – 2036) ...... 2-3 Table 2-3 – Per Capita Personal Income (PCPI) Estimates (2000 – 2036) in US Dollars ...... 2-3 Table 2-4 – Gross Regional Product (GRP) Estimates (2000 – 2036) in US Dollars ...... 2-4 Table 2-5 – Socioeconomic Data for the FAT Vicinity (2015) ...... 2-4 Table 2-6 – NPIAS Airports (2016) ...... 2-6 Table 2-7 – Other Commercial Service Airport Facilities ...... 2-11 Table 2-8 – Regional General Aviation Airport Facilities ...... 2-14 Table 2-9 – Runway Strength ...... 2-28 Table 2-10 – Existing Runway Characteristics (2017) ...... 2-28 Table 2-11 – Weather Observations (2006-2015) ...... 2-30 Table 2-12 – Crosswind Coverage...... 2-31 Table 2-13 – Instrument Approach Classifications ...... 2-44 Table 2-14 – Instrument Approaches ...... 2-45 Table 2-15 – Terminal Concession ...... 2-50 Table 2-16 – Existing Terminal Building Space Allocation ...... 2-52 Table 2-17 – HVAC Equipment ...... 2-55 Table 2-18 – Terminal Building Code Analysis by Area ...... 2-58 Table 2-19 – Existing GA Facilities (2017) ...... 2-65 Table 2-20 – Public and Employee Parking ...... 2-85 Table 2-21 – Parking Rates (2016) ...... 2-86 Table 2-22 – Rental Car Facilities ...... 2-88 Table 2-23 – All Airport Operations ...... 2-92 Table 2-24 – Itinerant and Local Airport Operations ...... 2-93 Table 2-25 – Historic FAT Enplanements by Month ...... 2-94 Table 2-26 – Historical Based Aircraft…...... 2-96

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Exhibits Exhibit 2-1 – FAT Passenger Catchment Area ...... 2-8 Exhibit 2-2 – Other Commercial Service Airports ...... 2-10 Exhibit 2-3 – Regional General Aviation Facilities ...... 2-13 Exhibit 2-4 – Non-stop Airline Destinations Served ...... 2-18 Exhibit 2-5 – Airport Property and Uses (2017) ...... 2-23 Exhibit 2-6 – Runway 11L-29R Declared Distances (2017) ...... 2-26 Exhibit 2-7 – Taxiway A Markings ...... 2-33 Exhibit 2-8 – Taxiway A Terminal Apron ...... 2-33 Exhibit 2-9 – Taxiway B Markings ...... 2-33 Exhibit 2-10 – Existing Airfield (2017) ...... 2-35 Exhibit 2-11 – Airfield Pavement Condition (2015) ...... 2-36 Exhibit 2-12 – Airfield Pavement Condition (2020) ...... 2-37 Exhibit 2-13 – Airfield Pavement Condition (2025) ...... 2-38 Exhibit 2-14 – Classes of Airspace ...... 2-40 Exhibit 2-15 – FAT Sectional Chart...... 2-41 Exhibit 2-16 – Terminal Development History ...... 2-47 Exhibit 2-17 – Terminal Gate Locations ...... 2-50 Exhibit 2-18 – Terminal Space Allocation Levels 1 and 2 ...... 2-53 Exhibit 2-19 – Terminal Space Allocation Basement and FIS Facility ...... 2-54 Exhibit 2-20 – Terminal Electrical Systems ...... 2-57 Exhibit 2-21 – Terminal Code Analysis (Part 1) ...... 2-59 Exhibit 2-22 – Terminal Code Analysis (Part 2) ...... 2-60 Exhibit 2-23 – Fixed Base Operators (Southwest GA Area) ...... 2-63 Exhibit 2-24 – General Aviation and Maintenance Facilities (Northeast Apron Area) ...... 2-66 Exhibit 2-25 – General Aviation and Military Facilities (Northwest Apron Area) ...... 2-67 Exhibit 2-26 – California Air National Guard (CANG) Main Base ...... 2-69 Exhibit 2-27 – Air Cargo Facilities ...... 2-71 Exhibit 2-28 – Regional Roadways ...... 2-73 Exhibit 2-29 – Airport Access Roadways ...... 2-77 Exhibit 2-30 – High Speed Rail Alignment ...... 2-82 Exhibit 2-31 – On-Airport Parking ...... 2-86 Exhibit 2-32 – Rental Car Facilities ...... 2-88 Exhibit 2-33 – Local and Itinerant Operations ...... 2-93 Exhibit 2-34 – Historical Enplanements by Month ...... 2-95 Exhibit 2-35 – Total Historical Enplanements ...... 2-95 Exhibit 2-36 – Representative Based Aircraft Types...... 2-97

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2. Existing Conditions Inventory To better understand the role and capabilities of FAT within the regional, state and national transportation networks, the following describes the local setting, physical assets, and the services and activities supported by the Airport as of 2016. This inventory of existing conditions provides the context, or baseline, for identifying user demand and for the subsequent analysis of the Airport’s ability to meet that demand throughout the planning horizon. This information provides insight into opportunities and constraints of the Airport and its surroundings from both physical and operational perspectives. In other words, this inventory provides the starting point from which FAT’s future can be envisioned. Information and data for this inventory was provided by the Airports Department, the FAA, and the Planning Advisory Committee which includes local municipalities, planning authorities, airlines, and other stakeholders. Web-based research, on-site data validation and interviews with Airport staff and other tenants were performed to supplement this information where needed. 2.1. Local Setting The largest city within the Central Valley of California, Fresno lies within a predominately agricultural area and along major highways that provide quick access across the state. While historically an agriculture based economy, the City and County of Fresno have worked to bring additional educational opportunities, medical facilities, new technologies, and businesses to the region. Over the past few years, Fresno has made a large effort to revitalize its downtown. The Downtown Fresno Partnership, reported in their Q1 2017 Downtown Development Report that over $91.7 million has been invested in downtown since 2015 by the private sector, over 560 residential units were built since 2011, and an additional $280 million is either under construction or planned by private and public sectors. One of the major downtown projects is reintroducing vehicle traffic to the Fulton Mall area to attract new businesses and restaurants. Some of the major employers in Fresno County now include three medical centers, the City and County of Fresno governments s, and California State University Fresno. Supporting this trend, the Fresno County Economic Development Commission (EDC) markets Fresno County to potential businesses and assists with site selections and the retention and expansion of businesses already in the region. The EDC is developing a stronger relationship with FAT through additional communication and coordination to continue to market the Airport as a regional asset for passengers and cargo through the routes, schedule, and convenience it provides. The EDC is also helping the local universities obtain funding for e-commerce training programs.

The area is considered a moderately priced place to live and work and has a growing population. These market conditions coupled with proactive initiatives from local planning agencies are shifting the characteristics of the region to a more diverse economic climate. The amenities and services provided at FAT are key components in enabling this evolution of the region. In turn, FAT will be faced with increased user demand for efficient, affordable and contemporary air travel facilities. 2.1.1. Socioeconomic Trends Local and regional socioeconomic trends are key indicators of economic health and potential demand for public air-travel facilities and services. The following four indicators were used to inform the development of activity forecasts for this master plan update:

• Population – the total number of persons residing within a specific geography • Employment – the total number of persons within a specific geography that are employed • Per capita personal income (PCPI) – a composite measure of market potential which indicates the general

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ability of persons to purchase products and services • Gross regional product (GRP) – the market value of all goods and services produced within an area in a year

FAT is located in the approximate center of the Fresno-Madera combined statistical area (CSA) which consists of Fresno and Madera counties. While the CSA represents the largest concentration of persons and businesses near FAT, it is acknowledged that passengers come from a larger area. A previous analysis of passenger trends and ticket sales (RS&H 2015) indicated that the majority of enplaning passengers come from the six adjoining counties surrounding FAT including Fresno, Madera, Mariposa, Merced, Kings, and Tulare. For comparative purposes, Table 2-1 through Table 2-4 present the historic and projected trends of the four primary socioeconomic indicators for Fresno County, the Fresno-Madera CSA, the six-county region, the State of California, and the United States. This data was provided by Woods and Poole, Inc., a firm specializing in econometric forecasting throughout the United States. Additionally, Table 2-5 provides a snapshot of the 2015 median household income and poverty statistics for these five geographies. Additional discussion of the observed trends is located after Table 2-5.

Table 2-1 Population Estimates (2000 – 2036)

Fresno Fresno- 6 County State of Year United States County Madera CSA Region California Historic 2000 801,290 924,880 1,652,710 33,987,980 282,162,410 2010 932,640 1,083,790 1,954,490 37,336,010 309,347,060 2016 990,130 1,148,000 2,057,964 39,549,670 324,574,150 AAGR 2000-2016 1.33% 1.36% 1.38% 0.95% 0.88% Projected 2021 1,054,170 1,220,840 2,177,156 41,533,900 339,865,650 2026 1,121,450 1,297,270 2,301,514 43,586,770 355,820,800 2031 1,190,400 1,375,450 2,427,613 45,639,340 371,918,270 2036 1,258,340 1,452,270 2,549,828 47,583,060 387,318,190 AAGR 2016-2036 1.21% 1.18% 1.08% 0.93% 0.89% Source: Woods and Poole Economics Inc. Notes: AAGR = Average Annual Growth Rate

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Table 2-2 Employment Estimates (2000 – 2036)

Fresno Fresno- 6 County State of Year United States County Madera CSA Region California Historic 2000 401,010 452,950 765,550 19,280,930 165,270,860 2010 425,820 483,050 823,100 19,803,750 173,034,660 2016 484,630 549,920 923,784 22,781,170 191,776,640 AAGR 2000-2016 1.19% 1.22% 1.18% 1.05% 0.93% Projected 2021 523,230 593,390 992,854 24,595,950 206,268,900 2026 561,420 636,280 1,059,110 26,399,270 220,449,400 2031 598,950 678,300 1,125,324 28,176,880 234,205,550 2036 635,370 718,970 1,187,644 29,911,300 247,412,690 AAGR 2016-2036 1.36% 1.35% 1.26% 1.37% 1.28% Source: Woods and Poole Economics Inc. Notes: AAGR = Average Annual Growth Rate

Table 2-3 Per Capita Personal Income (PCPI) Estimates (2000 – 2036) in US Dollars

Fresno Fresno- 6 County State of Year United States County Madera CSA Region California Historic 2000 30,998 56,541 152,769 44,936 36,812 2010 34,354 64,212 180,811 46,674 39,622 2016 37,910 73,003 208,250 52,871 42,928 AAGR 2000-2016 1.27% 1.60% 1.95% 1.02% 0.96% Projected 2021 40,673 78,266 223,402 56,833 47,083 2026 43,454 83,518 238,451 60,808 50,581 2031 45,897 88,115 251,436 63,755 53,831 2036 47,876 91,832 261,844 63,376 56,769 AAGR 2016-2036 1.17% 1.15% 1.15% 0.91% 1.33% Source: Woods and Poole Economics Inc. Notes: AAGR = Average Annual Growth Rate; PCPI reported in constant dollars (year 2016) to adjust for inflation over time.

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Table 2-4 Gross Regional Product (GRP) Estimates (2000 – 2036) in US Dollars

Fresno Fresno- 6 County State of Year United States County Madera CSA Region California Historic 2000 28,977,560 32,280 50,523,620 1,853,090,000 13,760,758,000 2010 37,115,250 42,340 68,131,290 2,162,450,000 16,352,979,000 2016 41,685,530 47,902 76,458,312 2,513,920,000 18,679,605,000 AAGR 2000-2016 2.30% 2.49% 2.62% 1.92% 1.93% Projected 2021 46,736,400 53,690 85,188,424 2,817,970,000 20,910,386,000 2026 52,065,850 59,792 94,310,208 3,136,610,000 23,244,589,000 2031 57,707,820 66,250 103,746,430 3,428,650,000 25,698,530,000 2036 63,679,140 73,083 113,636,680 3,565,070,000 28,287,876,000 AAGR 2016-2036 2.14% 2.13% 2.00% 1.76% 2.10% Source: Woods and Poole Economics Inc. Notes: AAGR = Average Annual Growth Rate; GRP reported in constant dollars (year 2016) to adjust for inflation over time.

Table 2-5 Socioeconomic Data for the FAT Vicinity (2015)

Fresno Fresno- 6 County State of United States Factor County Madera CSA Region California Median household income ($) 45,233 46,993 44,826 61,818 53,889 Percent of population 25.2% 26.4% 23.1% 16.3% 13.5% below poverty line (%) Source: U.S. Census Bureau Quick Facts, http://www.census.gov/quickfacts (accessed May 2017)

According to the U.S. Census Bureau, in 2010 almost half of the population of the County and larger region were Latino or of Hispanic descent. The 2015 population estimates also identify a significant Asian population within the region, which is noted as being one of the largest Hmong communities in the U.S. As indicated in the tables, population within the six-county region has increased steadily since 2000, and at a rate faster than that of California or the U.S. During that same time, the total number of persons employed has increased but not at the same rate as population. This is consistent with indications from the local planning agencies that the regional population is aging and populations are moving within the State of California. This shift towards an older population has provided impetus for the local focus on developing more robust medical care and research facilities and services within the region. These growth trends are projected to continue through 2036 with the rate of employment growth surpassing that of population.

While PCPI and GRP have shown growth within each of the demographic areas from 2000 to 2016, Fresno County and the larger six-county region have shown growth rates greater than those of California and the U.S. These growth rates are projected to slow between 2016 and 2036, except for the U.S. where nationwide growth in PCPI and GRP is expected to accelerate beyond previous levels. Additionally, Table 2-5 indicates that the median household income and percent of population below the poverty line, in 2015, lags behind that of the State and U.S.

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2.2. Airport Role FAT exists within a nationwide network of aviation assets. Together, our national airport system provides a broad range of services including air travel for business and leisure purposes; transportation of goods and materials; flight training; aircraft maintenance and repair; and hosting military, law enforcement, and emergency service operations such as medical transport and wildland firefighting. Based on numerous factors such as airport size, location, management structure, airfield operational capabilities, and socioeconomic conditions, these airports support various types and levels of activities that define their respective roles in the system. An airport’s functional role within the system is considered during the master planning process to ensure development recommendations meet stakeholder needs and future visions while maximizing system efficiency.

An airport’s role is defined within ever-broadening spheres that encompass regional, statewide, and nationwide levels of institutional planning ranging from the airport owner and local planning commissions to federal regulatory agencies. These agencies are tasked with tying together various initiatives, programs, and functions to provide a system that jointly achieves national, state, and local priorities. While each of these spheres is valuable, and may have differing priorities, aviation is first guided by federal statutes and directives, state statutes, then California Department of Transportation (Caltrans) directives and local planning initiatives. In line with this hierarchy, the following sections review FAT’s roles within the National Plan of Integrated Airports System (NPIAS), the California Aviation System Plan (CASP), and within the region. 2.2.1. National Plan of Integrated Airport Systems (NPIAS) The FAA established the NPIAS to assist in programming federal funds that support aviation development at airports deemed important to the national system. Airports included in the NPIAS are considered significant to national air transportation and are therefore eligible to receive grants under the FAA’s Airport Improvement Program (AIP). The NPIAS categorizes the nation’s airports based on types of service provided and quantity of passengers enplaned, which influences the level of federal funding each type of airport is eligible for.

The FAA’s definitions of airport categories are as follows:

• Commercial Service. Publicly owned airports that have at least 2,500 enplanements each calendar year and receive scheduled passenger service.  Nonprimary. Commercial service airports with at least 2,500 and less than 10,000 enplanements each year.  Primary. Commercial service airports with at least 10,000 enplanements each year. Hub categories for primary airports (i.e., large, medium, small, or non) are determined by the number of annual enplanements handled by each airport and are defined as a percentage of total annual enplanements within the U.S. ▪ Large Hub – handles 1 percent or more of U.S. enplanements ▪ Medium Hub – handles between 0.25 and 1 percent of U.S. enplanements ▪ Small Hub – handles between 0.05 and 0.25 percent of U.S. enplanements ▪ Non-Hub – handles less than 0.05 percent of U.S. enplanements but more than 10,000 • Cargo Service. Airports served by aircraft providing cargo-only air transportation with a total annual landed weight of more than 100 million pounds, in addition to any other air transportation services that may be available.1 An airport may be both a commercial service and a cargo service airport.

1 Landed weight is defined as the weight of aircraft transporting only cargo in intrastate, interstate, and foreign air transportation.

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• Reliever. Designated by the FAA to relieve general aviation traffic congestion at nearby commercial service airports and to provide improved general aviation access to the overall community. These may be publicly or privately-owned. • General Aviation. Public-use airports that do not have scheduled air carrier service or have less than 2,500 enplanements.

The 2017-2021 NPIAS Report identifies there are 19,536 landing areas within the U.S. Of those, 14,400 are private- use and closed to the public. The remaining 5,136 are open to the public and of those, 3,332 are deemed most important to the national transportation system and are included in the NPIAS. There are 190 airports in California in the NPIAS. The number of NPIAS airports within each classification is presented in Table 2-6, along with an example of a California airport in that class. FAT is classified as a small-hub primary commercial service airport. The FAA estimates that less than 25 percent of the runway capacity at small-hub airports is used by airline operations, so these airports can typically accommodate higher levels of general aviation and military activity. Small-hub airports are typically uncongested and tend to not experience significant air traffic delays.

Table 2-6 NPIAS Airports (2016)

No. of Airports Classification in the U.S. in California California Example Primary Commercial Service Large Hub 30 3 Los Angeles International (LAX) Medium Hub 31 6 San Jose International (SJC) Small Hub 72 3 Fresno Yosemite International (FAT) Non-Hub 249 13 Monterey Regional (MRY) Non-Primary Commercial Service 127 1 Modesto City County (MOD) Reliever 259 36 Fresno Chandler Executive (FCH) General Aviation 2,564 128 Mariposa-Yosemite (MPI) Total 3,332 190 Source: FAA 2017-2021 National Plan of Integrated Airport Systems (NPIAS) https://www.faa.gov/airports/planning_capacity/npias/ (accessed January 2017)

2.2.2. California Aviation System Plan (CASP) Caltrans develops planning guidance to provide a multimodal, interregional transportation network for California. The Caltrans Division of Aeronautics is responsible for aviation planning and works to improve the statewide aviation system to meet the multimodal transportation needs of California. The California Aviation System Plan (CASP) is the primary mechanism for aviation planning in California as mandated by the State Aviation Act (SAA) in 1989 (Public Utilities Code [PUC] Sections 21701-21705). The CASP encompasses several elements including policy, systems needs assessment, and capital improvement plan (CIP).

In 1997, the Division of Aeronautics added functional classifications to the CASP to better define airport types based on the roles in the communities they serve, as well as within the broader aviation system. These classifications help Caltrans justify and award state funding under the California Aid to Airports Program (CAPP). They also form the basis of State-mandated minimum airport facility standards such as runway length, width, and weight limit; navigational and approach lighting aids; and fuel availability. (California Department of Transportation 2010).

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For commercial service airports, CASP classifications follow the NPIAS classifications in that they distinguish commercial service airports by volume of annual enplanements as either non-primary or primary along with corresponding small, medium, large and non-hub designations. The CASP does, however, add a distinction based on the size of the population base served by each airport. If the population base is greater than one million persons it is classified as a metropolitan airport otherwise is classified as a regional airport. Similarly, general aviation airports are further sub-classified by their location, facilities and services provided, and types of aviation activities supported. A limited use airport may be more remotely located and have modest facilities with few based aircraft and no services provided. On the other end of the spectrum, a metropolitan general aviation airport would be located in an urbanized area and provide substantial facilities and services to accommodate business, charter and corporate aviation activities and tenants. Additional subcategories can be added to any airport if it primarily supports a specialized activity such as business/corporate aviation, recreational access, cargo, agriculture or firefighting (California Department of Transportation 2010). The CASP’s functional classifications include:

Commercial/Primary General Aviation/Reliever • Commercial-regional • Limited-use • Commercial-metropolitan • Community • Primary-(hub size)-regional • Regional • Primary-(hub size)-metropolitan • Metropolitan Within the CASP (California Department of Transportation 2010), FAT is classified as a primary-small hub- metropolitan airport (business/corporate sub-category). Peer airports in this classification include Mammoth Yosemite (MMH), Santa Barbara Municipal (SBA), Long Beach Airport/Daugherty Field (LGB), and Palm Springs International (PSP). 2.2.3. Regional Role In addition to the programmatic roles designated by the federal and state system plans, FAT serves as a vital transportation hub connecting the people and businesses of Central California to the world. FAT is the primary commercial service airport within the region and an important element of the regional general aviation system. 2.2.3.1. Passenger Catchment Area The area surrounding an airport from which passengers and users are primarily drawn is termed the service or catchment area. The limits of the catchment area are predicated on drive times, socioeconomic factors, and/or market competition (i.e., proximity of other airports). The pool of potential passengers within the catchment area influences the level of airline service including routes, schedules, fares and aircraft size. The persons and businesses within this area can also influence the other facilities and services an airport provides its customers. While most of FAT’s enplaning passengers are from the counties of Fresno, Madera, Mariposa, Merced, Kings, and Tulare, travelers from throughout the Central Valley and Central Coast are also known to use the Airport.

To evaluate the factors influencing passenger trends at FAT, a 2015 Market Leakage Analysis (RS&H 2015) analyzed airline ticket sales generated within a sample of the six-county catchment area. The sample encompassed an area within a 50-mile radius of the Airport as depicted in Exhibit 2-1. This area includes 68 towns and cities with Fresno, Clovis, Visalia, Madera, Hanford, Lemoore, Tulare, Reedley, Kingsburg and Sanger being the top 10 municipalities generating passenger demand at FAT. The analysis indicated that approximately 71 percent of passengers originating within the sample area, which is considered reflective of the general six-county catchment area, chose to fly out of FAT. The remaining 29 percent chose other commercial service airports for various reasons including convenience, airline routes and schedules, and ticket prices.

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Exhibit 2-1 – FAT Passenger Catchment Area

Source: FAT Market Leakage Analysis, RS&H, Nov.2015 Prepared by Kimley-Horn and Associates, Mar. 2017

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2.2.3.2. Other Commercial Service Airports As depicted in Exhibit 2-2, there are numerous commercial service airports of varying size, throughout California. FAT, however, is the only hub-size airport within the central portion of the State. With Fresno being located approximately 150 miles from San Francisco and 200 miles from Los Angeles, the 2015 Market Leakage Analysis further calculated that approximately 14 percent of FAT’s catchment area passengers elected to use Los Angeles International Airport (LAX) and eight percent used San Francisco International Airport (SFO). The remaining seven percent of originating passengers used the airports listed below. Since the 2015 study was conducted, three of these airports, MOD, MCE, and VIS, have ceased or substantially reduced commercial service activity.

