City of Corvallis Public Works Department Welcome to the Public Works Department City Home | About Corvallis | Find It A-Z | Departments | City Services | Calendar | Contact a71 Advisory Commission a71 Aerial Photo (19MB pdf) a71 Business Plan a71 FBOs & SASOs a71 Handbook a71 Industrial Park a71 Master Plan a71 Minimum Standards a71 T-Hangar Rental Home Departments Public Works Transportation Airport Master Plan Airport Master Plan The Master Plan Update for Corvallis Municipal Airport has been prepared to assess and direct improvements that will be required to accommodate future aviation demand. The master planning process has made use of a working group of airport stakeholders to provide input concerning airport development issues. Three Working Group meetings were held to gather input on the airport and establish a concept for future development at the airport from a broad range of interested parties. In addition, the development of the Airport Master Plan Update has been coordinated with the Airport Advisory Commission, Airport staff, City of Corvallis staff, resource agencies, the State of Oregon, and the Federal Aviation Administration. In March 2001, a Working Group meeting to review the Master Plan Update's recommended plan was held. Although not a voting committee, a general consensus concerning the recommended plan was achieved. All concerns expressed by the Working Group participants, City Staff, and the FAA have been addressed. The long-term development plan for the airport is summarized in the Executive Summary. It is further graphically depicted in Figure D7 entitled, Conceptual Development Plan. Airport Master Plan Chapters a71 Executive Summary and Table of Contents a71 Inventory of Existing Conditions a71 Forecasts of Aviation Activity a71 Capacity Analysis and Facility Requirements a71 Concepts, Alternatives and Development Plan a71 Environmental Review http://www.ci.corvallis.or.us/index.php?option=com_content&task=view&id=1937&Itemid=2199 (1 of 2)9/25/2007 6:36:31 AM City of Corvallis Public Works Department a71 Airport Plans a71 Implementation Program a71 Tables G1 - G3: Development Plan Projects a71 City Council Notice of Dispostion to Approve an Updated Airport Master Plan (Order 2001-87) a71 City Council Notice of Dispostion to Approve a Revised Airport Master Plan (Order 2003-130) a71 Figures for City Council Notice of Dispostion to Approve a Revised Airport Master Plan (Order 2003-130) a71 Attachment to City Council Notice of Dispostion to Approve a Revised Airport Master Plan (Order 2003-130): Temporary Amendment Airport Master Plan Figures a71 Figure A1 - Airport Location Map a71 Figure A2 - Existing Airport Layout a71 Figure A3 - Pavement Condition a71 Figure A4 - Airspace/NAVAIDS Summary a71 Figure A5 - Zoning Designations a71 Figure A6 - Generalized Future Land Use a71 Figure D1 - Airside Development Plan - Alternative One a71 Figure D2 - Airside Development Plan - Alternative Two a71 Figure D3 - Terminal Area Plan - Alternative One a71 Figure D4 - Terminal Area Plan - Alternative Two a71 Figure D5 - Terminal Area Plan - Alternative Three a71 Figure D6 and F10 - Airport Land Use Plan a71 Figure D7 - Conceptual Development Plan a71 Figure D7 (detail modified) - Conceptual Development Plan a71 Figure D7- FAA - Conceptual Development Plan a71 Figure E1 - Existing (1999) Noise Contours a71 Figure E2 - Future (2020) Noise Contours a71 Figure E3 - FAR part 1 50 Land Use Compatibility Guidelines a71 Figure F1 - Airport Layout Plan a71 Figure F2 - Airport Airspace Plan (with Runway 9/27 Profile) a71 Figure F3 - Airport Airspace Extended Plan a71 Figure F4 - Airport Airspace Profiles (Runway 17/35) a71 Figure F5 - Inner Portion of Approach Surface Drawing-R/W 17 (Plan View) a71 Figure F6 - Inner Portion of Approach Surface Drawing-R/W 17 (Profile View) a71 Figure F7 - Inner Portion of Approach Surface Drawing-R/W 35 (Plan & Profile View) a71 Figure F8 - Inner Portion of Approach Surface Drawing-R/W 9 & 27 (Plan & Profile View) a71 Figure F9 - Terminal Area Plan a71 Figure F11 - Airport Property Map a71 Figure G1 - Phasing Plan Last Updated ( Wednesday, October 05 2005 ) Appropriate Use Policy | Privacy Policy | Contact Webmaster | Electronic Subscription Service 1245 NE Third St., Corvallis, OR 97330 ph: (541) 766-6916 Fax: (541) 766-6920 http://www.ci.corvallis.or.us/index.php?option=com_content&task=view&id=1937&Itemid=2199 (2 of 2)9/25/2007 6:36:31 AM Corvallis Municipal Airport Master Plan iii Executive Summary Introduction The Master Plan Update for Corvallis Municipal Airport has been prepared to assess and direct improvements that will be required to accommodate future aviation demand. The master planning process has made use of a working group of airport stakeholders to provide input concerning airport development issues. Three Working Group meetings have been held to gather input on the airport and establish a concept for future development at the airport from a broad range of interested parties. In addition, the development of the Airport Master Plan Update has been coordinated with the Airport Advisory Commission, Airport staff, City of Corvallis staff, resource agencies, the State of Oregon, and the Federal Aviation Administration. In March 2001, a Working Group meeting to review the Master Plan Update?s recommended plan was held. Although not a voting committee, a general consensus concerning the recommended plan was achieved. All concerns expressed by the Working Group participants, City Staff, and the FAA have been addressed. The long-term development plan for the airport is summarized in the following paragraphs. It is further graphically depicted in Figure D7 entitled, CONCEPTIONAL DEVELOPMENT PLAN, located on page D.17 of the Master Plan Update. Aviation Activity Forecasts The forecasting of future airport activity in terms of aircraft operations (landings and takeoffs), and based aircraft at Corvallis Municipal Airport, serves as a significant basis for analyzing existing airport facilities and identifying future needs and requirements for these facilities. Corvallis Municipal Airport will continue to be a significant general aviation and commercial service airport serving Corvallis and the region. The airport is an Corvallis Municipal Airport Master Plan iv important transportation facility; it is a center for aviation-related business, and it supports regional economic development activity. General aviation aircraft operated at the airport are primarily used by individuals and companies to support private, charter, and corporate