• Sacramento International (SMF) – 1.4% • Bakersfield – Meadows Field (BFL) – 0.6% • • Metropolitan Oakland International (OAK) – 0.7% Santa Barbara Municipal (SBA) – 0.1% • Burbank – Bob Hope (BUR) – 0.1% • Modesto City-County (MOD)2 - <.01% • Ontario International (ONT) – 0.2% • San Jose International (SJC) – 2.2% • Long Beach (LGB) – 0.1% • Merced Regional (MCE)3 - <0.1% • San Diego International (SAN) – 1.0% • Visalia Municipal (VIS)4 – 0.3%

While travelers select their airport for a variety of reasons, these airports are essentially competing to serve the population within the region and in return, garner the revenue generated from their travel. To do this, the airport owners attempt to develop their facilities to meet the travel and economic development needs of the local communities and market those facilities to the public, businesses and airlines. The airlines select which airports to operate at based on the level of passenger demand, available airport facilities (airfield and terminal), competition from other airlines, the cost of doing business and, ultimately, the return on investment. The primary facilities and services provided by FAT and the hub-size airports likely to compete with FAT,, from a passenger and airline perspective, are summarized in Table 2-7. As discussed in Section 2.1, population is continuing to grow in the Central Valley and attracting business and people from the Central Coast, which may also generate increased competition from the other non-hub and smaller commercial service airports. As evidenced in that table, the medium and large hubs tend to have more airlines than FAT and similar or slightly longer runway lengths. The exception to this is Burbank which has fewer airlines and a shorter runway. And while all the airports on the list provide precision instrument approach capabilities (i.e., both horizontal and lateral ground based electronic navigation assistance5), only FAT and five others have the ability to land aircraft with a 600-foot visibility minimum. The aircraft must be appropriately equipped and the pilots properly trained, but during poor weather conditions, these airports provide the best instrument approach minimums which enhances airline access and may result in them functioning as diversion airports when weather conditions at the other airports preclude landing there.

2 MOD recorded no enplanements in 2015 which would reduce their NPIAS role to general aviation. 3 MCE dropped below the non-primary commercial service (NP-CS) threshold of 2,500 annual enplanements and was reclassified to general aviation in the 2017 NPIAS. 4 Commercial service ceased at VIS in 2015 and the airport was reclassified as general aviation in the 2017 NPIAS. 5 Additional information regarding instrument approach capabilities provided in Section 2.6.4

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Exhibit 2-2 – Commercial Service Airports

Source: FAA 2017-2021 National Plan of Integrated Airport Systems (NPIAS), Prepared by Kimley-Horn May 2017

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In 2010, as part of the CASP, Caltrans conducted a system needs assessment that reviewed the capacity of California’s commercial service airports to meet anticipated passenger and airline demand. The study referenced the FAA’s 2007 Future Airport Capacity Task (FACT 2) Report which indicated several of the 15 airports serving travelers from the Fresno market area could reach operational capacity before 2025. These included LAX, SFO, OAK, SJC, BUR, ONT, LGB and SAN. Several of those have since pursued improvements to expand their capacity and improve operational efficiency, and the FAA’s subsequent 2015 FACT 3 Report indicated that most could now provide sufficient capacity through 2030 with the exception of SFO that would likely be constrained by 2020. LAX and SAN were noted that their levels of delay and congestion should be monitored. It is reasonable to believe that as those airports continue to grow, they have the potential to further affect traveler choice within the Fresno catchment area. Fresno area travelers might choose to use the other airports more often because of expanded facilities and airline services, or they may choose FAT because those other airports have become overcrowded or inconvenient. Table 2-7 – Primary-Hub Commercial Service Airport Facilities

No. of Distance Best NPIAS Annual Annual Longest Airport Pax. Intl. from FAT Approach Role Enplanements Operations Runway Airlines Flights (SM) Minimums (2017) (2015) (2015) (Ft) (2017) (DH/VIS) Fresno Yosemite Small ILS CAT-III (FAT) Hub 7 Yes 695,008 105,126 n/a 9,539 (none/600’) Long Beach Small ILS CAT-I 4 No 1,220,937 290,210 223 10,003 (LGB) Hub (200/½ mi) Palm Springs Small RNAV 4 No 947,728 56,023 236 10,000 (PSP) Hub (400-1¼mi) Sacramento Med. ILS CAT-III 10 Yes 4,714,729 93,017 167 8,605 (SMF) Hub (none/600’) Oakland Med. ILS CAT-III 13 Yes 5,506,687 215,858 152 10,000 (OAK) Hub (none/600’) San Jose Med. ILS CAT-II 15 Yes 4,822,480 148,669 128 10,139 (SJC) Hub (100/1200’) Burbank Med. ILS CAT-I 6 No 1,973,897 128,168 194 6,885 (BUR) Hub (300/1 mi) Ontario Med. ILS CAT-III 7 Yes 2,089,801 87,954 223 12,197 (ONT) Hub (none/600’) Los Angeles Large ILS CAT-III 66 Yes 36,351,272 654,501 209 11,095 (LAX) Hub (none/600’) San Francisco Large ILS CAT-III 48 Yes 24,190,560 430,518 157 11,870 (SFO) Hub (none/600’) San Diego Large ILS CAT-I 16 Yes 9,985,763 193,172 314 9,400 (SAN) Hub (300/¾ mi) Sources: FAA NPIAS 2017-2021 (based on 2014 enplanement data), FAA Air Carrier Activity Information System (ACAIS, 2015 data), FAA Terminal Area Forecast (TAF, 2015 data), FAA Air Traffic Activity Data System (ATADS, 2015 data), Airport IQ 5010 Airport Master Records, FAA Instrument Approach Procedures (Mar.2017), specific airport websites Notes: 1Based on the 2015 Market Leakage Analysis; SM = statute miles; (DH/VIS) = (decision height in feet AGL/visibility minimum in feet); ILS = precision instrument landing system

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2.2.3.3. Regional General Aviation Facilities There are 14 general aviation airports within approximately 50 nautical miles (NM) of FAT, as shown in Exhibit 2- 3. These include Merced and Visalia which were both previously classified in the NPIAS as non-primary commercial airports. Sierra Sky Park (E79), which is a “fly in” residential community, is not a NPIAS airport and therefore is not eligible for Federal funding assistance.

These 14 airports, along with FAT, provide a variety of facilities and services for operators of general aviation aircraft. With 20 to 50 miles being considered a reasonable driving distance, aircraft owners and pilots within the Fresno region have a variety of airports to choose from for their flying needs. Therefore, these airports and the businesses located upon them are competing to accommodate the aircraft storage and flight service needs of those operators.

Each airport has a unique set characteristics as to what they provide in terms of airfield capabilities, fixed base operator services, hangars and aprons, and fueling options. This results in varying levels of based aircraft and annual operations. While a few of the airports are more developed, many of the airports within 50 NM of FAT have runways less than 5,000 feet which is commonly considered the length needed to effectively accommodate corporate jet activity. Out of these 15 airports, only nine provide instrument approach capability, and of those only five provide vertical guidance with FAT supporting the best approach minimums and an air traffic control tower. Table 2-8 provides general facility information with brief summaries of the airports provided after the table.

The airport location, airfield capabilities, services provided, and types and conditions of facilities available directly influence the cost of fuel and aircraft storage at each of these airports. In December 2016 per-gallon fuel prices at these neighboring airports, including both self-service and full-service, ranged from $4.39 to $4.80 for 100LL and $4.22 to $5.95 for Jet-A.6 Tie-downs typically cost $30 to $50 a month for single-engine aircraft, with daily rates ranging from $4 to $10. Plane ports (covered tie-downs) ranged from $50 to $100 a month. T-hangars, which allow for a single aircraft, ranged from $150 to $200 per month. Conventional, or box, hangars ranged from $200 to $500 per month depending on their size. Space within community hangars that store multiple aircraft with different owners ranged from $150 to $200 per month.

In 2016, fuel costs at FAT (which provides only full-service fueling) was listed at more than $6 per gallon for both 100LL and Jet A, which is more expensive than the neighboring airports. FAT’s rates for tiedowns and hangars are also on the higher end of published regional pricing which is most likely supported by the demand for amenities and services at FAT compared to some of the smaller GA airports. Tiedowns at FAT vary based on the size of the aircraft, but can be obtained starting at $50 per a month. T-hangars range from $250 to $500 a month and space in a community hangar will range from $0.40 to $1 per a square-foot per a month depending on the aircraft’s size.

6 As reported by www.Airnav.com (accessed Dec. 2016)

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Exhibit 2-3 – Regional General Aviation Facilities

Source: FAA 2017-2021 National Plan of Integrated Airport Systems (NPIAS), Prepared by Kimley-Horn May 2017

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Table 2-8 – Regional General Aviation Airport Facilities

Best Distance Runways ATC Approach FBO from Based Annual Airport Fuel (feet) Tower Minimums Services FAT Aircraft Operations (DH/VIS) (NM) ILS CAT-I Fresno 9,539 x 150 (200/½ mi) JetA 3 1 Yosemite Yes Yes n/a 187 69,421 8,008 x 150 ILS CAT-III 100LL (FAT) (0/600’) Chowchilla Municipal 3,253 x 60 No Visual Yes None 32 19 6,700 (2O6) Hanford RNAV (GPS) Municipal 5,179 x 75 No (400/1¼ mi) Yes 100LL 28 38 28,700 (HJO) VG RNAV (GPS), Firebaugh 3,102 x 60 No (600/1 mi) No None 36 12 10,000 (F34) circling Fresno Chandler RNAV (GPS) 3,627 x 75 No Yes 100LL 6 132 26,250 Executive (600/1 mi) (FCH) Madera RNAV (GPS) 5,545 x 150 Jet A Municipal No (300/⅞ mi) Yes 23 87 50,950 3,702 x 150 100LL (MAE) VG Mariposa- RNAV (GPS) Yosemite 3,306 x 60 No (1,700/1¼ mi) Yes 100LL 47 28 8,200 (MPI) circling Mefford RNAV (GPS) JetA Municipal 3,901 x 75 No No 42 45 26,180 (600/1 mi) 100LL (TLR) Merced ILS CAT-I JetA Regional 5,914 x 150 No Yes 49 63 63,800 4 (200/½ mi) 100LL (MCE) Reedley JetA Municipal 3,300 x 60 No Visual Yes 14 53 33,000 100LL (O32) Sierra Sky 2,473 x 50 No Visual No None 8 61 12,410 Park (E79) Sequoia Field 3,012 x 60 No Visual No None 28 11 12,000 (D86) Visalia ILS CAT-I JetA 2 Municipal 6,560 x 150 No Yes 32 161 25,000 (200/½ mi) 100LL (VIS)

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Best Distance Runways ATC Approach FBO from Based Annual Airport Fuel (feet) Tower Minimums Services FAT Aircraft Operations (DH/VIS) (NM) William R. Johnston 3,499 x 50 No Visual No None 31 0 4,030 (M90) Woodlake 2,203 x 50 No Visual No 100LL 38 2 12,000 (O42) Sources: Airnav.com (accessed 12/1/2016), FAA Terminal Area Forecast (TAF, 2015 data), Airport IQ 5010 Airport Master Records, FAA Instrument Approach Procedures (Mar.2017),specific airport websites Notes: 1 Itinerant and local general aviation operations only (108,578 total operations) 2 Itinerant and local general aviation operations only (34,700 total operations) 3 Physical aircraft count provided by fixed base operators and airport management (Feb. 2017) 4 MCE dropped below the non-primary commercial service (NP-CS) threshold of 2,500 annual enplanements and was reclassified to general aviation in the 2017 NPIAS VG = GPS approach with vertical guidance (i.e., LNAV/VNAV, LPV)

The following provides a brief description of the 14 general aviation airports within 50 miles of FAT. This information was gathered in late 2016, from several web-based resources and cursory visual inspection.

Chowchilla Municipal (2O6) – Chowchilla Municipal is located south of downtown Chowchilla and across CA-99 from a planned community around the Pheasant Run Golf Course. While residential property is directly to the north, the Airport is surrounded by industrial and agricultural uses. The maximum weight of aircraft allowed to operate on the runway is 12,000 pounds, which limits the size of aircraft that can operate at 2O6. There are 11 T- hangars, one large hangar, and two portable hangars, with ten based aircraft tiedowns and five transient tie- downs. It appears there is additional property available for development. There is an FBO but no fuel or instrument approaches are provided.

Hanford Municipal (HJO) - Hanford Municipal is the southeastern portion of the City of Hanford. The airport is bordered by industrial properties to the southwest, King County Fairgrounds to the west, and residential properties to the east. There are eight box hangars, 21 T-hangars, eight nested T-hangars, 30 covered tie-downs, and 37 uncovered tie-downs. FBO services and 100LL fuel are available.

Firebaugh (F34) - Firebaugh Airport is located approximately one-quarter mile west of the downtown area, along Route 33. Aviation activity is predominately agricultural in nature due to the large number of farms in the area. There are five T-hangars, 20 permanent tie-downs, and 20 transient tiedowns. No FBO or fuel services are available.

Fresno Chandler Executive (FCH) - Fresno Chandler Airport, which is also owned by the City of Fresno, is located approximately 1.5 miles west of downtown. The airport is classified in the NPIAS as a general aviation reliever to FAT. There are 149 T-hangars, 70 permanent tie-downs, ten covered tie-downs, and eight transient tiedowns. There are multiple FBOs and service providers and 100LL fuel is available through a self-serve pump.

Madera Municipal (MAE) - Madera is located approximately three miles northwest of the downtown area of Madera adjacent to the Municipal Golf Course, agricultural property, and a business park. While there are two runways at MAE, Runway 8-26 (the shorter of the two) is restricted to agricultural aircraft only. There are 97 T- hangars, 37 permanent tie-downs, and 20 transient tie-downs. The main hangars are older but fully occupied. FBO

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Mariposa-Yosemite (MPI) – Mariposa-Yosemite Airport is located approximately four miles northwest of downtown Mariposa at the base of the Sierra Nevada mountain range. The airport reopened its FBO in 2015 with the intent of reinvigorating the airport with tourism and flight training. There are 31 T-hangars, 31 permanent tie- downs, and 18 transient tie-downs. FBO services, 100LL fuel, and Jet-A fuel available.

Mefford Field (TLR) - Mefford Field is located along Route 99 in the City of Tulare, approximately four miles south of the central business district and adjacent to a golf course. The surrounding property is predominately agricultural, with light industrial directly to the north. TLR is the base of operations for the Tulare Mosquito Abatement District. There are 20 T-hangars, 40 permanent tie-downs, 80 transient tie-downs, and ten port-a- ports. There are no distinct FBO facilities or services but 100LL and Jet-A fuel available.

Merced Regional (MCE) - Merced Regional Airport was previously classified in the NPIAS as a non-primary commercial service airport, but passenger levels dropped below the 2,500 annual enplanement threshold and the airport was reclassified as general aviation in the 2017—2021 NPIAS report. The airport is located on the western edge of the City of Merced and is surrounded predominately by agricultural property on three sides. There are 90 T-hangars, 25 permanent tie-downs and 25 transient tie-downs at the airport. There is 100LL fuel available through both self-service and full service and Jet-A through full service. MCE received $2,151,268 in FAA grants from 2010 to 2016 to complete various projects such as taxiway rehabilitation, runway rehabilitation, wildlife hazard assessments, and a master plan study. A new apron was recently constructed to allow for aircraft owners to construct individual T-hangars.

Reedley Municipal (O32) – Reedley Municipal Airport is located approximately five miles north of the central business district of the City of Reedley. The airport is surrounded by agricultural property, including vineyards and orchards. There are 60 T-hangars, 64 permanent tie-downs, and 33 transient tie-downs – some with partial plane ports that cover the main cabin of the aircraft. FBO services and 100LL and Jet-A self-service fueling is available.

Sierra Sky Park (E79) – Sierra Sky Park is a privately owned, residential airpark located approximately nine miles northwest of downtown Fresno. It is not included in the NPIAS. A residential airpark allows aircraft owners to taxi down extra-wide roads to park their aircraft in their own driveways. While open to the public, there are no FBO or fuel services available. There are five T-hangars and 15 permanent tie-downs at the airport.

Sequoia Field (D86) - Sequoia Field is located approximately eight miles north of the central business district of Visalia. The airport is directly adjacent to the Tulare County Men’s Correctional Facility and surrounded by agricultural land with scattered residential properties. The 981-acre Stone Corral Ecological Reserve is directly to the south, which provides winter habitat for waterfowl and shorebirds. There are three T-hangars, 50 permanent tie-downs, and 50 transient tie-downs. There are no FBO or fuel services available. The airport does serve as a base for firefighting aircraft during the winter.

Visalia Municipal (VIS) – Visalia Municipal Airport It is located approximately six miles west of the central business district of the City of Visalia easy access to Routes 99 and 198. Previously classified in the NPIAS as non-primary commercial service airport, commercial operations ceased in 2015 and the airport was reclassified as general aviation in the 2017-2021 NPIAS. The airport is adjacent to the Valley Oaks Golf Course and two hotels and is surrounded mostly by agricultural land. The City of Goshen is approximately three miles to the north, which includes many residential properties. There are 103 T-hangars, 34 permanent tie-downs and 20 transient tie-

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Airport Master Plan Update Inventory downs operated by the City and FBO. There appears to be land available for development of additional hangars. 100LL and Jet-A fuel is available through both self-service and full service.

William R. Johnston Municipal (M90) - William R. Johnston Municipal Airport is in the City of Mendota, with residential development directly adjacent to the west. A solar farm is located east of the runway and agricultural uses are located to the north, south, and west. There are no hangars, fuel, or FBO services provided and the airport is closed at night.

Woodlake (O42) - Woodlake Airport is located approximately one mile southwest of the central business district of the City of Woodlake. It is surrounded by agricultural land with scattered residential properties. The airfield is closed at night and there are 16 T-hangars, 50 permanent tie-downs, and one covered tiedown. There are no FBO amenities but 100LL fuel is available. 2.3. Airlines As of early 2017, FAT is served by eight airline brands providing non-stop service to 11 domestic and international destinations, as shown in Exhibit 2-4. Of note, FAT represents the fourth largest U.S .market to Guadalajara Mexico (GDL), with approximately seven percent of the total nonstop passengers to and from GDL. ( InterVISTAS Consulting, Inc. February 2017). FAT ranks third in California, behind Los Angeles and San Jose and above Sacramento, Ontario, Oakland, and San Francisco. The following provides a brief description of the equipment flown and service provided by each of the airlines.

SkyWest

SkyWest, Inc. operates as a feeder or contract airline under operating contracts with mainline carriers such as American Airlines, Alaska Airlines, Delta Connection, and United Express. SkyWest is responsible for scheduling, pricing, and marketing flights, as well as operating and maintaining its aircraft. SkyWest conducts maintenance and overnight parking of their aircraft at their approximately 17-acre facility on the east side of the airfield. The SkyWest facility is depicted in Exhibit 2-24 (later in this chapter), has a 450,000-square foot apron with 21 aircraft positions, and an approximate 92,000 square foot maintenance hangar.

Alaska Airlines

Alaska Airlines flies to more than 100 destinations within the U.S., Alaska Embraer 175 Canada, Costa Rica, and Mexico. It is part of the Alaska Air Group composed of Alaska Airlines, Horizon Air, and Virgin American. The merger with Virgin American took place in December 2016. SkyWest and Horizon Air, under an operating agreement with Alaska, fly from FAT to Portland (PDX), San Diego (SAN), and Seattle/Tacoma (SEA). SkyWest operates Bombardier CRJ-700 aircraft and Horizon Air operates the Embraer E-175. Bombardier Q400 turboprop aircraft are occasionally used depending on scheduling requirements.

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Exhibit 2-4 – Non-stop Airline Destinations Served

Source: City of Fresno Airports Department, Prepared by Kimley-Horn March 2017

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American Airlines and American Eagle American Boeing 737-800 American Airlines, which is part of the Oneworld alliance, operates an average of 6,700 flight a day to nearly 350 destinations in more than 50 countries together with its regional partners. American Airlines flies from FAT to Dallas/Fort Worth (DFW). In 2017, American upgraded the aircraft serving FAT from McDonald Douglas MD- 80s to Boeing 737-800s.

American Eagle is a network of 10 regional carriers that operate under code-share and service agreements. All flights are booked through the American Airlines. At FAT, Piedmont Airlines, Inc., operates as a subsidiary to American Eagle, and Mesa and SkyWest operate as contracted carriers for American Eagle to Los Angeles (LAX) and Phoenix (PHX). In 2017 American Eagle upgraded its service at FAT from the CRJ-200 regional jet to the E-175 between LAX and to the CRJ-900 between PHX,

Delta Airlines

Delta Air Lines operates over 5,400 daily flights Delta Bombardier CRJ 200 to 312 destinations in 54 countries as part of the SkyTeam Alliance. A code-share agreement between SkyWest and Delta Air Lines was created in 1987 to operate under their regional service provider – Delta Connection. SkyWest receives a reimbursement for all direct costs related to the flight including fuel, ground handling, maintenance, and aircraft ownership, as well as a fixed payment for each flight hour. SkyWest currently flies from FAT to Salt Lake City (SLC) utilizing the Bombardier CRJ-200 under this agreement.

United Express United Express Bombardier CRJ-700 Part of the Star Alliance, United Continental Holdings, Inc., (United) has regional service provided by United Express. United operates to 373 destinations in 60 countries. SkyWest operates Bombardier CRJ-200s and CRJ- 700s to Denver (DEN), San Francisco (SFO), and LAX under a code-sharing agreement with United Express. The CRJ-200 is intended to be phased out for the Embraer 175 in 2017. Under the agreement, United retains the airfare and other revenue associated with each flight. United then provides SkyWest with a fixed-fee for each flight hour, departure, passenger, overhead, and aircraft costs, as well as reimbursements for fuel, maintenance, and aircraft ownership. SkyWest is also incentivized for on-time arrival performance and percent completed rates.

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Allegiant Air Allegiant A320 Allegiant Air is a low-cost airline that flies to multiple national destinations including Puerto Rico. On select days during certain seasons, Allegiant provides services from FAT to Las Vegas (LAS) Allegiant previously operated a direct flight to Honolulu (HNL) but this ceased in Spring 2015. The airline is replacing their Bombardier MD-80s with Airbus A320s by 2020. When additional passenger capacity is needed, Allegiant has been utilizing a Boeing 757 at FAT.

Volaris

Volaris Airbus A320 Volaris is a low-cost carrier based in Mexico City, Mexico that began operations in 2006 providing domestic service within Mexico. Volaris has experienced significant growth in the past ten years, expanding from six airports to 25, and five more are proposed. Under a codeshare agreement with Southwest Airlines, Volaris began serving U.S. routes between Los Angeles, Oakland and Mexico in 2008. When Mexicana Airlines went bankrupt in 2010, Volaris acquired their Fresno-Guadalajara routes and has been operating at FAT since then.

Currently, on average, Volaris operates daily flights at FAT, with increases during holiday seasons. Their current Airbus A320s are around five years old and, due to the high number of hours flown by each aircraft, are programmed for replacement between from 2017 to 2021. Volaris flights are deplaned at the Federal Inspection Services (FIS) building adjacent to the terminal and boarded at the terminal. AeroMexico Boeing 737 AeroMexico Headquartered in Mexico City, AeroMexico serves more than 56 destinations in the Americas, Asia, Europe, and Caribbean. Like Volaris, AeroMexico typically operates daily flights to and from FAT utilizing Boeing 737s. During the holidays the number of flights may increase. AeroMexico flights are also deplaned at the FIS building adjacent to the terminal and boarded at the terminal.

2.4. Airport Property FAT is located five miles northeast of downtown Fresno and is primarily surrounded by urban development including industrial, residential, and mixed commercial uses. Airport property encompasses approximately 2,159 acres of land within the City of Fresno and is generally bounded by Clovis Avenue to the east, Chestnut Avenue to the west, Dakota Avenue to the north, and McKinley Avenue to the south. There is however, approximately

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230 acres of Airport property immediately northwest of the Chestnut Avenue/Dakota Avenue intersection that includes a system of groundwater recharge ponds and provides an airspace protection buffer for aircraft arriving from or departing to the northwest. Similarly, there are approximately 88 acres of property immediately east of Clovis Avenue that contain recharge ponds, the Airport owned solar farm, and provides airspace protection for aircraft operations towards the southeast. The Airways Golf Course, located south of Airways Boulevard and west of Clovis Avenue is also on Airport property. The golf course, while having been a community asset since the early 1950s and providing a source of revenue for the Airport, is considered a temporary use of Airport property until such time as that area may be needed for airport related uses. This understanding is consistent with FAA grant assurances on the use of airport property acquired with federal funding assistance.

As depicted in Exhibit 2-5, the following describes the general land uses of Airport property as they exist in early 2017. Additional descriptions of tenants and facilities within these areas are provided in subsequent sections of this chapter.

Airport Operations Area – which encompasses the airfield and provides for the movement of aircraft both on the ground and in the immediate approach/departure area beyond the runway ends. This includes the runways, taxiways, navigation system critical areas, approach lighting system (ALS) and land use protection and airspace buffer areas as prescribed by FAA standards and criteria.

Preserved for Land Use Compatibility – these are airport owned parcels beyond the main airfield property and within the immediate approach/departure area of the airfield (i.e., those north and west of Chestnut Avenue and those east of Clovis Avenue). While these properties may have differing physical uses, maintaining airport compatible activities and infrastructure within them is essential to the safety of aircraft operations and the neighboring communities. Within these areas, limiting the height of objects, congregations of people, and wildlife attractants are the highest priorities. Portions of the FAA required Runway Protection Zones (refer to Section XXX) are included in these areas.

Airport Operations, Maintenance and Administration – which includes the administration offices of the City of Fresno Airports Department, located along Clinton Avenue, and the nearby facilities maintenance/warehouse building located to the northeast along Andersen Avenue. The Airport’s solar farm, located southeast of the McKinley Avenue-Clovis Avenue intersection, is also included.

Passenger Terminal Operation and Support – which includes the terminal building, commercial airline apron, aircraft rescue and firefighting (ARFF) facilities, public and employee automobile parking, international passenger FIS facility, rental car facilities, and other airport operations and administration facilities.

General Aviation – which includes a variety of aircraft storage and aviation service providers that accommodate the needs of both based and transient aircraft operators that are not commercial airlines or the military. These uses are centralized in three areas of the Airport, with the two major FBOs (Signature Flight Services and Ross Aviation) located southwest of the airfield along East Andersen Avenue, a small area to the northwest of the airfield along Dakota Avenue where the California Highway Patrol Aviation Division is currently a tenant, and an area to the northeast of the airfield along Aircorps Way that includes the U.S. Forest Service air attack base and two other tenant operating helicopter and fixed wing aircraft The air attack base accommodates seasonal forest fire fighting and emergency response activities.

Air Cargo – which includes the cargo apron and support areas constructed in 2006. This area currently accommodates operations by United Parcel Service (UPS) and Federal Express (FedEx).

Aircraft Maintenance – this represents the Skywest aircraft maintenance facility located between the general aviation uses along Aircorps Way in the northeast portion of airfield.

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Military – which includes two distinct areas; one on the north side of the airfield and one on the south side of the airfield immediately southeast of the passenger terminal area. The southern area is home to the California Air National Guard’s (CANG) 144th Fighter Wing. The northern area includes munition bunkers for the CANG and is home to the California Army National Guard 1106th Theater Aviation Sustainment Maintenance Group (TASMG).

Interim Golf Course/Recreational – which includes a large parcel of property along Airways Boulevard that is available for Airport related development but is currently being operated as the Airways Golf Course until such time as other uses may be warranted.

Stormwater/Water Resource Management – this includes the Airport’s three primary stormwater retention ponds; one located north of Airways Boulevard near the air cargo facility, the second located east of Clovis Avenue across from the U.S. Forest Service, and the third located along McKinley Avenue near the Airport entrance road. A large groundwater recharge area, also known as “Leaky Acres”, is located to the west of Chestnut Avenue and while serving as an important regional water resource, is an area being preserved for compatible land use and airspace protection.

Municipal Facility – which includes the City of Fresno Fire Department Station No.10 located northeast of the airfield along Aircorps Way.

Agricultural – located to the southwest of the Dakota Avenue-Chestnut Avenue intersection, this area is currently leased by the Fresno Police Department for their equestrian facility and the Fresno Unified School District for their agricultural education program.

Undeveloped/Vacant/Open Space – which includes portions of airport property that are currently undeveloped and being maintained (i.e., mowed and/or access controlled) and areas available for redevelopment such as the vacant U.S. Marine Reserve Corps facility along Airways Boulevard. Such areas to the north of the airfield are interspersed amongst the existing aviation and interim uses and could be developed to accommodate a variety of airport related aviation or mixed commercial uses depending on long-term needs of the City. There is a narrow parcel of land along Clovis Avenue that has been identified for the planned development of a municipal water treatment facility. Use of the undeveloped areas within the approach/departure areas to the airfield is limited to preserve neighborhood compatibility and provide airspace protection. There also two areas along Clinton Avenue near the Airport Administration offices, an area just west of the Signature TechnicAir facility, and a strip of land along the south side of Shields Avenue that is occasionally used for storage and parking of City and Airports Department equipment.

Non-Aviation Commercial Development – which includes areas of Airport property that are not specifically needed to accommodate aeronautical activities. These areas are typically leased to private developers and provides a revenue stream to the Airports Department. Three areas of commercial development are located south of the airfield and include a mix of hotels, gas stations, convenience stores, offices, retail, and restaurants. Alliant International University also occupies space within this area. A fourth area is located at the intersection of Airways Boulevard and Clovis Avenue, adjacent to the golf course, that includes a gas station and convenience store. Symbiotically, the businesses located within these commercial areas benefit from the Airport’s proximity and the consistent stream of business and leisure travelers, military personnel, and airport staff that patronize those businesses.

FAA Facility – these include the airport traffic control tower (ATCT), the airport surveillance radar (ASR), and a radio transmitter/receiver (RTR) antennae array. The ATCT site is approximately 2.25-acres in size and includes the tower, an operations and administration building and 48 automobile parking spaces.

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Exhibit 2-5 – Airport Property and Uses (2017)

, ATCT = Air Traffic Control Tower, ASR = Airport Airport = ASR Tower, Control Traffic Air = ,ATCT

for discussion of Runway Protection Zone. Protection ofRunway discussion for

XXX

ance Radar, RTR = Radio Transmitter/Receiver Transmitter/Receiver Radio = RTR Radar, ance

Notes: Notes: System Lighting Approach ALS= Surveill Section to Refer

Prepared by: Kimley-Horn and Associates, May 2017

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2.5. Airfield Facilities Airfield facilities accommodate the takeoff and landing of aircraft and the movement of those aircraft about the airport. The following describes the primary airfield infrastructure systems at FAT including the runways, taxiways, and associated navigation aids and signage as they exist in early 2017. These facilities are also depicted in Exhibit 2-10. 2.5.1. Runways There are two parallel runways at FAT with a centerline separation distance of 700 feet. The runways are oriented in a northwest-southeast alignment with compass headings of 110 and 290 degrees resulting in Runway 11L-29R (to the north) and Runway 11R-29L (to the south). Runway 11L-29R was the Airport’s original runway which began at a length of 7,200 feet in the early 1940s. It has since been extended and is now the primary runway for commercial and military activity. Runway 11R-29L was constructed in 1956 and subsequently extended to provide operational redundancy for times when the primary runway may be unavailable due to maintenance or other periods of closure. While both runways can accommodate the aircraft types currently operating at FAT under most conditions, depending on weather conditions and aircraft load requirements, Runway 11R-29L is used more often for general aviation traffic while Runway 11L-29R is used for commercial, air cargo and military operations. According to air traffic control (ATC) personnel at FAT, 80 to 90 percent of all traffic flow is to the northwest. 2.5.1.1. Runway 11L-29R Runway 11L-29R is 9,539 feet long and 150 feet wide and the pavement is grooved asphalt. The threshold to Runway 29R, or the beginning of where the pavement available is for landing, is displaced 312 feet to provide the required FAA separation from Clovis Avenue. This displacement impacts the runway length available for take-offs and landings (refer to discussion of Declared Distances in Section 2.5.1.3). There is also approximately 1,000 feet of “blast pad” pavement beyond the end of each threshold that is not available for aircraft use, with the exception of Runway 29R which is only 850 feet. This is not full strength pavement capable of supporting commercial or military type aircraft. Its main purpose is to provide protection from jet-blast erosion that could cause property damage or personal injury.

Runway 11L-29R is equipped with precision markings, High Intensity Runway Edge Lights (HIRL), and Precision Approach Path Indicators (PAPIs) for both runway ends. A PAPI is a vertical glide slope indicator, consisting of an array of four light units positioned beside the runway, that present a color-coded visual indication to the pilot of an aircraft’s position relative to the glide path to the runway. In other words, the PAPI alerts pilots through visual cues on whether they are on too high or too low of an approach path to touchdown.

Runway 11L is equipped with Runway End Identifier Lights (REILs) that consist of two synchronized flashing lights, one on each side of the runway threshold, aimed towards the approach area. The function of the REILs is to provide rapid and positive identification of the end of the runway.

Runway 29R is equipped with an ALSF-2 Approach Lighting System. This is a primary component of the precision instrument landing system (ILS) to Runway 29R that enables the very low instrument approach visibility minimums provided (refer to Section 2.6.4 for additional discussion in instrument approach capabilities). An ALSF-2 is a series of steady and sequenced flashing lights preceding the landing threshold that provide a visual reference to help pilots transition from instrument flight procedures to a visual landing. The light system extends 2,400 feet from the threshold within Airport property east of Clovis Avenue. The approach lighting system is owned, operated, and maintained by the FAA.

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Runway 11L-29R is also equipped with Runway Visual Range (RVR) equipment at both runway ends and midpoint. The RVR sensors measure the visibility distance pilots should be able to see along the runway and is used by pilots to determine whether instrument procedure visibility minimums, for both takeoff and landing, can be met. The three sensors are also essential components of the ILS system to Runway 29R.

Runway 11L-29R is equipped with permanent hook-and-cable arresting devices (type BAK-14) on each end of the runway. These are installed for emergency use by military aircraft, including CANG and transient military aircraft. Similar to landing on an aircraft carrier, these systems allow an aircraft with a tail hook to catch a ground mounted cable and rapidly decelerate the aircraft to prevent overshooting the runway end. These systems are identified by lighted barrier marker signs and yellow pavement markings. The system is retractable and does not preclude use of the runway by civilian aircraft 2.5.1.2. Runway 11R-29L Runway 11R-29L is 8,008 feet long and 150 feet wide and the pavement is grooved asphalt. It is equipped with precision markings and Medium Intensity Runway Edge Lights (MIRLs). As with the other runway, there is 1,000 feet of “blast pad” pavement beyond the end of each threshold that is not available for aircraft use. Runway 11R is equipped with REILs and Runway 29L has a PAPI. There are no displaced thresholds or Declared Distances established for Runway 11R-29L (refer to Section 2.5.1.3). 2.5.1.3. Declared Distances Ideally, landing thresholds are located at the beginning of the runway and the entire length of full-strength pavement is available for use. Thresholds, however, can be displaced, and usable runway length can be limited, 7 for a variety of reasons related to FAA airfield standards and design criteria including :

• Providing adequate Threshold Siting Surface (TSS) or Departure Surface clearance over various buildings, towers, poles, roadways and trees that are in close proximity to the airfield

• Providing adequate Runway Safety Area (RSA) and Runway Object Free Area (ROFA) safety clearances around the runway pavements

• Maintaining compatible land use within the Runway Protection Zones (RPZ) located in immediate approach/departure area beyond the runway ends

With displaced thresholds and depending on the direction of traffic flow, the entire length of runway pavement may not be available for landing or take-off. To support enhanced operational safety for turbine-powered aircraft in situations like these, “Declared Distances” can be published that identify what distances are available for take- off, landing, and rejected-take-off aircraft performance requirements as approved by the FAA in accordance with FAA AC 150/5300-13, Airport Design. Declared Distances can help satisfy FAA airfield design standards without limiting the physical runway length. The usable distances are “reduced” on paper only; no physical markings are indicated on the pavement. If Declared Distances are not published, it may be assumed that the available landing length is equal to the runway length minus the amount of displacement prior to the landing threshold. It can also be assumed that the full pavement at the departure end of the runway is available for take-off requirements.

As mentioned previously, the Runway 29R threshold at FAT is displaced 312 feet to provide adequate separation from Clovis Avenue. The Airports Department has coordinated with the FAA and established, and published in FAA

7 FAA Advisory Circular 150/5300-13A Airport Design, 2/26/14

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Airport Master Plan Update Inventory pilot materials, Declared Distances for Runway 11L-29R. The following describes the four calculated operational distances, which are also depicted in Exhibit 2-6.

Take-off Run Available (TORA) – Length of runway available and suitable for satisfying take-off distance requirements with consideration of the departure RPZ and TODA limitations. TORA cannot exceed the length of the runway. The TORA for Runway 11L-29R is 9,539 feet in both directions which represents the full runway length. Take-off Distance Available (TODA) – TORA plus the length of any remaining runway, or established clearway, beyond the TORA that is available for satisfying take-off distance requirements. Consideration must be given to any 40:1 instrument Departure Surface requirements. The TODA for Runway 11L-29R is also 9,539 feet. Accelerate-Stop Distance Available (ASDA) – Length of runway declared available for satisfying accelerate-stop distance requirements for a rejected take-off plus any established stopway. RSA and ROFA requirements beyond the end of the ASDA must be considered. For Runway 29R, the full length of the runway is available for the ASDA (i.e., 9,539 feet). For the Runway 11L end, the ASDA is reduced to 9,279 feet to provide for required 1,000 feet of RSA and ROFA beyond the ASDA. Landing Distance Available (LDA) – Length of runway available and suitable for satisfying landing distance requirements with consideration of threshold siting criteria, the approach RPZ, and the RSA and ROFA beyond both ends of the runway. For the Runway 29R, the usable landing length is reduced by the 312-foot displacement, resulting in a LDA of 9,227 feet. For the Runway 11L, the LDA is reduced to 9,279 feet to provide for a standard RSA and ROFA.

Exhibit 2-6 – Runway 11L-29R Declared Distances (2017)

Source: FAA Airport Master Record 5010, Airport IQ, http://www.gcr1.com/5010web/default.cfm, accessed 3-28-17 and prepared by Kimley-Horn and Associates

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2.5.1.4. Runway Pavement Strength Per FAA guidance, and for consistency with International Civil Aviation Organization (ICAO) standards, airport pavement strength is reported by Pavement Classification Number (PCN) which expresses the relative load carrying capacity of a pavement. The PCN value is calculated based on the pavement system’s cross-section (i.e., type and thickness of surface and base courses), underlying subgrade condition, and aircraft activity level (i.e., volume of operations by aircraft type). Similarly, an Aircraft Classification Number (ACN) can be calculated for specific aircraft models. The ACN is a single, unique number expressing the relative effect of an aircraft on a pavement. It is based on both aircraft characteristics (i.e., weight and landing gear configuration) and specified pavement characteristics (i.e., type, subgrade strength, thickness).

The PCN and ACN values can then be used by pilots and airport personnel to evaluate whether the airfield pavement is acceptable for regular use by specific aircraft. The PCN/ACN methodology is structured so that a pavement with a certain PCN value can support, without restrictions, all aircraft that have an ACN equal to or less than the reported PCN value. To prevent pavement damage and ensure the lifespan of the pavement, the ACN of aircraft using the pavement should not typically exceed the PCN of the pavement. This does not mean, that use of the pavement by an aircraft with a larger ACN will cause pavement failure. Rather, there are situations where occasional use by larger aircraft is acceptable, but regular occurrences could reduce the lifespan of the pavement or degrade the overall PCN.

PCN values are expressed by the following five components:

• First number: Calculated load-carrying capacity of the pavement • Second letter: Expresses whether the pavement is rigid (R) or flexible (F) • Third letter: Expresses the strength of the subgrade ranging from A to D, with A being the strongest • Fourth letter: Defines the maximum tire pressure the pavement can support, with W=unlimited, X=254, Y=181, and Z=73 pounds per square inch (psi). • Fifth letter: Defines how the PCN was calculated, with T as a technical evaluation and U as physical usage.

The PCN for both runways at FAT were calculated in a 2015 Airfield Pavement Evaluation (Kimley-Horn 2015) and based on the pavement system and aircraft usage characteristics:

Runway 11L-29R has a PCN of 75/F/A/X/T, indicating that the pavement has a load-carrying capacity of 75, is flexible pavement with a high-strength subgrade, and can handle tire pressures up to 254 psi. Per the T indicator, this was determined through a technical evaluation.

Runway 11R-29L has a PCN of 44/F/A/X/T, indicating that the pavement has a load-carrying capacity of 44, is flexible pavement with a high-strength subgrade, and can handle tire pressures up to 254 psi. Per the T indicator, this was determined through a technical evaluation.

ACN values for civil aircraft have been published in ICAO’s Aerodrome Design Manual Volume 3 and FAA Circular 150/5335-5, Standardized Method of Reporting Airport Pavement Strength. The 2015 PCN calculation for FAT included activity by the Airbus A320, Boeing 737 and 757, and McDonnel Douglas MD83. The corresponding published ACN values (at maximum takeoff weight) for these aircraft range from 35 to 43. Based on this comparison, the two runways at FAT appear more than capable of accommodating operations by these aircraft. The 2015 Airfield Pavement Evaluation goes on to state that based on the pavement system and usage characteristics, Runway 11L/29R (the primary runway) should be able to accommodate any modern aircraft without weight restriction.

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Before the widespread use of PCN in recent years, pavement strength in the U.S. was reported as a single number expressed in pounds based on the landing gear configuration of the aircraft. It displayed the weight of an aircraft that could safely and regularly use the pavement. As presented in Table 2-9, both runways have a published single- wheel pavement strength of 70,000 pounds, dual-wheel of 170,000 pounds, and dual-tandem of 250,000 pounds.

Table 2-9 – Runway Strength

Runway 11L-29R Runway 11R-29L PCN 75 /F/A/X/T 44 F/A/X/T Single-wheel 70, 000 lbs. 70, 000 lbs. Dual-wheel 170, 000 lbs. 170,000 lbs. Dual-tandem 250, 0000 lbs. 250,000 lbs. Source: FAA 5010 Airport Master Record (January 1, 2017)

2.5.1.5. Summary of Runway Facilities A summary of the preceding runway details is provided in Table 2-10.

Table 2-10 – Existing Runway Characteristics (2017)

Runway 11L-29R Runway 11R-29L Runway Component 11L End 29R End 11R End 29L End Runway length 9,539’ 8,008’ Runway width 150’ 150’ Runway end elevation (MSL) 332.9’ 332’ 330.1’ 330.1’ Pavement type Grooved asphalt Grooved asphalt Pavement Condition Number (PCN) 75/F/A/X/T 44/F/A/X/T Pavement markings Precision Precision Edge lights HIRL MIRLs Displaced threshold None 312’ None Declared Distances Take-off run available (TORA) 9,539’ 9,539’ NA Take-off distance available (TODA) 9,539’ 9,539’ NA Accelerate-stop distance available (ASDA) 9,279’ 9,539’ NA Landing distance available (LDA) 9,279’ 9,227’ NA Approach lighting None ALSF2 None None Runway end identifier lights (REIL) Yes None Yes None Touchdown, Touchdown, Runway Visual Range (RVR) Equipment Midfield, Midfield, None None and Rollout and Rollout Visual Approach Aids PAPI PAPI None PAPI Source: FAA 5010 Airport Master Record (January 5, 2017) Notes: PAPI = precision approach path indicators, HIRL = high intensity runway lights, MIRL = medium intensity runway lights, NA = not applicable

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2.5.2. Meteorological Conditions and Crosswind Coverage Local climate and meteorological conditions affect operations at an airport in many ways. Winds, precipitation, and temperature characteristics of an area can influence airport development decisions pertaining to NAVAIDs, runway orientation, and required runway length. FAT is equipped with an Automated Surface Observation System (ASOS) which is a weather data sensing, processing, and dissemination system designed to support weather forecast activities and aviation operations. Controlled and maintained by the FAA, the ASOS observes, formats, archives, and transmits observations automatically to pilots operating at or near FAT through an Automatic Terminal Information Service (ATIS) radio frequency (121.35 MHz). The ASOS data is also shared with the National Oceanic and Atmospheric Administration (NOAA) and the National Weather Service (NWS) for their use in analyzing and forecasting weather trends. Based on data obtained from the ASOS, NOAA and NWS, the following describes the weather and wind characteristics at FAT. 2.5.2.1. Local Climate The average annual temperature at FAT is 78.1 degrees Fahrenheit (F), the average low is 47.7 degrees F, and the average high is 84.5 degrees F. The mean maximum temperature of the hottest month (July) is 99.7 degrees F. Average monthly precipitation ranges from 0 to 2.05 inches, with an annual average of 9.5 inches. There is no measured snow or sleet precipitation at FAT. 2.5.2.2. Weather Conditions When describing weather conditions at an airport, the FAA considers the following general weather classifications:

Visual flight rule (VFR) conditions. VFR is the set of regulations, procedures, and conditions that permit a pilot to operate and navigate an aircraft based on visual reference to the surrounding environment with limited instrumentation. This usually requires favorable weather conditions with a ceiling of 1,000 feet above ground level (AGL) or greater and visibility of at least three statute miles (also referred to visual meteorological conditions or VMC).

Instrument flight rule (IFR) conditions. Properly trained and equipped pilots operate aircraft using navigational systems that provide lateral and/or vertical path guidance based on specific meteorological conditions. Specific IFR procedures must be used when the cloud ceiling is less than 1,000 feet AGL and/or the visibility is less than three statute miles (also referred to instrument meteorological conditions or IMC). This is typically associated with CAT-I precision instrument landing system (ILS) minimums with a ceiling height no less than 200 feet above ground level and visibility minimums of no less than ½ mile (RVR 2,400 feet).

Poor visibility conditions (PVC). This is when the cloud ceiling and visibility are below the CAT-I ILS minimums, making the airport unusable for most aircraft operations. Under these conditions only specific airports with advanced navigational systems, such as FAT, and correspondingly trained pilots with properly equipped aircraft, may operate. As noted previously, FAT has a CAT-III ILS system that can accommodate operations with 600-foot cloud ceiling and 600-foot visibility.

Wind and weather data from the ASOS indicates that VFR conditions occur approximately 84.9 percent of the time, IFR conditions occur approximately 8.7 percent of the time, and PVC conditions occur approximately 6.4 percednt of the time. Table 2-11 outlines the weather classification criteria and the number of recorded observations at FAT between 2006 and 2015.

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Table 2-11 – Weather Observations (2006-2015)

Weather Class Criteria Recorded Observations All weather All ceiling and visibility conditions 103,556 (100.0%) VFR Ceiling ≥ 1,000 feet and visibility ≥ 3 87,874 (84.9%) miles Ceiling ≥ 200 feet and < 1,000 feet and 8,960 (8.7%) IFR visibility ≥ one-half mile and < 3 miles PVC Ceiling < 200’ and visibility < ½ mile 6,722 (6.4%) Source: NOAA National Climate Data Center, FAT ASOS Observations

2.5.2.3. Crosswind Coverage Wind speed and direction influence runway use. A runway is ideally oriented with the prevailing wind, as landing and departing an aircraft into the wind enhances its performance. FAA planning standards indicate that the primary runway should be capable of operating under allowable wind conditions at least 95 percent of the time. The 95 percent wind coverage is based on the crosswind (i.e., wind speed and direction vector compared to the 6 aircraft’s direction of flight) not exceeding the following:

• 10.5 knots (12 mph) for small single-engine and light-twin aircraft

• 13 knots (15 mph) for the larger and heavier turboprop and medium jet type aircraft

• 16 knots (18.4 mph) for the larger corporate/military jet and narrow-body commercial type aircraft

• 20 knots (23.0 mph) for larger narrow-body and wide-body commercial type aircraft

Larger aircraft have a higher tolerance for crosswind than smaller aircraft due to their size, weight, and operational speed. When crosswinds exceed the allowable tolerance for the aircraft categories using the airport, the availability of a crosswind runway is highly desirable. Without one, arriving aircraft may need to divert to an alternate airport or wait for the wind conditions to change. Below the 95 percent threshold, FAA funding assistance for the development of a crosswind runway may be justifiable.

Table 2-12 presents the calculated coverage of Runways 11-29 for each of the four crosswind components (10.5, 13, 16 and 20 knots). Overall, the existing runway heading provides close to 100 percent wind coverage for all aircraft categories under all weather conditions. This indicates that the runways at FAT are ideally orientated for the wind conditions within Central California. The wind coverage of the individual runway headings was also calculated which indicates Runway 29, or a westerly traffic flow, would be preferred the majority of time, particularly during IFR weather conditions. During VFR conditions, wind conditions appear to slightly favor Runway 11 and an easterly traffic flow.

6 Specific classifications are based on Airport Reference Code (ARC) as described in FAA Advisory Circular 150/5300-13 Airport Design

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Table 2-12 – Crosswind Coverage

Weather Percent of crosswind coverage Runway Classifications 10.5 knots 13 knots 16 knots 20 knots 11 49.89% 49.97% 50.02% 50.03% All-Weather 29 77.75% 77.80% 77.83% 77.84% Combined 99.76% 99.89% 99.97% 99.99% 11 47.11% 47.19% 47.24% 47.25% IFR 29 79.10% 79.15% 79.18% 79.19% Combined 99.77% 99.90% 99.98% 100.00% 11 74.58% 74.62% 74.66% 74.67% VFR 29 68.55% 68.59% 68.62% 68.66% Combined 99.77% 99.86% 99.93% 99.98% Sources: FAA Wind Rose Generator 2016, true runway headings of (1250, 3050); NOAA National Climate Data Center FAT (2006-2015)

2.5.3. Navigational Aids (NAVAIDs) NAVAIDs assist pilots in locating an airport and safely and efficiently maneuver aircraft through landing and take- off in a variety of meteorological conditions. NAVAIDs are any visual or electronic device, airborne or on the ground, that provide point-to-point guidance, position information, or operational data to aircraft in flight. In addition to the visual-approach aids previously described for the runways (e.g., REILs, PAPIs, and ALSF-2), the Airport is also equipped with the following:

Rotating beacon. An airport beacon is a rotating light, similar to a lighthouse, that is activated from dusk until dawn and during IFR weather conditions to display the location and type of airport to pilots. The beacon flashes white and green for a civilian airport and is generally visible at least ten miles from the airport. The beacon at FAT is located on top of the Airport Traffic Control Tower (ATCT), is controlled by ATC personnel, and is equipped with an emergency backup generator.

Wind indicator and segmented circle. Also known as “windsocks” or “windcones,” wind indicators are used to indicate the direction and approximate speed of the wind at the surface as compared to the wind at altitude. Airports typically have one centrally located windsock collocated with a segmented circle for ease of identification from the air. Additional windsocks can be positioned at other locations on an airfield to support both takeoff and landing operations. FAT is equipped with five windsocks at the following locations:

• Midfield, south of Taxiway B, approximately 700 feet north of the ATCT, collocated with the segmented circle • Midway between Runway 11R – 29L and Taxiway B, abeam the first 1,000 foot fixed-distance marking of Runway 29L • Midway between the two runways, abeam the first 1,000 foot fixed-distance marking of Runway 11R • Midway between Runway 11L – 29R and Taxiway C, abeam the first 1,000 foot fixed-distance marking of Runway 11L • Midway between Runway 11L – 29R and Taxiway C, abeam the first 1,000 foot fixed-distance marking of Runway 29R

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Automated Surface Observation System (ASOS). As described previously, an ASOS is a weather data sensing, processing, and disseminating system designed to support weather forecast activities and aviation operations. The ASOS reports weather conditions such as temperature, dew point, wind speed and direction, altimeter setting and density altitude, visibility and ceiling height. The ASOS at FAT is located south of Taxiway C10 between Taxiway C and Runway 11L-29R.

Instrument Landing System (ILS). An ILS is a ground-based electronic guidance system that provides very precise lateral and vertical guidance to the runway threshold. Pilots must be properly trained and aircraft must be adequately equipped with on-board systems to use this type of NAVAID. The approach to Runway 29R is equipped with an ILS that consists of multiple components including a localizer providing lateral guidance, a glideslope providing vertical guidance, and distance measuring equipment (DME) providing the slant-range distance between the aircraft and the airfield. The localizer array for Runway 29R is located 1,000 feet beyond the western end of the runway (i.e., west of the Runway 11L threshold). The ILS for Runway 29R is further supported by the ALSF-2 approach lighting system described in Section 2.5.1.1.

Localizer. In addition to the localizer for Runway 29R ILS, a second localizer array is located approximately 900 feet to the south of the Runway 29R end. This localizer provides lateral guidance for instrument approaches to Runway 11R.

Surface Movement Guidance and Control System (SMGCS). The Airports Department is in the process of installing a SMGCS which will enhance the safe ground movement of aircraft and vehicles on the airfield during low visibility conditions (e.g., fog). The SMGCS provides enhanced visual lighting aids and more rigorous location monitoring and control procedures. The supporting infrastructure (i.e., conduits and light housings/cans) are being installed during ongoing taxiway pavement rehabilitation projects which will ultimately lead to full implementation of the SMGCS system. This system is intended to replace/reduce the current labor-intensive “follow me” operations that require staff in a lighted vehicle to physically lead an aircraft along the taxi route. Upon full system implementation, it is anticipated that CAT-III instrument approach minimums may be able to be reduced below that currently provided (refer to Section 2.6.4) 2.5.4. Taxiways An airport’s taxiway system connects the runways to aircraft parking aprons, storage hangars and other facilities. The taxiway system at FAT is comprised of three parallel taxiways with multiple connector taxiways, as shown in Exhibit 2-10. Taxiway A is 50 feet wide and located along the edge of the general aviation and terminal aprons on the southwest side of Runway 11R-29L. Taxiway B is a 75-foot wide, full-length taxiway also located southwest of Runway 11R-29L. Taxiway C is a 75-foot wide, full-length taxiway located on the northeast side of Runway 11L- 29R.

As Taxiway A is located along the edge of the general aviation apron; additional pavement markings have been applied to provide a clear delineation of the edge of taxiway pavement and the separation between the taxiway and apron areas that aircraft and ground support vehicles can move without the need to communicate with the ATCT. These are also known as the movement and non-movement areas. These markings also indicate the limits of where aircraft can park within the apron. Additionally, a vehicle service road is located between the apron and taxiway. An example of these markings is shown in Exhibit 2-7.

A current operational limitation of Taxiway A is along the terminal apron as shown in Exhibit 2-8. As aircraft push back from Gates 16 and 17, they cross the movement area boundary into Taxiway A. This can impact the ground traffic flow for aircraft utilizing Taxiway A and requires additional coordination with the ATCT.

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Exhibit 2-7 – Taxiway A Markings Exhibit 2-8 – Taxiway A Terminal Apron

Source: Google Earth 2016 Source: Google Earth 2016

Taxiway B has several connectors to provide access to and from the runways and aprons, including B2, B3, B6, B8, B10, B11, B12, and B14. Due to the width of Taxiway B, “TAXI” is written in large letters on the taxiway pavement to assist pilots in distinguishing between Taxiway B and Runway 11R-29L upon landing. Additionally, portions of the pavement near Runway 11R end and near the terminal area have been painted green to delineate the edge of the taxiway pavement and assist with pilots with location awareness. The green paint simulates a “grass island” which allows the pavement to remain and indicates that pilots should not operate on it. These markings are often used to retain drainage control that may be provided by the pavement. An example of these markings is displayed in Exhibit 2-9.

Exhibit 2-9 – Taxiway B Markings

Source: Google Earth 2016

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Taxiway C has connectors C, C10, and C12 to provide access to and from the runway. These taxiways along the runway allow aircraft to exit the runway upon landing when they have decelerated adequately to make the turn. Taxiway C is slated to be rehabilitated in the 2017/2018 timeframe. As part of that effort, the previously abandoned connector Taxiway C4 will be rebuilt to provide additional circulation and a second exit for aircraft landing on Runway 11L. 2.5.5. Airfield Pavement Condition In addition to the calculation of PCN, the 2015 Airfield Pavement Evaluation (Kimley-Horn 2015) evaluated the condition of the airfield pavements including runways, taxiways and most of the aprons. This effort was part of the Airport’s ongoing pavement management program which strives to maximize the value and life of the pavements by monitoring their condition and proactively addressing wear-and-tear. While pavement naturally deteriorates over time, routine maintenance such as crack sealing, surface treatments, or patches will extend the life of the pavement at lower costs than deferring maintenance until substantial pavement rehabilitation may be needed.

The 2015 Evaluation calculated pavement ratings using Pavement Condition Index (PCI), which is an examination of specific distress type and severity combined with historical PCI data and rehabilitation efforts. PCIs were calculated for 2015 (existing conditions at that time) and projected for the years 2020 and 2025. The projections assume that no maintenance, repair or major rehabilitations are performed. As seen in Exhibit 2-11, in 2015, the pavement ratings at FAT ranged from serious to good depending on the location. The southwestern general aviation apron (e.g., Ross Aviation and Signature Flight Services), select connector taxiways, portions of the northeast general aviation apron (e.g., Roger’s Helicopters), and a portion of the terminal apron were rated as in serious condition. By 2020, the same general aviation aprons are anticipated to have failed (Exhibit 2-12). By 2025 Runway 11L-29R will be in poor condition and the majority of the terminal apron will be in very poor condition (Exhibit 2-13). Taxiway C, which is currently depicted as very poor to fair, is programmed for rehabilitation in the 2017/2018 timeframe. As the military, U.S. Forest Service, and northwest general aviation apron (e.g., California Highway Patrol) are privately maintained, they were not included in the 2015 Evaluation.

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Exhibit 2-10 – Existing Airport Facilities (2017)

Prepared by: Kimley-Horn and Associates, March 2017

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Airport Master Plan Update Inventory Exhibit 2-11 – Airfield Pavement Condition (2015)

Source: 2015 FAT Airfield Pavement Evaluation, Kimley-Horn and Associates

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Airport Master Plan Update Inventory Exhibit 2-12 – Airfield Pavement Condition (2020)

Source: 2015 FAT Airfield Pavement Evaluation, Kimley-Horn and Associates 2-37 Working Paper, May 2017

Airport Master Plan Update Inventory Exhibit 2-13 – Airfield Pavement Condition (2025)

Source: 2015 FAT Airfield Pavement Evaluation, Kimley-Horn and Associates 2-38 Working Paper, May 2017

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2.6. Airspace and Approach Capability The U.S. National Airspace System (NAS) is an integrated collection of controls, procedures, and policies implemented and regulated by the FAA to ensure safe and efficient air operations. The NAS is divided into airspace classes to designate the level of service and operating rules for a given area. The following describes the airspace classifications, air traffic control (ATC), instrument approach capabilities, and noise abatement procedures at FAT. 2.6.1. Airspace U.S. airspace is structured into Controlled, Uncontrolled, and Special Use airspace, as defined below.

Controlled airspace – Airspace that is supported by ground to air communications, NAVAIDs, and air traffic services. Controlled airspace is further divided into five different classes (A, B, C, D, and E). The classification of any airspace is determined by its location.

Uncontrolled airspace – All airspace that has not been designated as Controlled or Special Use, and within which ATC has neither the authority nor the responsibility for control. All uncontrolled airspace is considered Class G.

Special Use – Designated airspace where unique or hazardous situations (e.g., military activities) require special attention and/or impose operating restrictions.

Within this structure, Federal Aviation Regulations (FARs) Parts 71 and 73 establish specific airspace classifications that impose various requirements upon the operation of aircraft, including visibility minimums, cloud clearance, communication with the ATC, and specific aircraft equipment. The location and dimensions of these classification are based on the type of airport and activity supported. The classifications are depicted in Exhibit 2-14 and their characteristics and applicability to FAT are summarized as follows:

Class A – All airspace from 18,000 feet mean sea level (MSL) up to and including flight level (FL) 600, (60,000 feet MSL). Class A airspace contains all high-altitude airways (jet routes).

Class B – The airspace surrounding major commercial airports. To enter this airspace, communication and/or clearances must be received from ATC. The closest Class B airspace (covers surface to 10,000 feet MSL) surrounds SFO over 150 miles to the northwest. In Class B airspace, aircraft are required to communicate with ATC and have a Mode C transponder.

Class C – The airspace around airports that typically have an operational ATC tower with radar approach and regular use of the instrument approaches or enplaned passengers. FAT is within Class C airspace (covers surface to 4,400 feet MSL). In Class C airspace, aircraft are required to communicate with ATC and have an operable radar beacon transponder with automatic altitude reporting equipment. VFR aircraft are separated from IFR aircraft within this airspace.

Class D – The terminal area airspace surrounding towered and military airports with a radius of five nautical miles (NM). Within Class D airspace, aircraft are required to communicate with ATC. The closest Class D airspace is Naval Air Station Lemoore (NLC), 30 miles to the south. No separation services are provided to VFR aircraft within this airspace.

Class E – General controlled airspace that includes most of the remaining airspace (up to 18,000 feet MSL). This airspace begins at 700 feet above ground level, which means that the majority of the flights to and from the surrounding airports, as well as local operations remaining within the airport traffic pattern, will enter the Class E Airspace near FAT. Aircraft operating in Class E airspace must follow the Federal Aviation Regulations (FAR) for

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Class G – Uncontrolled airspace below Class E. Although the surrounding airport may be located within Class G airspace, they are located under Class C and E airspace. Aircraft are climbing into or descending from the overlying Class E controlled airspace (700 feet above ground level) and Class C (1,600 or 2,500 feet above ground level), thus aircraft at a Class G airport may operate in a controlled environment.

Special Use airspace – An area of special concern or operational restriction due to unusual hazards (e.g., military activity). Special use airspace includes designated Prohibited Areas, Restricted Areas, Warning Areas, Military Operation Areas (MOA), and Alert Areas. The closest special use airspace is the Lemoore A and C MOA, approximately 20 miles to the southwest. Other special use airspace near FAT include the Foothill 1 and Foothill 2 MOAs, which is over the Sierra Nevada Mountain Range to the east.

Exhibit 2-14 – Classes of Airspace

Source: FAA, Aeronautical Information Manual, June 2015

2.6.2. Aeronautical Charts The FAA’s National Aeronautical Charting Office (NACO) publishes aeronautical charts (or maps) that are used by pilots to navigate through the NAS. These charts are called sectional charts or sectionals and provide detailed information on airspace classes, navigation routes and systems, and radio frequencies. They also depict topographical features identifiable from altitude, such as terrain elevations, ground features, and landmarks, that are important to aviators. The segment of sectional chart displaying FAT and surrounding airspace is presented in Exhibit 2-15.

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Exhibit 2-15 – FAT Sectional Chart

Source: FAA National Aeronautical Charting Office (NACO) (accessed December 2016)

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2.6.3. Airport Traffic Control (ATC) ATC directs pilots through the airspace and provides advisories as necessary. Their purpose is to promote the safe, orderly, and expeditious flow of air traffic. At airports like FAT, ATC also directs aircraft ground movements from the apron to the runway and vice versa.

The airport traffic control tower (ATCT) at FAT is continuously operated, 24 hours a day, seven days a week. There are approximately 35 FAA staff members that operate the ATCT. Due to FAT's location within the State, there are several flights each day that overfly the Airport, between Los Angeles and Bay Area, as well as activity from the nearby MOAs that are handled by ATC at FAT. FAA personnel have indicated that staff from the Bakersfield radar site may consolidate to FAT which would result in additional employees.

The ATCT is 80-feet tall to the cab floor. FAA personnel indicated that the facility's communication panels and radar displays were recently upgraded. They also indicated that the existing ATCT building is outdated, having been commissioned in 1961, and is likely too old to upgrade with contemporary mechanical systems and needed amenities like elevators. In 2010, the FAA conducted an Air Traffic Control Tower Site Survey to evaluate the potential for a replacement facility and where a new tower should be located. The study evaluated 13 potential sites disbursed throughout the north and south sides of the airfield. Due primarily to development cost issues, the study was not finalized and the FAA has no current plans to refurbish or rebuild the ATCT. Automobile parking for the ATC facility is not fenced.

The Airport Surveillance Radar (ASR-11) at FAT is located on the northeast side of the airfield near the golf course and previous Marine Reserve facilities. According to ATC staff, the ASR provides excellent coverage of nearly 100 percent due to the large number of radar installations within the region. 2.6.4. Procedures and Instrument Approaches The ability of an aircraft to operate at an airport is predicated on the weather conditions, the level of pilot training, the type of navigation equipment both in the aircraft and on the ground, and the operating procedures established by the FAA. To enhance safety and maintain an orderly flow of air traffic, during both VFR and IFR operating conditions, the FAA establishes standard approach and departure procedures that pilots will follow. Specific operational procedures can also be developed to lessen the effect of aircraft noise and overflight on the communities near an airport. The following describes the various procedures that have been established at FAT as of early 2017. 2.6.4.1. Standard Procedures Under VFR weather conditions, which are defined as a cloud ceiling greater than 1,000 feet above ground level (AGL) and visibility conditions equal to or greater than three statute miles, pilots may approach an airport using only visual references to enter the traffic pattern and land. These are basic flight maneuvers that can be performed by all pilots at all public-use airports. The standard VFR traffic pattern includes flying straight-in to or straight-out from either runway end or flying a rectangular pattern with all left-hand turns. The rectangular pattern includes

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• Single-engine: 1,302 Mean Sea Level (MSL) • Multi-engine: 1,803 MSL • Turbojet: 2,303 MSL • Helicopters: 903 MSL

Standard Terminal Arrivals (STARs) are defined and published flight routes that transition aircraft from previous navigational fixes to the initial approach fix of an airport’s Instrument Approach Procedure (IAP). FAT has two STARs, named ALTTA EIGHT and GIVEN SIX, that provide access to both runway ends.

Departure Procedures (DP), which were previously referred to as Standard Instrument Departures (SIDs), are designed to assist pilots avoid known obstructions within the vicinity of the airport during the climb to the minimum enroute altitude. FAT has three such DPs, including BULLDOG ONE, COALDALE THREE, and YOSEMITE ONE. 2.6.4.2. Instrument Approach Capability IFR weather conditions occur when cloud ceilings are lower than 1,000 feet AGL and visibility becomes less than three statute miles. Under these conditions, properly trained pilots with adequately equipped aircraft can follow FAA published instrument approach procedures (IAPs) to land at an airport.

The FAA classifies IAPs, and the runways supporting those procedures, based on the type of electronic navigation guidance and the lowest approach minimums (visibility and decision height/HaTh) provided by that procedure. The classifications include non-precision, precision, and approach procedures with vertical guidance. Non- precision approaches provide only lateral guidance from either ground-based or satellite-based global positioning system (GPS) NAVAIDs. Precision instrument approaches provide both lateral and vertical guidance and are traditionally supported by multiple ground-based NAVAIDs collectively called an instrument landing system (ILS). An ILS includes a localizer (providing lateral guidance), glideslope (providing vertical guidance), and approach lighting system (providing close-in visual guidance). Approach procedures with vertical guidance are a relatively recent outcome of the FAA’s Next Generation (NextGEN) Air Transportation System program. These approach procedures use GPS technology to provide ILS-like approach capability without the need for traditional ground- based ILS NAVAID equipment.

The various FAA classifications and approach procedure types are identified in Table 2-13. ILS procedures also have specific sub-categories based on the lowest ceiling or decision height (DH) and visibility minimums provided. Special Authorization (SA) and Category-II (CAT-II) and CAT-III procedures require specific airfield facilities (e.g., additional runway lighting) and/or specific aircraft equipment (e.g., autoland or heads up display), and aircrew/operator certifications.

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Table 2-13 – Instrument Approach Classifications

Lowest Supported Approach Guidance Navigation Methods Minimums Class Provided (ceiling/visibility)  VHF omnidirectional range (VOR)  Non-directional beacon (NDB)  Area navigation (RNAV) ≥250 HATh Non-precision Lateral  Lateral navigation (LNAV) and  Localizer performance (LP) ≥3/4 mile  Localizer (LOC)  Tactical Air Navigation (TACAN)  ILS Approach  Lateral navigation/vertical navigation (LNAV/VNAV) ≥250 HATh procedure Lateral and  Localizer performance with vertical guidance (LPV) and with vertical Horizontal  ≥3/4 mile guidance Area navigation/required navigation performance (RNAV/RNP)  ILS <250 HATh Lateral and  LPV Precision and Horizontal  Global navigation satellite system (GNSS) landing system (GLS) <3/4 mile  Distance measuring equipment (DME) ILS sub-category Lowest Supported Minimums 200 DH / RVR 2,400 Category I (can be less if runway has touchdown zone and centerline lighting) Special Authorization (SA) Category I 150 DH / RVR 1,400 Category II 100 DH / RVR 1,200 Category IIIa No DH / RVR 700 Category IIIb No DH / RVR 150 Category IIIc No DH / RVR 0 Sources: FAA Advisory Circular 150/5300-13A, Airport Design; FAA Aeronautical Information Manual, April 2014 Notes: HATh = height above threshold in feet AGL; DH = decision height in feet AGL; RVR = runway visual range in feet

The instrument approach procedures available at FAT, as of early 2017, and their minimums are identified in Table 2-14. Only Runway 29R is equipped with an ILS, but for properly trained crews and appropriately equipped aircraft, landings can be performed with visibility minimums as low as 600 feet. The other three runway ends do have GPS approach procedures with vertical guidance and minimums of 200-300 ceiling height and visibility as low as ¾ of mile.

The standard alternative minimums for non-precision approaches or approaches with vertical guidance is 800 feet AGL and 2-mile visibility. For select approaches at FAT, IFR Alternative Airport Minimums apply to Category E aircraft, which have faster approach (i.e., 166 knots or greater). The ceiling is 900 feet AGL and 2¾ mile visibility for the ILS or LOC/DME and the VOR/DME or Tactical Air Navigation (TACAN) for Runway 29R and the LOC and VOR/DME or TACAN for Runway 11L.

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Table 2-14 – Instrument Approaches

Runway End Approach Type Approach Method Minimums: Ceiling (AGL) - Visibility

Approach with Vertical Guidance RNAV GPS (LPV) 200-3/4 HI-LOC/DME 400-1 1/4 Runway 11L LOC 400-1 Non-Precision HI-VOR/DME or TACAN 500-1 3/4 VOR-DME or TACAN 500-1 HI-ILS or LOC/DME 200-1/2 (ILS) or 400-3/4 (LOC) ILS or LOC/DME 200-1/2 (ILS) or 400-3/4 (LOC)

Precision ILS - SA CAT I* 150-1400 RVR

100-1200 RVR (CAT-II) Runway 29R ILS - CAT II-III* 0-600 RVR (CAT-III) Approach with Vertical Guidance RNAV GPS (LPV) 200-1/2 HI-VOR/DME or TACAN 500-3/4 Non-Precision VOR-DME or TACAN 500-3/4 Runway 11R Approach with Vertical Guidance RNAV GPS (LPV, LNAV/VNAV) 300-3/4 Runway 29L Approach with Vertical Guidance RNAV GPS (LPV) 300-3/4 Source: FAA Aeronautical Information Services, Terminal Procedures (March 2017) *Note: Special Aircrew and Aircraft Certification Required.

The Clovis VOR (CZQ) is slated to be decommissioned as part of the FAA’s Phase I (2016 to 2020) Plan for Establishing a VOR Minimum Operational Network (MON).8 This plan is part of the larger NextGen Transition to Performance-Based Navigation (PBN), which will reduce the number of conventional NAVAIDs in favor of the more efficient RNAV routes and procedures. While this may impact select approaches to FAT, the DME and TACAN systems are intended to be retained even when the VOR service is terminated. 2.6.4.3. Noise Abatement Noise Abatement procedures are in effect at FAT to minimize aircraft noise disturbances to the residential neighborhoods near the Airport. The procedures address a variety of public concerns including late night activity, engine maintenance, altitude of aircraft arriving and departing the airport, and turning over residential neighborhoods upon departure. There are different procedures for different types and weight of aircraft, including military aircraft. While a full listing of noise abatement procedures is available on the FAT website, a few examples include: • Pilots are requested to not make multiple approaches and landings from 6:00 PM Sunday until 10:00 AM Monday, and Monday through Saturday from 10:00 PM till 7:00 AM. • Engine maintenance run-ups are permitted to take place at the Taxiway B2 run-pad and only between 5:00 AM and 10:00 PM. • Pilots of smaller aircraft are asked to not turn prior to climbing to 850 feet MSL and larger aircraft to 2,000 feet MSL.

8 Federal Register Provision of Navigation Services for the Next Generation Air Transportation System (NextGen) Transition to Performance-Based Navigation (PBN) (Plan for Establishing a VOR Minimum Operational Network). Document Number 2016-17579; effective 07/26/2016

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Additionally, the military follow noise abatement procedures implemented in 2000 and revised in 2014 for tactical military aircraft. As part of the noise abatement procedures, military aircraft departing Runway 29 are cleared to 10,000 feet and continue on the runway heading for 10 miles. 2.7. Passenger Terminal Building The passenger terminal facility at FAT is based on a linear pier layout with most functions at ground level. The second-floor concourse has 6 gates with passenger boarding bridges. Ticketing and baggage claim are in an east/west linear orientation, parallel to the passenger curb-front. In between the ticketing and baggage claim is the central lobby, from which the security screening checkpoint and passenger boarding concourse extend north. Enplaning passengers move from ground transportation to ticketing to security screening checkpoint and on to the concourse and passenger hold rooms. For deplaning passengers, the circulation flow is reversed, with passengers moving south through the secured exit lane adjacent to the security screening checkpoint, and then flowing west toward baggage claim, rental car counters and ground transportation. The following describes the development history of the terminal building and the various functional areas of the facilities as they exist in early 2017. 2.7.1. Terminal Development History The Airport’s original permanent terminal facility was constructed in 1959 with an open-air concourse and ground level boarding gates. In the years since then, the terminal has expanded and evolved through multiple expansion and remodel projects. Originally a ground boarding operation, the Airport constructed an elevated concourse with six gates, including passenger boarding bridges, in 2000. The floor plan diagram presented in Exhibit 2-16 provides a history of major remodel projects related to the primary functional areas of the terminal building. The areas are divided by function and location and include the following:

• Area A: Ticketing Lobby • Area B: Central Lobby • Area C: Baggage Claim • Area D: Security Screening Checkpoint • Area E: Ground Level Concourse • Area F: Second Level Concourse • U.S. Customers & Border Protection Federal Inspection Service (FIS) Facility

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ORIGINAL CONSTRUCTION – 2006

Prepared by: CSHQA Architects, March 2017

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2.7.2. Airline Ticketing Lobby The ticketing lobby is located on the south side of the terminal facility. The lobby’s primary purpose is processing passengers to check-in for flights, obtain boarding passes and drop off baggage to be checked and screened prior to being loaded onto outbound aircraft. Two vestibules provide direct access from the passenger curb-front to the ticketing lobby.

Within the ticketing lobby, there are currently 32 common use commercial airline counters serving eight airline brands, including, Alaska Airlines, United Express, Allegiant Air, American Airlines, American Eagle, Delta, Volaris and Aeromexico. There is approximately 163 linear feet of ticket counters in the lobby. Each ticket counter is common use, including computers, printers, baggage scales, paging system and flat panel monitors for branding and information display. Any air carrier can log in to their own proprietary and secure network at any ticket counter position. Each counter position or group of counters includes passenger queuing space with built-in stanchions to configure circulation. All air carrier ticketing kiosks are required to be located against the front wall (opposite the ticket counters) to provide space for queuing and passenger in the main lobby space. Additionally, common use ticket counters do not allow for integration of the proprietary air carrier kiosks at the ticket counter.

Airline Ticketing Office (ATO) space is provided behind the back wall of the ticket counters with shared access hallways at either end of the ticketing lobby. Baggage conveyors behind the ticketing counter transport baggage to the checked baggage screening area behind the back wall.

After outbound baggage is screened, it is transported to the common use baggage make-up room by one of two flat plate baggage makeup carousels. Each airline is responsible to sort and load baggage onto tug/carts and deliver the baggage to outbound aircraft. 2.7.3. Central Lobby The central lobby is a hub of pre-security terminal building circulation connecting the ticketing lobby, security screening checkpoint, baggage claim and rental car lobby. Space is provided for meeters and greeters waiting for deplaning passengers as they pass through the security checkpoint exit lane. The central lobby includes several food and retail concession amenities and a conference/meeting room for use by airport and City personnel. This space serves as the gateway to the region and includes a life size replica sequoia forest to welcome passengers to the region and identify the Airport as the gateway to Yosemite, Sequoia and Kings Canyon National Parks. 2.7.4. Baggage Claim The baggage claim area functions not only as a space for deplaned passengers to collect their checked inbound baggage, but also for rental car transactions, airline baggage service offices and access to ground transportation. There are currently two inbound baggage claim devices used by six air carriers. The international carriers, Volaris and Aeromexico, do not use the baggage claim, because all international passengers and baggage are processed through the U.S. Customs and Border Protection Federal Inspection Service (FIS) facility. For the most part, the baggage claim area is considered adequate to meet current demand, but is operating at full capacity and can become overloaded when too many flight schedules overlap. Based on the historic growth in passenger enplanements at FAT (refer to Section 2.13.2), baggage claim expansion will likely become a priority in the near future.

All non-international inbound baggage is delivered to one of the two flat plate baggage claim units. Non- conveyable items are displayed on the floor in a designated area at either end of the baggage claim lobby. Each claim unit circulates outside of the building into an open air covered baggage drop area. Tugs pulling carts with

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Airport Master Plan Update Inventory bags circulate from the apron and park adjacent to the claim unit to unload inbound baggage. Once this operation is complete, the tug and carts exit the area and proceed to the baggage make-up area to be staged for future departing flights. 2.7.5. Passenger Security The security screening areas of the terminal include the passenger Security Screening Checkpoint (SSCP) and the space behind the ticket counters used for checked baggage screening. 2.7.5.1. Passenger Security Screening Checkpoint The SSCP is the area of the terminal through which outbound passengers and employees must pass for security screening Passengers wait in line for processing and the pre-security queuing area is known to become overwhelmed during peak departure times. Upon clearing through the SSCP passengers can then circulate in a northerly direction to their respective boarding gate and hold areas. The SSCP provides space for up to three screening lanes using the most current technology in accordance with the TSA Checkpoint Design Guidelines. Passenger re-composure space following the screening process is limited and could use improvement. The eastside exterior wall of the SSCP is designed to allow future expansion of the SSCP area to four or more screening lanes. 2.7.5.2. Checked Baggage Screening To accommodate federally-mandated requirements for screening all checked baggage, FAT has a dedicated baggage screening room located directly behind the back wall of the ticket counters. Baggage is transported by conveyor from the ticket counters to the baggage screening room. Bags are held on roller bed conveyors until they are manually transferred to one of four Reveal CT-80 baggage screening machines. Cleared baggage is manually transferred to the baggage make-up conveyor. Baggage requiring further screening is transferred to an adjacent Electronic Trace Detection (ETD) table and open bag screened with ETD technology. The baggage screening room has space to add two additional Reveal CT-80 bag screening machines. A fully automated in-line baggage screening system would require additional space. 2.7.6. Gates and Air Carrier Hold Rooms As depicted in Exhibit 2-17, the terminal building has 14 main gates. Eight of these (Gates 1, 3 and 5 through 10) are located in the lower concourse and provide ground-level boarding. The other six (Gates 11, 12 and 14 through 17) are located in the second-floor concourse and are equipped with three-tunnel passenger boarding bridges. Gates 9 and 10 provide ground-level boarding for the Gate 11 and 12 aircraft parking positions. The second-floor concourse also provides ground-level boarding access through four ancillary gates (Gates 11B, 12B, 14B and 15). The passenger boarding bridges include 400Hz power and preconditioned air. All other active gate positions are supplied 400Hz power through the use of portable convertors. There are plans in the works to convert Gate 8 to a ground level passenger boarding bridge in 2017.

Several gates share hold rooms, including Gates 1 and 3, 6 and 8, and 5 and 7. Gate 10 has its own hold room and there is no hold room at Gate 9. Gates 11 through 17have their own hold rooms, but the configuration allows the seating areas to be shared between adjacent gates.

Although each gate is assigned to a specific air carrier’s standard schedule, all boarding gates are common use and capable of accommodating multiple air carriers on an as needed basis. Common use equipment is provided at each gate service counter including computers, printers, paging system and flat panel monitors for branding

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and information display. Any air carrier can log in to their own proprietary and secure network at any gate. This allows for maximum utilization of every hold room and gate.

Exhibit 2-17 – Terminal Gate Locations

Prepared by: Kimley-Horn and Associates, March 2017 2.7.7. Concessions Existing concessions throughout the terminal facility provide a varied selection of goods and services for passengers, employees and meeters and greeters. HMS Host is currently operating the food and beverage concessions and Hudson Group is operating the gift/news/sundry concessions. Concessions and their location within the terminal are identified in Table 2-15.

Table 2-15 – Terminal Concession

Concession Type Pre-Security Post-Security • Hometown Grill & Sports Bar • Starbucks Food and Beverage • Starbucks • John Muir Tavern (second floor)

• Hudson Group • Hudson Group (lower level) Gift/News/Sundry • Hudson Group (second floor)

Source: CSHQA Architects and City of Fresno Airports Department, March 2017

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2.7.8. Rental Car Counters Rental car brand families Avis (Avis, Budget, Payless, and ZipCar), Enterprise (Enterprise, Alamo, and National) and Hertz (Hertz, Dollar, and Thrifty) operate rental car service at the Airport. The customer service counters are located in the terminal at the west end of the baggage claim area. The ready/return lot is located immediately outside the west entrance. The counters, customer service areas, and ready/return lot were refurbished in 2016.

There is a total of 126 linear feet of rental car counter frontage with queuing area provided in front of the counter. Each of the three rental car company groupings has approximately 42 linear feet of rental car counter frontage. Each rental car company has the freedom to design and configure the transaction counters as they desire to fit the brand and unique customer service interface. There are no enclosed offices unless the rental car company chooses to enclose a portion of the counter frontage. 2.7.9. Federal Inspection Service International passengers arriving in Fresno are processed at the Airport Federal Inspection Service (FIS) facility by U.S. Customs and Border Protection staff. The facility has the capacity to process up to 150 passengers per hour. The FIS facility was constructed in 2006 and is essentially a stand-alone building with an enclosed walkway connecting it to the east end of the terminal ticketing lobby. Exiting international passengers must pass through the ticketing lobby to leave the terminal. This can lead to congestion in the lobby especially when an arriving international flight corresponds with peak departure activity. The FIS facility has two ground-level deplaning aircraft parking positions serviced by mobile aircraft boarding ramps. Inbound aircraft are processed one at a time. If a second flight arrives while another flight is being processed, the passengers are held on the aircraft until the passengers on the previous flight are fully cleared through the FIS facility. 2.7.10. Terminal Building Space Allocation The passenger terminal is comprised of several operational areas, each accommodating multiple functions and uses. The existing terminal building provides approximately 161,200 square feet of space to accommodate these functions. The various uses and area calculations are depicted in Exhibit 2-18 and Exhibit 2-19 and a summary of the usage areas is provided in Table 2-16.

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Table 2-16 – Existing Terminal Building Space Allocation

Location and Function Area (SF) Quantity Terminal Ticketing Queue Area 3,861 Circulation Area 4,831 Airline Ticket Office and Counterspace 4,077 Security Screening Checkpoint Queue Area 1,603 Processing Area & Number of Lanes 2,693 2 TSA Office Space 173 Building Operations/MEP Space 12,256 Concessions Storage 4,011 Public 4,819 Baggage Claim Frontage 267 feet Claim Area 6.996 Circulation 3.811 Baggage Handling 3.539 Rental Car Leasehold 1.464 Restrooms 1.751 General Circulation 17.527 Concourse Passenger Holdrooms 20,466 Airline Operational Space 6,073 Concessions Storage 1,383 Public 4,787 General Circulation 25,384 Building Operations/MEP Space 16,496 Restrooms 3,442 Federal Inspection Services Processing Area Queue 1,349 Pre-Immigration Desk Queue 1,063 Restrooms 1,092 Immigration Desks 2 Baggage Claim Frontage 99.5 feet Claim Area 2,252 Processing Area 1,526 Customs and Border Protection Offices 2,481 TOTAL AREA 161,206 Prepared by: CSHQA Architects, March 2017

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Exhibit 2-18 – Terminal Space Allocation Levels 1 and 2

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Exhibit 2-19 – Terminal Space Allocation Basement and FIS Facility

Prepared by: CSHQA Architects, March 2017

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2.7.11. Mechanical HVAC Inventory Table 2-17 lists the major heating and cooling equipment along with the approximate year of installation and equipment location in the terminal. Most heating and cooling equipment has an expected life span of 20 to 25 years, depending on frequency and quality of maintenance. With proper maintenance, the equipment may last longer than 25 years. All equipment that is more than 20 years old should be physically examined to assess its condition. Equipment listed in the table that is 20 years of age or more is highlighted in red.

The chilled water system was fully balanced in 2010. The total demand on the system is 1,634.7 gallons per minute (gpm). The system capacity with two pumps operating is 1,300 gpm. The system is presently operating with 20% diversity. There is no spare capacity in the system for any future terminal building expansion and expansion of the central plant would be extremely costly. Future expansion of the terminal building should include standalone heating and cooling systems to support the expansion area. The existing digital control energy management system may be expanded to accommodate any new mechanical systems and equipment that are added to the terminal building in the future.

Table 2-17 – HVAC Equipment

APPROXIMATE LOCATION IN HVAC EQUIPMENT INSTALL DATE TERMINAL AHU-1 AND VAV BOXES 2000 (refer toAREA Exhibit F 2-20) AHU-2 AND VAV BOXES 2000 AREA F AHU-3 AND VAV BOXES 2000 AREA F AHU-4 1978 AREA E AHU-5 1978 AREA E AHU-6 1978 AREA E AHU-7 1978 AREA E AHU-8 1978 AREA D AHU-9 AND VAV BOXES 1978 AREA D AHU-10 AND VAV BOXES 2009 AREA B AHU-11 1993 AREA B AHU-12 2008 AREA B AHU-13 2008 AREA A AHU-14 2000 AREA A AHU-15 2000 AREA A AHU-16 2008 AREA C AHU-17 1986 AREA C AHU-18 1986 AREA C AHU-19 1959 AREA B AHU-20 1959 AREA B RTU-1 Unknown AREA B RTU-2 Unknown AREA B RTU-3 Unknown AREA B FC-1, CU-1 2008 AREA B TELECOM FC-2, CU-2 2008 AREA B TELECOM EXHAUST FAN 2008 AREA B RESTROOMS EXHAUST FAN 2008 AREA B ELECTRICAL DIGITAL CONTROL SYSTEM 2011 AREA FROOM OPERATIONS CHILLER 1 2000 Rebuilt AREAOFFICE E in 2016

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APPROXIMATE LOCATION IN HVAC EQUIPMENT INSTALL DATE TERMINAL CHILLER 2 2000 Rebuilt (refer toAREA Exhibit E 2-20) in 2016 3 CHILLED WATER DISTRIBUTION PUMPS 2000 AREA E 3 CHILLED WATER RUNAROUND PUMPS 2000 AREA E COOLING TOWER 2000 AREA E 2 CONDENSER WATER PUMPS 2000 AREA E 10 HOT WATER BOILERS 2001 AREA B Replace in 2017 2 HOT WATER DISTRIBUTION PUMPS 2000 AREA B 3 HOT WATER RUNAROUND PUMPS 2000 AREA B 2 EXHAUST FANS 1996 AREA E RESTROOMS CHILLED WATER PUMP FOR AHU-17 1986 AREA C HOT WATER PUMP FOR AHU-17 1986 AREA C Source: CSHQA Architecture, March 2017 Notes: AHU - Air Handling Unit, RTU - Rooftop Unit, FC - Fan Coil Unit, CU - Condensing Unit, VAV - Variable Air Volume

2.7.12. Electrical System Inventory The existing primary loop, supplying the terminal’s primary transformers, is at 12KV with secondary distribution from the transformers at 480Y/120V. Portions of the existing electrical service were updated around 2009 and the 5KV equipment, previously located in the terminal basement and supplying 5KV switch gear, was removed. New 12KV transformer and switchgear, supplying a new 480Y/120V distribution board ‘LC4’ in the basement electrical room, were installed and used to re-feed the existing 480V/277V infrastructure. A new transformer and switchgear were also installed outside the Area ‘E’ electrical room and existing equipment was replaced with new distribution equipment ‘CBDSY’. Spare capacity was incorporated into each of the new distribution boards. The locations and capacities of this equipment is presented in Exhibit 2-20.

Existing demand on the emergency and normal power infrastructures requires further evaluation with the power utility and the capacity at each area of the normal power and emergency power systems. Power capacity will need to be analyzed in coordination with each terminal building expansion concept.

Modifications to the existing power distribution infrastructure will also be subject to current California Energy Commission (CEC) requirements requiring separation of loads for monitoring. Separate metering of mechanical, lighting and receptacle loads will be required for modified portions of the building.

Upgrades to existing lighting will require compliance with current Title 24 lighting and control requirements. Daylight harvesting in primary and secondary zones, dimming, and automatic controls will need to be added as most of the existing lighting and controls were installed prior to these requirements. Additionally, approved CEC fixtures and controls will be required, which most likely will require Light Emitting Diode (LED) technologies to meet CEC requirements.

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Exhibit 2-20 – Terminal Electrical Systems

Prepared by: CSHQA Architects, March 2017

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2.7.13. Terminal Building Code Analysis The terminal building consists of a series of connected buildings that are separated by fire walls. Each building has a specific construction type (specific material type and fire rated assembles) and maximum area limitations that will impact any future expansion of the terminal building. Significant expansion of the terminal building will require a fire wall separation and separate building area in compliance with current building code. Small building additions may be added to existing building areas that have excess capacity within the code required area limitation. The existing building has fire sprinklers and fire alarm throughout and any future building expansion will require fire sprinkler and fire alarm protection. The applicable building codes (2016 California Building Code) and occupancy calculations for each area of the terminal is summarized in Table 2-18. Corresponding floor plans of the area designations are provided in Exhibits 2-21 and 2-22.

Table 2-18 – Terminal Building Code Analysis by Area

Prepared by: CSHQA Architects, March 2017 Notes: 1. Area of baggage claim carousel, conveyors and vestibules (2,044 sf) not included in load calculations; 2. When a building houses more than one occupancy, the area of the building shall be such that the sum of the ratios of the actual area for each separate occupancy divided by the total allowable for each separate occupancy shall not exceed one; All rooms in Area ‘D/E/F’ have exit doors that exit directly to the exterior or are directly adjacent to the open areas with exit doors that exit directly to the exterior.

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Exhibit 2-21 – Terminal Code Analysis (Part 1)

Refer to Table 2-18 – Terminal Building Code Analysis by Area for code description and occupancy area calculations

Prepared by: CSHQA Architects, March 2017

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Exhibit 2-22 – Terminal Code Analysis (Part 2)

Refer to Table 2-18 – Terminal Building Code Analysis by Area for code description and occupancy area calculations

Prepared by: CSHQA Architects, March 2017

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2.8. General Aviation Facilities General Aviation (GA) describes all civilian operations that are not scheduled commercial flights. GA activity can include recreational and personal flying, business and corporate aviation, agricultural spraying, and emergency response and public safety services. GA aircraft range from gliders and homebuilt aircraft to large widebody corporate and charter aircraft and helicopters. There are a variety of GA operators and service providers at FAT including fixed base operators (FBOs); police, medical and firefighting; aircraft sales and maintenance; and flight training. The following describes the major on-Airport, GA tenants at FAT. A summary of the facilities is provided in Table 2-19. 2.8.1. Fixed Base Operators FAT is served by two FBOs, Signature Flight Support and Ross Aviation. Both FBOs cater to personal, corporate, charter and occasionally transient military aircraft. Each of their GA terminals provide pilot amenities such as flight planning stations, Wi-Fi, crew cars, crew lounges with sleeping quarters, and televisions. Passenger amenities and services include snack food and coffee, catering, Wi-Fi, hotel booking, rental cars, passenger lounge, conference rooms, and baggage handling. The FBOs also provide aircraft storage, maintenance, and ground handling services such as lavatory and water servicing and Ground Power Units (GPU).

As of early 2017, Ross and Signature are in the process of relocating some of their facilities. Ross Aviation began in its current location at East Shields Avenue and North Winery Avenue in 2006. The company was sold to Landmark Aviation in 2014, which was in turn sold to Signature (parent company BBA) in 2015. As part of the arrangement, the U.S. Department of Justice Antitrust Division required Signature to divest properties at airports where Landmark and Signature were the only FBOs present, including at FAT. As such, Signature chose to sell the Landmark portion of the property lease to Ross Aviation in 2016 and the Landmark maintenance facility (which is currently occupied by Ross) to Signature TECHNICair. As part of the arrangement, Signature Flight Support does not provide maintenance operations. Signature TECHNICair provides maintenance to aircraft as requested by their clients and are available to complete work on the airframe, engine, avionics, and supply parts. Ross will relocate from the maintenance facility to a renovated GA terminal and administration facility in 2017 and Signature TECHNICair will maintain the leasehold at East Shields Avenue and North Winery Avenue. For purposes of this master plan study, Signature Flight Support and Signature TECHNICair will most often be referred to collectively as Signature. The FBO facilities and approximate leaseholds are depicted in Exhibit 2-23. 2.8.1.1. FBO Fueling The two FBOs also provide 100LL and Jet-A fuel service to the public, commercial airlines, other tenants and the military (except the California Air National Guard who maintains their own fueling systems). The FBO each maintain their own fuel storage tanks and aircraft fueling is conducted via fuel trucks direct to the aircraft as requested. There is no self-service fueling provided at this time. The service contracts with the military are renewed every four years and airlines are typically every two years. There are three fuel tank areas at FAT, two aboveground that are currently being utilized and one underground that needs to be re-permitted prior to use. 2.8.1.2. Signature Signature is a high-end FBO with over 200 domestic and international locations, providing a competitive advantage for in-network pricing for pilots. While the terminal is open 24 hours a day, fuel is available from 6:00 AM to 10:00 PM. Signature currently provides fuel to the military, Volaris, AeroMexico, and Allegiant. Signature has two 12,000-gallon tanks containing Jet-A and one 12,000-gallon tank containing 100LL. They operate five fuel trucks with Jet-A; one holds 3,000 gallons, two hold 5,000 gallons, one holds 6,000 gallons, and one holds 10,000 gallons.

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They also operate one 1,500-gallon truck for 100LL (AVGAS). Signature maintains six primary buildings; a maintenance hangar, a group-storage hangar, a GA terminal, and three T-hangars. The Signature leaseholds total approximately 17.7 acres.

2.8.1.3. Ross Aviation In addition to the services previously described, Ross Aviation provides services to aircraft and pilots such as aircraft detailing, dishwashing, oxygen and nitrogen, pilot supplies, and a courtesy shuttle. Ross is open from 6:00 AM to 10:00 PM. Ross Aviation currently operates three aboveground tanks, two of which hold 30,000 gallons of Jet-A fuel and one which holds 12,000 gallons of 100 AvGas, or Low Lead (LL). A 18,000-gallon truck is used to deliver the Jet-A fuel. They also have a smaller tank for vehicle fueling and one for diesel fuel.

The Ross leasehold encompasses approximately 34 acres as shown in Exhibit 2-23 and includes 23 primary buildings many of which are rented to various sub-tenants including West Air, Pacific Aviation, APR, San Joaquin Valley College, Fresno County Sheriff Department, FAA Flight Standards District Office (FSDO), and various businesses in office spaces outside of the Airport's perimeter fence. The buildings include a GA terminal that is being renovated and Ross will relocate to in mid-2017, 11 T-hangars, 6 box-hangar/office buildings, 2 shadeports, and 3 office buildings.

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Exhibit 2-23 – Fixed Base Operators (Southwest GA Area)

Source: Aerial image November 2016, provided by Quantum Spatial; Notes: Tenant limits are approximated and do not necessarily reflect official lease agreements. Prepared by: Kimley-Horn and Associates, March 2017

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2.8.2. Other GA Tenants Additional GA facilities and operators are located in the northeast and northwest sides of the airfield. These include Rogers Helicopters and Air Methods, the U.S. Forest Service Air Attack Base which accommodates seasonal firefighting activities, and the California Highway Patrol Central Division Air Operations Unit. 2.8.2.1. Rogers Helicopters Roger's Helicopters is located adjacent to the SkyWest maintenance facility on the northeast of the airfield. They have been a tenant at FAT for more than 20 years and provide charter and contract flight operations with both fixed-wing and rotor aircraft. They also provide aircraft maintenance and sales. On average, during the winter months, they have 15-16 aircraft based at FAT including a King Air, a Turbo Commander, a few multi-engine piston aircraft and several helicopters.

Rogers maintains an approximate 4-acre leasehold, that includes four primary buildings and approximately 120,000 square feet of apron space. They share a common taxilane with a neighboring business, Air Methods, and there is additional un-allocated apron space that is available for their use should they need additional space. The apron is noted as being in poor condition and pavement markings (lead in lines and aircraft parking envelopes) remain from when this apron was used for air-cargo operations. The Rogers Helicopters and Air Methods facilities are shown in Exhibit 2-24. 2.8.2.2. Air Methods Air Methods is an air ambulance service that was previously a sub-tenant to Rogers Helicopters. They established their own facility in 2015/2016 with construction of an approximate 3,800 square foot hangar and operations building which includes crew quarters, administration offices and storage. They maintain an approximate 1.6-acre lease and 48,500 square feet of apron space with additional apron available should they need it. Air Methods and surrounding facilities are shown in Exhibit 2-24. 2.8.2.3. U.S. Forest Service and California Department of Forestry The U.S. Forest Service and California Department of Forestry, Region 5, operates an Air Attack Base at FAT to fight forest fires with aerial tankers and rotorcraft. From May to October, the Air Attack Base is staffed through a Department of Defense contract to provide staff, equipment, and fire retardant 14 hours a day, seven days a week to fight forest fires throughout the State and region. According to Forest Service staff, a Sikorsky S-64 Skycrane (heavy-lift helicopter) is based at the Airport most of the year. FAT is also used as a mobilizing base to transport firefighting teams, and their equipment, where needed.

Within their 12-acre lease area, the Forest Service facility has two plane ports (i.e., open side hangars) for approximately three aircraft and parking spaces for five additional aircraft on their approximate 340,000 square foot apron. Additional aircraft can be parked on the apron when necessary and space allows. The pavement is noted as being in satisfactory to fair condition but will likely need some attention within the next several years.

CalFire maintains an arrangement with the U.S. Forest Service to operate aircraft out of this area. The Command Center for the Sequoia National Forest and Fresno/Kings unit of CalFire is located in one of the three office buildings within this leasehold. The facilities within this area are shown in Exhibit 2-24. 2.8.2.4. California Highway Patrol The California Highway Patrol (CHP) Air Operations Division is located near the northern end of Taxiway C, adjacent to the California Air National Guard bunker facility. The site is accessed from East Dakota Avenue. The CHP maintains an approximate 1.2-acre site and operates both fixed-wing and rotor aircraft from this location. Aircraft

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include Cessna 206 Stationair, Gipps A8 Airvan and various helicopters including the Eurocopter AS350. The facility also accommodates transient aircraft from other law enforcement units within the country. According to CHP staff the existing facility has become too small and is poorly configured for their operational needs. Larger hangars and additional apron space is desired, especially if the CHP up gauges to Cessna Caravan aircraft. The Caravan has a wider wingspan than the existing hangar doors can accommodate. The CHP would also like a facility with fuel storage, a wash-rack and additional storage. There is developable area immediately adjacent to the CHP facility, however, moving further to the north would inhibit their takeoff operations. The CHP facilities are shown in Exhibit 2-25. 2.8.3. Summary of GA Facilities Located within three distinct areas of the Airport, existing GA facilities at FAT are summarized in Table 2-19.

Table 2-19 – Existing GA Facilities (2017)

Apron Area (sf) Buildings Fuel Storage (gal) Office/ Tenant Aircraft Hangar GA AVGAS Total Quantity Total Area Admin/ Jet-A Parking Area Terminal (100LL) Other Southwest GA Flight Support 345,600 237,300 2 98,200 83,450 7,600 7,150 24,000 12,000 TECHNICAir 202,800 116,100 4 43,500 34,800 0 8,700 0 0 Ross Aviation 901,150 566,000 23 270,900 201,800 3,800 66,020 60,000 12,000 Subtotal 1,449,550 919,400 29 412,600 320,050 11,400 81,870 84,000 24,000 Northeast GA Rogers 118,800 65,600 4 24,000 15,125 0 8,875 0 0 Helicopters Air Methods 47,900 41,300 1 3,800 3,040 0 760 0 0 USFS/CalFire 351,500 322,400 5 21,070 8,000* 0 1,370 0 0 Vacant 98,600 85,400 0 0 0 0 0 0 0 Subtotal 616,800 514,700 10 48,870 18,165 0 11,005 0 0 Northwest GA CHP 25,300 21,200 1 11,150 7,100 0 4,050 0 0

TOTAL 2,091,650 1,455,300 40 472,620 345,315 11,400 96,925 84,000 24,000 Source: Multiple including Nov. 2016 aerial mapping provided by Quantum Spatial, City/Airport records, and tenant interviews. Areas are approximated and may differ from actual lease agreements. Notes: *open sided hangars Prepared by Kimley-Horn and Associates, May 2017

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Exhibit 2-24 – General Aviation and Maintenance Facilities (Northeast Apron Area)

Source: Aerial image November 2016, provided by Quantum Spatial Notes: Tenant limits are approximated and do not necessarily reflect official lease agreements. Prepared by: Kimley-Horn and Associates, March 2017

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Exhibit 2-25 – General Aviation and Military Facilities (Northwest Apron Area)

Source: Aerial image November 2016, provided by Quantum Spatial Notes: Tenant limits are approximated and do not necessarily reflect official lease agreements. Prepared by: Kimley-Horn and Associates, March 2017

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2.9. Military There are two divisions of the California National Guard currently on the airfield: Army and Air. The U.S. Marine Reserve Corps was previously located on the airfield near the current air cargo apron and Airways Golf Course, but they no longer operate at FAT. Their facilities include an apron and several buildings in various states of repair. This area is available for redevelopment, but there are noted environmental concerns with the site which are described in Section 3 of this master plan update. 2.9.1.1. California Air National Guard (CANG) The CANG’s federal mission is to maintain well-trained, well-equipped units available for prompt mobilization during conflict and aid during national emergencies such as natural disasters or civil disturbance. The specific mission of the 144th Fighter Wing is to provide air superiority in support of worldwide joint operations, as well as air defense of the U.S. CANG primarily operates F-15 jet fighters at FAT. Additionally, the 144th Fighter Wing provides agile combat support, intelligence, surveillance, and reconnaissance to combatant commanders around the globe. The 144th Fighter Wing also provides a variety of homeland defense capabilities under the U.S. Northern Command. State missions include providing a variety of Defense Support of Civil Authorities (DSCA) capabilities to the Governor of California. Primary contributions include manpower, reconnaissance assets, response to chemical 8 biological, and radiological attacks, security, medical, civil engineering, and command and control.

The 144th Fighter Wing utilizes two separate parcels on the Airport, the main base and a munitions storage area, jointly known as the Fresno Air National Guard Base. CANG occupies an approximate 80-acre parcel in the southeast portion of the Airport adjacent to McKinley Avenue. A second parcel, approximately 26 acres in size and located north of the runways, is the munitions storage area. On the main base, the wing maintains a variety of buildings for administrative, operational, maintenance, training, storage and industrial uses. They also maintain approximately 537,000 square feet of apron pavement which is used to store, fuel, and maintain their aircraft in 15 plane-ports and additional hangars. The CANG maintains their own fuel facilities in underground tanks located at the northwest end of the base, approximately 1,000 feet from the passenger terminal parking lot. It should be noted that as of late 2016, CANG was preparing to expand their fuel storage which could place those systems closer to the public terminal area. A static aircraft display is maintained near the base entrance. The facilities within CANG’s main base are presented in Exhibit 2-26. 2.9.1.2. California Army National Guard The California Army National Guard maintains the 1106th Theater Aviation Sustainment Maintenance Group (TASMG), previously known as the Aviation Classification Repair Activity Depot (AVCRAD), at FAT to perform high- level maintenance repair on Army aircraft (primarily rotorcraft). The TASMG maintains an approximate 46-acre site on the northwest side of the airfield, immediately adjacent to CANG’s munitions bunker. Within this site they maintain several buildings and vehicle storage yards, multiple hangars and maintenance facilities, and a 520,000 square foot apron. The apron includes marked parking spaces for 15 helicopters and other fixed-wing aircraft. The TASMG’s facility and adjacent tenants are shown in Exhibit 2-25.

8 144th Fighter Wing Air National Guard website

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Exhibit 2-26 – California Air National Guard (CANG) Main Base

Source: Aerial image November 2016, provided by Quantum Spatial Notes: Tenant limits are approximated and do not necessarily reflect official lease agreements. Prepared by: Kimley-Horn and Associates, March 2017

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2.10. Air Cargo Both Federal Express (FedEx) and United Parcel Service (UPS) maintain air cargo facilities and operations at FAT. The 904,000-square foot air cargo apron, located on the north side of the airfield along Airways Boulevard, was completed in 2006. Prior to this, cargo was handled on the apron between Skywest and Rogers Helicopters. There are currently eight aircraft parking positions; two are utilized by UPS and two by FedEx. Cargo is processed on the apron, which also accommodates the storage and movement of support vehicles, as well as tractor trailers for ground transportation of cargo to and from the aircraft to the roadways. Modular office buildings with automobile parking and equipment storage areas are provided for each of the carriers, on opposite sides of the apron. The air cargo facilities, and adjacent decommissioned Marine Reserve Corps facility, are presented in Exhibit 2-27. The Cargo apron and Marine base apron are also used by transient military and large charter aircraft when the FBOs do not have adequate space on their aprons. 2.10.1. United Parcel Service (UPS) UPS operates Boeing 757 aircraft typically between FAT and Ontario International Airport (ONT). During normal operations, an aircraft arrives before 7:00 AM and departs just after 6:00 PM on Monday, Tuesday, Wednesday, and Thursday. On Fridays, an aircraft arrives in the morning, stays over the weekend, and departs on Monday morning. During the holiday season, there are typically two flights on UPS Boeing 757 Tuesday, Wednesday, and Thursday. During this time, one or both aircraft fly to and from Louisville, KY or one aircraft will head to Louisville, KY and the other to various destinations on the west coast. Cargo in and out of FAT is preloaded into containers, which can be rolled directly onto the delivery trucks in the morning. Three or four 53-foot tractor trailers meet the aircraft to deliver cargo to UPS distribution centers in Fresno and Visalia. 2.10.2. Federal Express (FedEx) The FedEx operation is 24 hours a day, with the exception of Sunday nights, and is heavily coordinated with regional delivery vehicles. A Boeing 757 aircraft arrives in the morning to be unloaded by two to three 53-foot tractor-trailers; it is loaded in the afternoon and departs after 5:00 PM. During the holiday season, the aircraft may arrive and depart in the morning, fly to another destination, and return for another arrival and departure in the evening. FedEx Boeing 757 FedEx cargo that is not shipped within California is routed through Reno, NV. In Reno, cargo from multiple feeders are loaded onto a larger aircraft to be sorted in Memphis, TN. Cargo originating and ending in California is shipped via truck or through another hub airport such as Oakland International (OAK) rather than FAT. Typically, there is more outbound cargo than inbound. Agriculture, one of the main industries in the region, is typically shipped via truck due to higher costs of air transport.

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Exhibit 2-27 – Air Cargo Facilities

Source: Aerial image November 2016, provided by Quantum Spatial Notes: Tenant limits are approximated and do not necessarily reflect official lease agreements. Prepared by: Kimley-Horn and Associates, March 2017

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2.11. Surface Transportation FAT is surrounded by a ground transportation system that connects the Airport to neighboring communities and the surrounding region. This system includes a combination of regional and local access roadways, intersections, and multimodal facilities. At the Airport, a variety of automobile parking and rental car facilities are provided, as well as accommodations for other ground transportation services such as taxis, shuttles, and transportation network companies (TNC) like Uber and Lyft. The following describes the transportation facilities at and near the Airport, as well as the regional and municipal planning efforts with the potential to impact FAT. 2.11.1. Regional Roadways Regional roadways include the highways and arterial roadways that provide access to the Airport (i.e., carrying airport-related traffic) but are primarily used for non-airport trips. Regional roadways generally serve high volumes from local and regional origins/destinations. The following describes the main regional roadways providing access to FAT which are also illustrated in Exhibit 2-28.

State Route 41 (SR 41)

SR 41 is a north-south state route located west of the Airport. SR 41 begins north of Oakhurst and runs south through Fresno towards Lemoore, where it turns west towards Morro Bay. Within Fresno, SR 41 intersects with State Route 180 (SR 180) and State Route 99 (SR 99). The freeway varies between four lanes and six lanes and is six lanes near the Airport. Within the City of Fresno, the two-way Annual Average Daily Volume (AADT) along SR 41 is between 34,500 and 161,000 vehicles9. The AADT for the segment closest to the Airport (between SR 180 Junction and McKinley Avenue) is 143,000 vehicles.

State Route 99 (SR 99)

SR 99 is a state route located west of the Airport. The freeway runs in parallel to Interstate 5 (I-5) and serves as an alternative route between Sacramento and Los Angeles. SR 99 intersects with SR 180 and SR 41. The freeway varies between four and six lanes and is six lanes near the Airport. Within the City of Fresno, the AADT along SR 99 is between 68,000 and 132,000 vehicles. The AADT for the segment closest to the Airport (between SR 41 and Ventura Street) is 68,000 vehicles.

State Route 168 (SR 168)

SR 168 is a north-south state route. The freeway begins at Huntington Lake, continues southwest towards Clovis and terminates at SR 180. Within Fresno, SR 168 is located west of the Airport. The freeway is six lanes wide. Within the City of Fresno, the AADT along SR 168 is between 63,000 and 97,000 vehicles. The AADT for the segment closest to the Airport (between SR 180 and McKinley Avenue) is 91,000 vehicles.

State Route 180 (SR 180)

SR 180 is an east-west state route, which begins at State Route 33 (SR 33) in Mendota and continues east. Within Fresno, SR 180 is located south of the Airport and connects with SR 99, SR 41, and SR 168 west of the Airport. The freeway is six lanes wide. Within the City of Fresno, the two-way volume during the AM peak hour varies between 2,400 and 10,100 vehicles and between 2,500 and 9,500 during the PM peak hour10. Closest to the airport (between Chestnut Avenue and Peach Avenue) the two-way volumes are 7,500 and 6,800 during the AM and PM peak respectively.

9 Caltrans 2015 Traffic Volumes 10 City of Fresno General Plan and Development Code Update Master Environmental Impact Report. 2014

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Exhibit 2-28 – Regional Roadways

Prepared by: Kimley-Horn and Associates, March 2017

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2.11.2. Regional Roadway Planning California’s roadway networks are planned on both local and regional levels to meet the needs of all roadway users, including local communities and regional travelers. California’s 18 federally mandated metropolitan planning organizations (MPO) and 26 state-designated Regional Transportation Planning Agencies (RTPA) are responsible for developing programs and solutions to issues that are not necessarily limited by political boundaries. Each region’s MPO or RTPA must develop a Regional Transportation Plan (RTP) for long-term multimodal planning and programming. Additionally, the MPO or RTPA is responsible for consulting with the Caltrans Division of Aeronautics on airport and airport-related land uses for the airports within their jurisdictions (Caltrans Division of Aeronautics 2016).

Serving as the federally mandated MPO and state-designated RTPA for Fresno County, the Fresno Council of Government (COG) is composed of the County and its 15 incorporated cities. The Fresno COG is primarily responsible for addressing transportation planning and programming by identifying existing assets and current and future needs. Additionally, the Fresno COG prepares and maintains the Federal Transportation Improvement Program (FTIP). The current FTIP was adopted in September 2016 and provides a list of all transportation-related projects that require federal funds or approval by a federal transportation agency.

The organization adopted its most recent RTP and Sustainable Communities Strategy in 2014 (2014 RTP)11 which identifies initiatives for regional transportation through 2040 and is consistent with the FTIP. The 2014 RTP includes projects to increase roadway capacity, provide bus rapid transit, and improve bicycle and pedestrian facilities. Additionally, the SR 180 western extension project will extend SR 180 west from SR 33 near Mendota to the I-5 corridor.

The Fresno COG also develops the Active Transportation Program (ATP) and plans and allocates Measure C sales tax funds for local transportation projects. The COG’s Public Transportation Infrastructure Study provides recommendations for the timing of and funding sources for investments to reduce the number of vehicle miles travelled and increase mobility choices to improve the San Joaquin Valley air quality. The COG has also been researching car-sharing programs for the region such as Zipcar. 2.11.3. Municipal Roadway Planning In additional to the multijurisdictional efforts of the Fresno COG, the City develops municipal plans for the transportation network surround FAT. These planning efforts include the City of Fresno General Plan (General Plan) and Capital Improvement Program (CIP).

Most recently adopted in December 2014, the General Plan presents policies and implementation actions to achieve the City’s long-term vision for its community. The General Plan establishes a roadway level of service (LOS) standard of LOS D or better, except in designated area where LOS E or F may be accepted. The FAT is located within Traffic Impact Zone II with a peak hour LOS standard of E or better during the morning and evening peak periods.

In accordance with the vision and policies of the General Plan, the City’s CIP identifies specific projects to improve the transportation system. The 2017 fiscal budget appropriates approximately 22 percent of capital funds to transportation projects, including the following near the Airport:

11 An update process will commence in 2017 with the revised document schedule for release in 2018.

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• PW550: Shields Wireless ITS Corridor • PW17016: McKinley Avenue Trail – Millbrook to Clovis • PW17017: Clovis Avenue Trail – McKinley to Dayton

2.11.4. Airport Access Roadways The airport access roadway system serves as the landside interface between the regional roadway system and Airport curb front facilities. A summary of the airport access roadways’ characteristics is provided below. Exhibit 2-29 illustrates the airport access roadways near airport.

Aircorp Way

Aircorp Way is an east-west undivided local road that provides access to the Rogers Helicopters, Air Methods, the Skywest hangar and northwest airfields. Aircorp way begins at Clovis Avenue to the east as a four-lane road and terminates at Perimeter Road to the west as a two-lane road. Aircorp Way provides access to the City of Fresno Station #10, just north of Westover Avenue and to the south via Walker Way.

Airways Boulevard

Airways Boulevard is an east-west four-lane divided arterial that provides access to the FedEx and UPS air-cargo facilities and the TASMG. Airways Boulevard connects Clovis Avenue to the east and Dakota Avenue to the west. East of Clovis Avenue, Airways Boulevard becomes Shields Avenue and becomes Peach Avenue north of Dakota Avenue. There are Class II bicycle lanes along both sides of Airways Boulevard between Dakota Avenue and Clovis Avenue. Airways Boulevard operates at a LOS C or better during the AM Peak and at LOS D during the PM peak12. Airways Boulevard is a designated truck route.

Chestnut Avenue

Chestnut Avenue is a north-south four-lane arterial. This roadway provides access to SR 180 with an interchange approximately 3.0 miles southwest of the Airport. Chestnut Avenue serves residential areas west of the Airport and commercial/industrial uses north of the Airport. There are bicycle lanes along Chestnut Avenue between Ashlan Avenue and Shields Avenue and between Clinton Avenue and Jensen Avenue. The Average Daily Traffic (ADT) along Chestnut Avenue near the Airport is between 23,820 and 29,240 vehicles13. During the AM and PM peak hours Chestnut Avenue operates at LOS D or better2. Chestnut is a designated truck route.

Clinton Way

Clinton Way is a four-lane divided collector that provides primary access to the Airport’s passenger terminal and public parking areas. Clinton Way runs in a general north-south orientation north of McKinley Avenue and adjacent to the Airport. East of Fine Avenue, Clinton Way become Clinton Avenue and runs in an east-west orientation. South of McKinley Avenue, Clinton Way becomes Peach Avenue and is designated as an arterial. Clinton Way serves commercial and business uses immediately south of the Airport and serves residential areas west of the Airport. There are Class II bicycle lanes along both sides of Clinton Way north of McKinley Avenue. During the AM peak, Clinton Way operates at LOS C or better north of McKinley Avenue and LOS D south of McKinley Avenue. During the PM Clinton Way operates at LOS D, except between Chestnut Avenue and McKinley Avenue, where it operates at LOS C or better. Clinton Way is a designated truck route east of Chestnut Avenue.

12 City of Fresno General Plan and Development Code Update Master Environmental Impact Report. 2014 13 City of Fresno ITS Projects Map. https://www.fresno.gov/publicworks/wp-content/uploads/sites/17/2016/09/ITSMap.pdf.

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Clovis Avenue

Clovis Avenue is a north-south six-lane divided arterial that provide access to SR 180. The interchange is located approximately 1.1 miles south of the Airport. Clovis Avenue also connects the Cities of Fresno and Clovis. The ADT along Clovis Avenue in the vicinity of the Airport is between 34,780 and 35,500 vehicles. Clovis Avenue operates at LOS D or better during both AM and PM peak hours. Clovis Avenue is a designated truck route.

Dakota Avenue

Dakota Avenue is an east-west two-lane collector with a two-way left-turn lane (TWLTL). Dakota Avenue mainly serves commercial areas east of Chestnut Avenue and local residential streets to the west. Dakota Avenue intersects Airways Boulevard north of the Airport. There are Class II bicycle lanes on both sides of Dakota Avenue west of Blackstone Avenue. The roadway operates at LOS D or better during the AM peak hour and at LOS D during the PM peak hour. Dakota Avenue is a designated truck route between Chestnut and Airways Boulevard.

Gateway Boulevard

Gateway Boulevard is a four-lane divided local road. The road begins at the passenger terminal/curbside exit along Clinton Avenue and runs south and terminates at McKinley Avenue. Gateway Boulevard mainly serves local offices near the Airport. There are Class II bicycle lanes on both sides of Gateway Boulevard. Gateway Boulevard is a designated truck route.

McKinley Avenue

McKinley Avenue is an east-west four-lane divided arterial. McKinley Avenue provides access to SR 168 with an interchange located approximately 1.7 miles west of the Airport. The roadway also provides access to SR 41 with an interchange approximately 3.2 miles west of the Airport. There are bicycle lanes on both sides of McKinley Avenue between Chestnut Avenue and Clovis Avenue. The ADT along McKinley Avenue near the Airport is 29,240 vehicles. During the AM peak hour McKinley operates at LOS C or better and operates at LOS D or better during the PM peak hour. McKinley Avenue is a designated truck route.

Winery Avenue

Winery Avenue is a north-south two-lane local road with a TWLTL. This road provides access to general aviation facilities located west of the terminal along Andersen Avenue. Winery Avenue begins at McKinley Avenue at the south and terminates at Shields Avenue to the north. Winery Avenue serves both residential and commercial uses southwest of the Airport.

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Exhibit 2-29 – Airport Access Roadways

= Key Intersections

Prepared by: Kimley-Horn and Associates, March 2017

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2.11.5. Intersections Several key intersections provide access to various Airport facilities from airport access roadway. The following identifies and describe these key intersections.

Clinton Way – Peach Avenue and McKinley Avenue The signalized intersection of Clinton Way-Peach Avenue and McKinley Avenue is located south of the Airport provides access to the terminal, parking lot, and the rental car facility of the Airport. This intersection also provides access to commercial areas, hotels, and Alliant International University located across from the terminal’s parking lot. There is a bus stop for Route 26 near the northwest corner of the intersection.

Clinton Way and Airport Entrance The signalized intersection of Airport Driveway and Clinton Way is located south of the Airport and serves as the main entrances to the passenger terminal and public parking lot. Access to the hotels and university along the south side of Clinton Way is also provided in close proximity to this intersection.

Clinton Way and Gateway Boulevard The signalized intersection of Clinton Way and Gateway Boulevard is located northwest of the terminal and serves traffic exiting the terminal curbside. This intersection also provides access to offices and commercial areas west of the terminal.

Clinton Way and Ashley Way The unsignalized intersection of Clinton Way and Ashley Way is located west of terminal exit and serves as the primary entry and exit for the rental car ready/return area. This intersection also provides access to the Air Traffic Control Tower, the ARFF building, and the general aviation facilities located along Andersen Avenue. There is a bus stop for Route 39 near the northeast corner of the intersection.

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Clinton Way and Fine Avenue The unsignalized intersection of Clinton Way and Fine Avenue is located southwest of the airfield and west of the rental car quick-turnaround (QTA) maintenance area. The north approach provides access to the City’s airport administration office building and the general aviation facilities along Andersen Avenue. There are two bus stops for Route 39 located near the northwest and southeast corner of the intersection.

Clinton Way and Winery Avenue The signalized intersection of Clinton Way and Winery Avenue is located southwest of the Airport. There is a bus stop for Route 39 near the northeast corner of the intersection.

Dakota Avenue and Airways Boulevard The signalized intersection of Dakota Avenue and Airways Boulevard is located north of the Airport. The west approach provides access to the TASMG facility. The south approach provides access to air cargo facility and undeveloped parcels on the north side of the airfield.

Airways Boulevard and Gap Drive The signalized intersection of Airway Boulevard and Gap drive is located north of the Airport. The south approach provides access to the northern portion of the airfield, the air cargo facility, and the Fresno Airway Golf Course.

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Airways Boulevard and Clovis Avenue The signalized intersection of Airways Boulevard-Shields Avenue and Clovis Avenue is located northeast of the Airport. The west approach provides access to areas in the northern part of airfield. The east approach has two bus stops for Route 45. This intersection is on the City’s Intersection Traffic Flow Improvement Priority List with the proposed improvements of dual left turn for northbound and westbound14.

Aircorp Way- Clinton Avenue and Clovis Avenue The signalized intersection of Aircorp Way-Clinton Avenue and Clovis Avenue is located northeast of the airfield. The west approach provides access to the northern portion of the airfield including Skywest and Roberts Helicopter facilities, as well as the City’s Fire Station No. 10.

Clovis Avenue and McKinley Avenue The signalized intersection of Clovis Avenue and McKinley Avenue is located southeast of the airfield. This intersection connects two arterials, which provides access to other areas in the City and other regional roadways.

2.11.6. Multi-modal facilities In addition to automobiles, the Airport may be accessible by other transportation modes. The following describes the local transit, bicycle, and pedestrian facilities on or near FAT. 2.11.6.1. Transit Facilities and Services There are multiple transit agencies that provide public transportation between the Airport and surrounding communities and attractions. The services pick up and drop off riders at the covered island along the commercial lane of the passenger terminal curbfront. The City of Clovis has indicated they are planning for the development of a transit hub to better connect downtown Clovis to the region, including FAT, through additional buses and routes. The following describes the agencies and the routes that stop at or near the Airport as of early 2017.

Fresno Area Express (FAX)

Fresno Area Express provides transit services primarily within the City of Fresno and to nearby communities such as Clovis, Calwa, and Malaga. Currently FAX has two routes that service the Airport.

14 Intersection Traffic Flow Improvement 2011 Priority List. https://www.fresno.gov/publicworks/wp- content/uploads/sites/17/2016/09/2011intersectiontrafficflowattachmentc1.pdf

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• Route 26 – Palm/Butler: This local bus service operates between River Park shopping center (near the intersection of Nees Avenue and Blackstone Avenue) and the Airport. Near the Airport, Route 26 runs south on Clinton Way and continues onto Peach Avenue, before heading on Kings Canyon Roadway towards the Downtown Transit Center. Other points of interests on Route 26 include Bullard High School, Fresno High School, Central California College of Law, Fulton Mall, Fairgrounds, Mosqueda Center, and Fresno Pacific University. Route 26 also connects with Routes 9, 20, 22, 26, 28, 30, 32, 33, 34, 35, 38, 39, 41, 45, and 58.

In the weekday south/east direction, the first departure from the Fresno Airport is at 6:38 AM and the last departure is at 9:40 PM with buses departing every 30 to 60 minutes. In the weekday, north/west direction the first departure from the Fresno Airport is at 6:10 AM and the last departure is at 8:53 AM with buses departing every 30 to 45 minutes. In the weekend south/east direction, the first bus departure from the Fresno Airport is at 7:43 AM and the last departure is at 6:43 PM with buses departing every 30 to 60 minutes. In the weekend north/west direction, the first bus departure from the Fresno Airport is at 8:10 AM and the last departure is at 7:05 PM with buses departing every 30 to 45 minutes15.

• Route 39 – Clinton Avenue Crosstown: This local bus service operates primarily along Clinton Avenue between Brawley Avenue and the Airport. Other points of interests on Route 39 include Alliant University, McLane High, Art Museum, Veterans Medical Center, Manchester Center, Fresno City College, and Fresno High School. Route 39 also connects with Routes 9, 20, 22, 28, 30, 32, 34, 39, 38, 41, and 45.

In the weekday eastbound direction, the first departure from the Fresno Airport is at 6:10 AM and the last departure is at 9:58 PM with buses departing every 15 to 60 minutes. In the weekday westbound direction, the first departure from the Fresno Airport is at 6:38 AM and the last departure is at 8:40 AM with bus departing every 30 to 60 minutes. In the weekend eastbound direction, the first bus departure from the Fresno Airport is at 8:10 AM and the last departure is at 7:05 PM with buses departing every 30 to 60 minutes. In the weekend westbound direction, the first bus departure from the Fresno Airport is at 7:43 AM and the last departure is at 6:43 PM with buses departing every 60 minutes15.

• The Q: The City of Fresno’s general plan promotes a balance between growth within the region and reinvestment in the downtown area, established neighborhoods, and along Bus Rapid Transit (BRT) corridors. The City is promoting infill development and the rehabilitation of existing neighborhoods to prevent additional urban sprawl. Known as the Q, the BRT is an expansion of the existing Fresno Area Express (FAX) with an initial 15.7-mile route and 27 stops through major north-south and east-west corridors. It is anticipated the new Q routes will open in Fall 2017, with additional routes in the future. While this may not directly impact the number of passengers that can link to FAT, it shows a dedication of the City to improve transit within the region.

V-Line

V- Line is a shuttle service between Visalia and Fresno. Currently there is only one route with five stops at the Visalia Transit Center, the Visalia Municipal Airport, Fresno Yosemite International Airport, California State University – Fresno (i.e., Fresno State), and the Courthouse Park in Fresno. The shuttle runs six times a day, seven days a week with departure times between 4:00 AM to 6:30 PM from Visalia to Fresno and between 5:00 AM and 7:30 PM from Fresno to Visalia16.

15 FAX routes & Schedules. https://www.fresno.gov/transportation/fax-routes-schedules/. Accessed Feb 14, 2017. 16 V-Line. https://ridevline.com/. Accessed Feb 14, 2017.

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Coalinga Transit

Coalinga Transit provides transit services in the City of Coalinga. Coalinga Transit currently has one route, Coalinga- Fresno Route, which runs between the City of Coalinga and the City of Fresno. This route travels between the Coalinga Transit and Fresno Yosemite International Airport. There is one bus that departs the Coalinga Transit at 8:00 AM and one returning bus that departs the Fresno Yosemite International Airport at 2:15 PM17.

Yosemite Area Regional Transportation System (YARTS)

YARTS is seasonal public transit in the Yosemite region, with buses entering Yosemite Valley from Merced, Mammoth Lakes, Sonora, and Fresno—as well as other towns in between. Service between FAT and Yosemite runs from mid-May through mid-September with five daily trips. The earliest departure from FAT is at approximately 3:30 AM and the latest arrival is approximately 11:00 PM. YARTS began service in May 2000 and is 1819 managed by the Merced County Association of Governments.

High Speed Rail

A new High Speed Rail (HSR) is planned to run Exhibit 2-30 – High Speed Rail Alignment from Los Angeles to San Francisco by 2029, with later extensions to San Diego and Sacramento, as shown in Exhibit 2-30. The initial construction area, which broke ground in 2015, is a 32-mile stretch from Madera County to Fresno County. While not providing direct access to FAT, the new HSR will include a station in downtown Fresno. Additionally, the EDC is working with the HSR Authority to locate the maintenance facility in Fresno, which would bring numerous jobs to the region. It is hoped that the HSR will improve businesses’ abilities to operate out of the San Joaquin Valley, which is a more affordable option for businesses and residents than the Bay Area or Greater Los Angeles area, while still providing quick access to other regions.

2.11.6.1. Local Area Shuttles In addition to the primary transit providers in the region, several specialty transportation shuttles also operate at FAT19. These include year-round and seasonal service to the nearby

national parks and shuttle to Naval Air Station Source: California High-Speed Rail Authority 2017 Lemoore for military personnel.

17 City of Coalinga Inter-City Service to Fresno. http://www.coalinga.com/?pg=3&spg=113, Accessed Feb. 14, 2017. 18 YARTS, Routes and Schedules, http://yarts.com/, accessed Mar. 10, 2017 19 Fresno Yosemite International Airport Website

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These shuttles pick up and drop off passengers at the commercial vehicle curbside lane at the terminal. The shuttles include:

• Big Trees Transit – service between the Fresno Amtrak station to Kings Canyon National Park with stops at Fresno State and FAT • Yosemite and Beyond – small group specialty tours of Yosemite Valley, the Sierra and surrounding areas • Via Yosemite – charter bus service within region • Naval Air Station Lemoore Duty Driver – free shuttle service for military personnel on travel orders

2.11.6.2. Bicycle Facilities There are many bicycle facilities located throughout the City of Fresno. These facilities are categorized into four classifications of bike paths, lanes, routes, and bikeways. The following provides a description of these classifications and a listing of facilities in proximity to the Airport.

• Class I Bicycle Path – bicycle facilities with a separate right of way for exclusive use of bicycle and pedestrian. o Fresno-Clovis Rail Trail – begins north of Clovis Avenue and Shields Avenue continues north along the east side of Clovis Avenue • Class II Bicycle Lane – bicycle facilities that are located within the street right-of-way and consist of a striped lane for one-way bicycle travel on a roadway o Airways Boulevard between Dakota Avenue and Clovis Avenue o Chestnut Avenue between Ashlan Avenue and Shields Avenue and between Clinton Avenue and Jensen Avenue o Clinton Avenue/Clinton Way between Chestnut Avenue and McKinley Avenue o Dakota Avenue discontinuous east of Blackstone Avenue o Fine Avenue between Clinton Way and McKinley Avenue o Gateway Boulevard between Clinton Way and McKinley Avenue o Helm Avenue between Clinton Way and McKinley Avenue o Maple Avenue between Dakota Avenue and Olive Avenue o McKinley Avenue between Chestnut Avenue and Clovis Avenue o Peach Avenue between McKinley Avenue and Butler Avenue and between Geary Street and Jensen Avenue o Shields Avenues discontinuous between Weber Avenue and Chestnut Avenue • Class III Bicycle Route – bicycle facilities that are located within the street right-of-way and consist of shared use of a roadway between bicycle and automobiles. o Dakota Avenue in between gaps in bicycle lanes east of Blackstone Avenue o Olive Avenue between Abby Street and Clovis Avenue o Shields Avenue in between gaps in bicycle lanes between Weber Avenue and Chestnuts Avenue • Class IV Separate Bikeway – bicycle facilities that are located within the street right-of-way, but physically separate from the sidewalk and vehicular traffic. o Currently there are no Class IV separated bikeways near the Airport. The City of Fresno Active Transportation Plan (ATP) is a planning document outlining the vision for active transportation in the City. One goal of the ATP is to increase walking and bicycling trips in Fresno. To achieve this, the ATP recommends adding 166 miles of Class I bicycle paths, 691 miles of Class II bicycle lanes, 69 miles of Class

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III bicycle routes, and 21 miles of Class IV separated bikeways20. The following lists the planned bicycle facilities near the Airport:

• Class I Bicycle Paths o Extend existing Fresno-Clovis Rail Trail south o New trail on north side of Airways Boulevard between Dakota Avenue and Clovis Avenue o New McKinley Avenue trail which runs south of McKinley Avenue • Class II Bicycle Lanes o Chestnut Avenue between Shields Avenue and Clinton Way o McKinley Avenue west of Clinton Way o Winery Avenue between Shields Avenue and Belmont Avenue • Class III Bicycle Routes o Princeton Avenue between Cedar Avenue and Chestnut Avenue 2.11.6.3. Pedestrian Facilities There are a limited number of sidewalks and crosswalks near the Airport for pedestrians to access nearby transits stops and office and commercial uses. Near the Airport there are sidewalks along the following roadways:

• Aircorp Way – continuous sidewalks on the south side between Perimeter Road and Clovis Avenue • Airport Terminal Circulation Road – continuous sidewalks on the east/north side of the airport terminal circulation road between Gateway Boulevard and Clinton Way • Airways Boulevard – discontinuous sidewalks on both sides between Dakota Avenue and Clovis Avenue • Chestnut Avenue – discontinuous sidewalks on both sides south of Clinton Avenue • Clinton Avenue – continuous sidewalks on both sides of Clinton Avenue west of Winery Avenue • Clinton Way – continuous sidewalks on south side between Winery Avenue and McKinley Avenue. There are continuous sidewalks on the north side between Winery Avenue and Gateway Boulevard. • Clovis Avenue – discontinuous sidewalks on both sides between Airways Boulevard and Kings Canyon Road • Dakota Avenue – continuous sidewalks on both sides west of Airways Boulevard-Peach Avenue • McKinley Avenue – continuous sidewalks on the north side between Sierra Vista Avenue and Clinton Way- Peach Avenue and discontinuous sidewalks on the north sides between Clinton Way-Peak Avenue and Clovis Avenue. • Winery Avenue – continuous sidewalks on both sides between Clinton Way and McKinley Avenue

As described in the Bicycle Facilities section, one goal of the City of Fresno ATP is to increase walking and bicycling trips in Fresno. To achieve this goal, the ATP recommends adding 661 miles of sidewalks. The following lists the planned sidewalks near the Airport:

• Aircorp Way – sidewalk on the north side between Perimeter Road and Clovis Avenue • Airport Terminal Circulation Road – sidewalk on south side • Airways Boulevard – fill in existing gaps on both sides between Dakota Avenue and Clovis Avenue • Clinton Way – fill in existing gaps on north side between Gateway Boulevard and McKinley Avenue • Chestnut Avenue – sidewalks on west side between Dakota Avenue and Clinton Way

20 City of Fresno Active Transportation Plan. Dec 2016.

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• Clinton Way – sidewalk on north side between Gateway Boulevard and McKinley Avenue • Clovis Avenue – fill in existing gaps between Airways Boulevard and Kings Canyon Road • Dakota Avenue – fill in existing gaps on both sides west of Airways Boulevard-Peach Avenue and sidewalks on both sides east of Airways Boulevard-Peach Avenue • Fine Avenue – sidewalks on both sides between Clinton Way and McKinley Avenue • Gateway Boulevard – sidewalks on both sides between Clinton Way and McKinley Avenue • Helm Avenue – sidewalks on both sides between Clinton Way and McKinley Avenue • McKinley Avenue – fill in existing gaps on north side between Clinton Way-Peach Avenue and Clovis Avenue and sidewalks on south side west of Clovis Avenue • Winery Avenue – sidewalks on east side between Shields Avenue and Clinton Way

2.11.7. Automobile Parking The primary public parking facilities at FAT includes multiple surface lots located immediately south of the passenger terminal between Clinton Way and Airport Terminal Road. These are divided into short- and long-term parking areas providing a total of 2,162 public spaces. Employee parking is located adjacent to and south of the terminal, and provides 434 employee parking spaces. A cell phone waiting area, consisting of 47 spaces, is located along Airport Terminal Road, near the employee parking lot. The Airports Department contracts with Standard Parking Corporation to operate the on-site public parking under a management agreement. The parking facilities are summarized in Table 2-20 and illustrated, with vehicle circulation, in Exhibit 2-31.

Table 2-20 – Public and Employee Parking

Parking Lot Standard Accessible Clean Air Electric Motorcycle Total Vehicle Spaces Spaces Vehicle Vehicle Spaces Spaces Spaces Charging Stations Public Short Term 245 32 0 6 0 283 Public Long Term 1,861 0 0 8 10 1,879 Cell Phone Waiting 47 0 0 0 0 47 Employee 402 15 11 6 0 434 Total 2,555 47 11 20 10 2,643 Source: Fresno Yosemite International Airports Department construction drawings Prepared by Kimley-Horn and Associates, 2017

2.11.7.1. Short-Term Public Parking With 283 spaces, the short-term lot sits at the northwest corner of the multi-part airport surface parking lot, immediately adjacent to Airport Terminal Road with at-grade walking access to the terminal. Six EVcharging stations are available in the short-term parking lot. There are two controlled access points to the short-term lot: the second left turn for vehicles off the Airport Terminal Road immediately in front of the terminal, and at the west end of the short-term lot. Vehicles exit short term parking directly south through a controlled exit plaza to Clinton Way. 2.11.7.2. Long Term Public Parking The 1,879-space long term lot forms the remainder of the multi-part front airport surface public parking lot, and

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Exhibit 2-31 – On-Airport Parking

Image Source: GoogleEarth, February 2016 Prepared by: Kimley-Horn and Associates, April 2017

2.11.7.3. Public Parking Rates Parking rates for short and long term parking at the Airport are listed in Table 2-21.

Table 2-21 – Parking Rates (2016)

Parking Lot Hourly Rate Daily Rate Short Term $3.00 per hour, $12.00 maximum up to 4 hours rate per day Long Term $3.00 per hour, $8.00 flat rate per up to 2 hours day Source: Fresno Yosemite International Airport Website 2.11.7.4. Cell Phone Waiting Area A cell phone waiting area with 47 spaces is located immediately southeast of the terminal, north of the entry road and adjacent to the employee lot and taxi queue area. This area is available 24 hours a day with a maximum vehicle wait time of 60 minutes free of charge.

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2.11.7.5. Employee Parking A total of 434 spaces comprise employee parking at the Airport. This is divided into two distinct lots: a managers’ lot located immediately outside the east end of the terminal, and a larger employee lot located north of the cell phone waiting area. There are six EV charging stations available in the employee lot. The cell phone area, employee lot and taxi queue area all opened in Fall 2016. The managers’ lot is accessible from Airport Terminal Road, and is available at a rate of $17 per month. The larger employee lot is accessible from a service driveway east of Airport Terminal Road that connects to McKinley Avenue. Employees must use a key card to access this parking. The lot is available to airport service and maintenance employees at a monthly rate of $15, and to airline employees at a monthly rate of $25. 2.11.7.6. Taxi Queue Area A ground transportation queuing area with 21 spaces for taxis and buses is located immediately east of the employee lot. The queuing area, employee lot, and cell phone waiting area were all constructed in 2016. The queuing area is accessible from the same access road that connects McKinley Road to the employee parking lot. Taxis exiting the queuing area may access the Airport Terminal Road via an ingress located adjacent to the cell phone waiting area. 2.11.8. Rental Car Facilities Rental car brand families Avis (Avis, Budget, Payless, and ZipCar), Enterprise (Enterprise, Alamo, and National) and Hertz (Hertz, Dollar, and Thrifty) operate rental car service at the Airport. Rental car customer service counters are available at the west end of the Terminal in baggage claim, with the ready return and service lot located immediately outside the west entrance, and the rental car storage, maintenance and quick-turnaround area (QTA) located further west. There are five car washes in the storage, maintenance, and QTA area. Both the ready and return and maintenance and QTA areas are separated by rental car brand family. Enterprise rents a small parking lot located at the southwest corner of Andersen Avenue and Fine Avenue for the storage of overflow vehicles.

The rental car area is accessible via Clinton Way, and opened in late 2008/early 2009. The space breakdown for each rental car brand family at the Airport is listed in Table 2-27. Additionally, Exhibit 2-32 illustrates the configuration of rental car facilities at the Airport, along with the circulation of rental cars. In total, there is 67,450 square feet of ready and return common use area, as well as 59,522 square feet of storage and maintenance common use area. The three brand families share one 20,000-gallon common fuel storage tank/fueling facility. The number of fuel pumps each brand family has access to is included in the table. Each brand family is billed monthly for fuel usage.

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Table 2-27 – Rental Car Facilities

Rental Car Brand Family Counter Ready and Storage, Storage, Positions/ Return Maintenance, Maintenance, Workstations Parking QTA Parking QTA Fuel Spaces Spaces Pumps Avis (Avis, Budget, 2 119 191 6 Payless, ZipCar) Enterprise (Enterprise, 2 203 126 4 Alamo, National) Hertz (Hertz, Dollar, 2 255 267 4 Thrifty) Total 6 577 584 14 Source: Fresno Yosemite International Airport

Exhibit 2-32 – Rental Car Facilities

Prepared by: Kimley-Horn and Associates, February 2017

2.12. Support Facilities Maintaining a safe, efficient and customer friendly commercial service airport requires a variety of support facilities. Vital to the ongoing operation of the airport, these facilities include administration and maintenance, emergency services and security, snow and ice removal, and numerous utility systems. The following describes the support facilities at FAT. 2.12.1. Airport Administration and Maintenance The City of Fresno Airports Department operates from a two-story administration building located west of the terminal at the intersection of Clinton Way and North Fine Avenue. The two-story building provides approximately 25,000 square feet of space and 90 parking spaces. The building is noted as being in good condition, some of the

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HVAC systems were rehabilitated/replaced in late 2016, and Department staff has indicated the facility should be adequate for their needs through the planning horizon.

Just northeast of the administration building, the Department has a 28,000 square-foot maintenance warehouse and office facility. The warehouse has overhead bay doors on two sides, and an outdoor storage yard of approximately 30,000 square feet. Forty-six automobile parking spaces are also provided. 2.12.2. Aircraft Rescue and Firefighting The FAA requires that all airports serving scheduled and unscheduled aircraft with more than 30 seats obtain a U.S. Code of Federal Regulations Part 139 airport certification to ensure air transportation safety21. As such, airports must comply with specific operational and safety standards and provide fire and rescue equipment and trained personnel for emergency services. Specific Part 139 requirements depend on aircraft size and operations, and the FAA maintains discretionary authority in those cases where requirements result in an undue financial hardship for an airport.

Aircraft Rescue and Firefighting (ARFF) is one component of Part 139 designed to reduce the risk of injuries and casualties associated with an aviation emergency, particularly fires. First responders with ARFF certification receive advanced training in the application of special agents to extinguish burning aviation fuel and aircraft. Responders are also trained to rescue passengers and crew from burning aircraft. The ARFF requirements of Part 139 also mandate airport procedures for emergency operations and required on-site equipment. The FAA inspects Part 139-certified airports annually, although the agency can also conduct inspections without prior notification.

The FAA assigns an ARFF index designation to Part 139 airports based on the longest air carrier aircraft that performs an average of five daily departures. The index establishes the required number of ARFF vehicles and volume of extinguishing agents that an airport must have on-site. Defined by aircraft that are more than 90 feet but less than 126 feet in length, the FAT is an Index B airport. Aircraft examples include the B737-700, A320 and CRJ900. While aircraft larger than those operate at FAT, they have not yet reached the average of five daily 22 departures. Based on an index of B, FAT must comply with either of the following procedures:

• One vehicle – One vehicle carrying at least 500 pounds of sodium-based dry chemical, halon 1211, or clean agent and 1,500 gallons of water and the commensurate quantity of aqueous film-forming foam (AFFF) for foam production, or

• Two vehicles –

• One vehicle carrying 500 pounds of sodium-based dry chemical, halon 1211, or clean agent or 450 pounds of potassium-based dry chemical and water with a commensurate quantity of AFFF to total 100 gallons for simultaneous dry chemical and AFFF application

• One vehicle carrying an amount of water and the commensurate quantity of AFFF so the total quantity of water for foam production carried by both vehicles is at least 1,500 gallons

The Airports Department currently contracts with the City of Fresno Fire Department (Fire Department) for staffing of the ARFF station at FAT. The ARFF Specialty Team, consisting of 19 Fire Control Five-certified members,

21 Airports that serve scheduled air carrier operations in aircraft with more than nine seats but less than 30 are also required to receive Part 139 certification. 22 U.S. Code of Federal Regulations, Title 14, Part 139, Certification of Airports, Section 139.317, Aircraft rescue and firefighting: equipment and agents

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works in conjunction with the Airport Public Safety Team in case of emergency (City of Fresno).23 The firefighters are employees of the Fire Department, and the Public Safety Supervisor is an Airport employee. At all times, the FAT ARFF unit maintains two firefighters on a 24-hour shift and one Public Safety Supervisor on a 12-hour shift.

The ARFF Station is located within the Airport Operations Area (AOA) between the ATCT and the passenger terminal on the south side of the runway, which offers centralized access to airport property to minimize response times.24 The station is approximately 6,400 square feet in size of which 2,900 is a heated two bay garage to store the rescue trucks and other equipment. A replacement ARFF building is included in the Airports Department’s Capital Improvement Plan with design programmed for 2019 and construction in 2020. Depending on where that new facility is located, the existing building may become available for reuse or redevelopment. FAT is equipped two ARFF rescue firetrucks. Rescue 1 is an Oshkosh Striker carrying 420 gallons of AFFF, 3,000 gallons of water, and 500 pounds of potassium bicarbonate (PKP or Purple-K) dry chemical. Rescue 2 is a Rosenbauer Panther carrying 400 gallons of AFFF, 3,000 gallons of water, 500 pound of PKP dry chemical, and 460 pound of Halotron. In an emergency, these vehicles must be able to discharge fire extinguishing agents at the furthest runway midpoint within three minutes to comply with Part 139 requirements. Through the Fire Department Communications, the FAT ARFF unit also has access to mutual aid provided by local fire departments with Fresno County capable of providing firefighting, rescue, hazardous materials response, and emergency medical care. Excluding natural disasters, this aid is available and reliable within a short period of time. The Airports Department has also entered a Mutual Aid Agreement with CANG to provide and receive additional ARFF response should the need arise. CANG’s ARFF capabilities are managed by the 144th Fighter Wing’s Fire Emergency Services (FES) section. The FES is governed by Air Force Instruction 32-2001 Fire Emergency Services Program, which defines specific criteria for each Air Force FES flight, as well as the Department of Defense Instruction 6055.06, Fire and Emergency Service Program. Additionally, these programs are supplemented by the Air National Guard Supplement to AFI 32-001, Unified FAT ARFF Station Facilities Criteria, Air Force Occupational and Health Standards, Occupational Safety and Health Administration (OSHA) regulations, and National Fire Protect Association (NFPA) standards (Fresno Air National Guard Base Fire Emergency Services 2016, 9).

To support its mission and facilities, CANG maintains a minimum of 500 pounds of sodium-based dry chemical or halon 1211, or 450 pounds of potassium-based dry chemical and 100 gallons of water/foam for simultaneous application.25 Accordingly, the FES operates five vehicles carrying a sufficient capacity of water, AFFF, and dry chemical. The section also maintains an additional four vehicles that provide supplementary emergency service support. (Ibid. p. 22)

Source: Pictometry Online, image date 2007

23 All firefighting personnel are certified in accordance with FAR Part 139.319, including initial and recurrent training in all subjects mandated by the FAR. 24 Mark Davis, Airports Planning Manager, e-mail message to author, February 17, 2017. 25 CANG meets the Part 130 requirements for an Index A airport based on its aircraft and operations.

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The 144th Fighter Wing FES is staffed by one Military Technician Fire Chief, 24 full-time Marine Corps Air (MCA) firefighters, and 39 traditional Air National Guard firefighters. The duty roster for MCA firefighters consists of three 24-hour shifts of five personnel each. Air National Guard firefighters augment staffing needs based on need and during Unit Training Assemblies (UTA). This structure allows for a minimum of six FES personnel at any emergency, with additional support provided by three to five Airport emergency personnel within three to five minutes of the request, as necessary. The FES is housed in a 9,564-SF building that provides equipment storage, living quarters, administration, and training facilities. 2.12.3. Security Control and Safety To ensure the safety and wellbeing of the passengers, crew members, airport staff and the public, FAT has implemented several security control and safety coordination measures.

Consistent with Part 139 requirements, the airfield is enclosed with perimeter fencing and access controlled gates to prevent inadvertent entry into the controlled airfield area by unauthorized persons or vehicles. Only authorized personnel that have been duly vetted through background checks, airfield safety training, and carrying Airport issued identification badges, may enter the controlled area. Other persons may be allowed if escorted by a duly authorized person. The perimeter fencing is signed that warn the public against unauthorized entry and law enforcement, Airport staff, and CANG staff patrol the perimeter daily.

Police protection is provided through the Airport Public Safety Officers and Supervisors with assistance from the City of Fresno, Fresno County Sheriffs, City of Clovis Police, and California Highway Patrol as necessary. The Airport Police office is in the Terminal's Command Center near the TSA Screening Checkpoint. The Airport coordinates with the ARFF station, Fresno City Fire Department, and Fresno County emergency medical services (EMS) for medical and ambulance services. The American Red Cross provides comfort and shelter during incident management times. 2.12.4. Snow and Ice Control While measurable snowfall in the Fresno area is rare, aircraft may enter icy conditions during flight. FAT is not equipped with snow removal equipment; however, deicing fluids are applied to aircraft prior to departure. Deicing is conducted at the terminal gates by the airlines. The vehicles that dispense the deicing fluid is also equipped to vacuum any excess glycol on the apron. As part of the State of California’s National Pollution Discharge Elimination System (NPDES) General Permit (#CAS000001), water quality is tested regularly by airport staff for the presence of glycol to ensure water runoff is not contaminated. 2.12.5. Utility Infrastructure Inventory of exiting utilities is pending and will be included in the report at a later date. 2.13. Aviation Activity FAT offers a range of facilities with the ability to support aircraft ranging from single-engine pistons to large jets and military aircraft. With a centralized location providing convenient access to spectacular national parks and the Fresno metropolitan area, FAT offers an attractive destination for the aviation community. The most recent CASP System Needs Assessment also notes that the growth of regional jet airlines in the industry has supported Fresno’s development initiatives, making FAT an increasingly valuable asset for the commercial service, GA, and air cargo sectors (2010).

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2.13.1. Aircraft Operations An aircraft operation is defined as a single landing or a single departure. A flight performing a touch-and-go would count as two operations since it contains one landing immediately followed by a departure without coming to a full stop or departing the runway. At FAT, aircraft operations are recorded by the ATCT and then reported in various FAA databases and to the Airport’s Department. Operations are generally categorized by the FAA as follows:

• Air carrier - Company transporting people or goods by an aircraft with a seating capacity of 60 or more or a maximum payload capacity of 18,000 pounds or more

• Air taxi - On-demand service carrying passengers or cargo performed by aircraft with less than 60 seats or maximum payload capacity of less than 18,000 pounds

• Military operations – Aircraft operations performed by the military and armed services

• General aviation – Civil aircraft operations other than scheduled air services

As shown in Table 2-28, operations from 2010 through 2016 have fluctuated with a decline starting in 2014. The decline can be attributed to several factors including the struggling economy, higher fuel prices, less flight training at FAT, airlines up-gauging to larger commercial aircraft, and military deployments.

Table 2-28 – All Airport Operations

Year Total Operations 2010 119,064 2011 126,670 2012 120,915 2013 129,064 2014 119,631 2015 105,126 2016 97,680 AAGR (%) -3.2 Source: FAA Air Traffic Activity Data System (ATADS) 2017 AAGR=Average Annual Growth Rate

Aircraft operations are further classified as either itinerant or local. Itinerant operations arrive at an airport from outside the airport area or departs and leaves the airport area. Local operations are those performed by aircraft that remain within a practice area of 20-mile radius of the airport. Table 2-29 and Exhibit 2-33 show operations by category over the past six years from 2010 through 2016. Itinerant operations have remained in the 80,000 range for the past seven years, except for 2011 which experienced over 90,000 operations. Local operations, both civilian and military, have decreased since 2014. This is mostly due to the reduced personal and training flights and military deployments. Air carrier operations, however, have significantly increased at a rate of nearly 10 percent per year.

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Table 2-29 – Itinerant and Local Airport Operations

Itinerant Local Air General Year Carrier Air Taxi Aviation Military Total Civil Military Total 2010 9,794 26,019 45,273 5,849 86,935 28,285 3,844 32,129 2011 9,896 24,118 51,236 5,568 90,818 32,877 2,975 35,852 2012 10,642 23,034 43,409 5,799 82,884 34,593 3,438 38,031 2013 11,830 21,779 44,710 5,205 83,524 41,866 3,674 45,540 2014 13,061 22,592 43,069 5,852 84,574 31,930 3,127 35,057 2015 13,587 17,057 44,492 5,400 80,536 23,206 1,384 24,590 2016 17,168 15,082 44,159 4,567 80,976 15,608 1,096 16,704 AAGR (%) 9.8 -8.7 -0.4 -4.0 -1.2 -9.4 -18.9 -10.3 Source: FAA Air Traffic Activity Data System (ATADS) 2017 AAGR=Average Annual Growth Rate

Exhibit 2-33 – Local and Itinerant Operations

100,000

90,000

80,000

70,000

rations

e 60,000 Op

of

50,000 r

e

b

m 40,000 u

N 30,000

20,000

10,000

2010 2011 2012 2013 2014 2015 2016

Year

Total Local Total Itinerant

Source: FAA Air Traffic Activity Data System (ATADS) 2017

2.13.2. Passenger Enplanements An enplanement is defined as a passenger that boards an aircraft and departs to travel to a different city destination. A passenger deplanement is defined as a passenger that disembarks an aircraft and either arrives at his or her final destination or transfers to another aircraft for continuation of the journey. At origin and destination airports, like FAT, the number of passenger enplanements and the number of passenger deplanements

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Table 2-30 – Historic FAT Enplanements by Month

Month 2011 2012 2013 2014 2015 2016 AAGR (%) January 41,333 46,457 51,151 54,153 51,459 55,883 6.2 February 39,135 42,136 45,548 47,932 45,442 50,372 5.2 March 44,354 50,574 55,954 55,889 53,116 59,745 6.1 April 52,567 51,193 55,066 59,546 55,347 60,561 2.9 May 57,294 55,653 62,002 65,059 61,639 68,287 3.6 June 63,990 63,472 66,809 68,716 67,151 75,186 3.3 July 62,031 64,813 68,154 70,536 67,280 74,190 3.6 August 55,515 60,293 61,257 62,903 61,381 67,348 3.9 September 53,809 54,265 57,318 58,570 57,618 68,243 4.9 October 56,167 57,622 60,538 62,342 64,923 68,098 3.9 November 53,818 56,210 56,937 57,531 59,283 64,816 3.8 December 55,017 58,475 61,525 58,437 60,145 65,625 3.6 Total 635,030 661,163 702,259 721,614 704,784 778,354 4.2 Source: Fresno Yosemite International Airport 2017 Note: AAGR = Average Annual Growth Rate

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Exhibit 2-34 – Historical Enplanements by Month

80,000

75,000

70,000

65,000

nts 60,000

eme

n 55,000

Enpla 50,000

45,000

40,000

35,000

2011 2012 2013 2014 2015 2016

Source: Fresno Yosemite International Airport 2017

Exhibit 2-35 – Total Historical Enplanements

800,000 778,354 780,000

760,000

740,000 721,614

nts 720,000

702,259

eme n 700,000 704,784

Enpla 680,000 661,163

660,000

635,030 640,000

620,000 2011 2012 2013 2014 2015 2016

Year

Source: Fresno Yosemite International Airport, 2017

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2.13.3. Based Aircraft The FAA defines based aircraft as an aircraft that is operational, air worthy, and typically based at a specific airport for most the year. The type and number of based aircraft directly influence how an airport operates and what types of facilities are needed; such as hangar and apron space, pilot and passenger amenities, and aircraft maintenance and flight line support facilities. Understanding the characteristics and operational needs of the based aircraft tenants, which can include personal owners, as well as businesses, corporations, flight schools and government agencies, helps inform the identification of facility needs at an airport. Having an accurate count of based aircraft, is a critical element in determining those needs for both current and anticipated activity levels.

Civil public-use, joint-use military, and private-use military that are active in the NAS use FAA Form 5010-1 to report the number of based aircraft at their facilities. This form categorizes based aircraft as single-engine, multi- engine, jet, helicopter, gliders, military, and ultra-lights. According to AC 150/5200-35A, Submitting the Airport Master Record in Order to Activate a New Airport, single- and multi-engine aircraft are propeller-driven fixed wing aircraft with either a reciprocal engine or turboprop. A jet is a fixed-wing aircraft propelled by jet propulsion. Counts and forecasts of based aircraft also get recorded in the FAA’s TAF. The TAF records only five aircraft types (single, multi, jet, helicopter and other). According to the TAF glossary of terms, military aircraft are reported as “other”.

Based on data from the FAA TAF, as presented in Table 2-31, single-engine aircraft have historically comprised the majority of based aircraft at FAT. This is consistent with general aviation being the largest category of operations at the Airport and typical for small-hub commercial service airports. The fluctuations in the data, however, are atypical and is believed to be due to inaccurate or incomplete reporting, particularly with how jet and military aircraft were reported. Considering recent deployments of the CANG 144th Fighter Wing, and acknowledging that TAF reporting lags by approximately two years, a more accurate reflection of based aircraft at FAT is the 2016 5010 Master Record which indicated 193 based aircraft. To validate these numbers, a physical survey of all based aircraft tenants was performed as part of this master plan update which resulted in a based aircraft count of 187. Examples of the various aircraft types based at FAT are presented in Exhibit 2-36.

Table 2-31 – Historical Based Aircraft

Year Single** Jet Multi** Helicopter Other* Total 2010 91 12 45 22 0 170 2011 74 7 36 25 0 142 2012 81 8 37 22 22 170 2013 81 8 37 22 26 174 2014 84 6 25 19 21 155 2015 90 21 23 18 0 152 2016 TAF 90 21 23 18 0 152 5010 100 25+24 military* 24 20 0 193 Survey 100 11+24 military* 33 19 0 187 Sources: FAA 2016 TAF, Airport IQ 5010 Airport Master Records (July 2016), Airports Department and Kimley-Horn and Reports Notes: *TAF is supposed to report military aircraft as “other”, 5010 Master Record reports them as “military”, ** includes both reciprocal piston and turboprop engine aircraft

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Exhibit 2-36 – Representative Based Aircraft Types

Single-engine piston (Cessna 182) Multi-engine piston (Beechcraft Baron)

Turboprop (Beechcraft 200 Super King Air) Jet (Gulfstream G-IV)

Military (F-15 Eagle) Helicopter (MD 500 Scout Attack)

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