activity, although the airport does have some air cargo activity. In addition, the airport will be utilized for commercial passenger service activity. The aircraft types projected to be used at Corvallis Municipal Airport during the next 20 years are the same types that use the airport presently. These types include small single engine prop-aircraft and larger business-use aircraft, including business jet aircraft, along with commuter- type commercial passenger aircraft and larger charter service passenger aircraft (e.g., Boeing 737). The number of annual aircraft operations (landings and takeoffs) at the airport is forecast to increase moderately during the next 20 years. The number of aircraft operations is forecast to increase from 85,061 in 1999 to approximately 140,000 in 2020. The number of based aircraft at the airport is expected to increase, from the current number of approximately 132, to 193 in 2020. There is also a significant demand for commercial passenger service at the airport, with the potential for over 56,000 annual passenger enplanements being forecast by the year 2020. In concert with the status of the airport, some basic assumptions have been established in the Master Plan Update that are intended to direct the development of the airport in the future. These include: Assumption One. The first assumption states that the airport facility will be developed to accommodate the full range of general aviation aircraft, including corporate business jets, under almost all weather conditions. In addition, there will continue to be demand for the airport to accommodate commercial service passenger aircraft operations by airlines using 9 to 30 passenger turbo-prop aircraft and charter air carrier aircraft (B-737, B-727, MD-80, etc.) a few times a year (primarily for college sports teams). Thus, the airport should be designed to precision approach standards, with proper clearances appropriate to that designation. The two runways at the airport are designed to accommodate different aircraft types, along with differing approach minimums. Specifically, the assumptions are: Runway 17/35. The existing and future Airport Reference Code for this runway is C-II (the majority of the business jet fleet is included in this designation). The design aircraft is the Canadair CL-600 (a medium to large cabin business jet). The precision instrument approach to Runway 17 will continue to be maintained and instrument approach capabilities (as low as ? mile visibility Corvallis Municipal Airport Master Plan v minimums) to Runway 35 are programmed (Runway 35 currently has non-precision approach capabilities with 1 mile visibility minimums). Runway 9/27. The existing and future Airport Reference Code for this runway is B-II (the majority of the general aviation propeller aircraft, along with some of the business jets). The design aircraft is the Beech Super King Air B200. Runway 9/27 will be maintained as a visual approach facility. Assumption Two. The second assumption focuses on the need to accommodate the forecast operations of all aviation types, as expressed by the Annual Service Volume capabilities. It should be noted that the forecasts of activity for the airport are based on anticipated population and economic growth in Corvallis and the region. Forecasts of operational activity and the analysis of the capacity of the airport?s runway layout indicate that the airport?s existing runway configuration can efficiently accommodate aircraft landings and takeoffs forecast until the end of the 20-year planning period and beyond. This analysis indicates that, although the existing two-runway layout can accommodate forecast demand; the airport?s system of runways, taxiways, and approaches should be programmed for improvements that will maximize the ability to efficiently use the airport (taxiway improvements and runway extensions are likely to be justified in the future). Assumption Three. The third assumption relates to the requirement that the airport is to be developed to complement and enhance on-airport and off-airport regional economic development activities. Assumption Four. The fourth assumption focuses on the relationship of the airport to off-airport land uses and the compatible and complementary development of each. This is inherent in the design considerations and placement of facilities so as to complement, to the maximum extent possible, off-airport development, and to ensure the continued compatibility of the airport environs with the operation of the airport. Development Recommendations Introduction Because existing airport facilities are well configured to accommodate existing demand, the improvement recommendations contained in the Master Plan Update are not extraordinary. Rather, the improvements that will be needed over the next Corvallis Municipal Airport Master Plan vi two decades will be focused on incremental upgrades that will allow the airport to efficiently and safely accommodate orderly growth and anticipated demand. Corvallis Municipal Airport Master Plan vii Recommendations Runway Length. The existing runway lengths provided at Corvallis Municipal Airport (Runway 17/35 is 5,900 feet and Runway 9/27 is 3,335) are adequate to accommodate the majority of the existing demand. However, in order to regularly accommodate operations by air carrier charter aircraft, a runway extension for the main runway is required (a length of 6,500 feet is minimum and 7,000 feet would be preferred). After a review of potential alternatives, it was determined that the ultimate primary runway configuration for the airport should include a 750-foot extension on the north end and a 300-foot extension on the south end of Runway 17/35. This would preserve the ability to provide a runway length of 6,950 feet in the future, when and if demand dictates. The runway extensions will be developed in phases and the extension to the north will initially be constructed as a paved overrun. Following the extension of Runway 17/35, the relocation of Airport Road may be required so that it does not cross the area contained in the north runway protection zone. Phasing of proposed runway extension projects can be revised in consideration of economic and environmental considerations. Taxiway System. The existing taxiway system at the airport provides efficient routing for taxiing aircraft between the runway system and various landside use areas on the airport in consideration of present activity levels. The airport currently has a full parallel taxiway system serving the north side of Runway 9/27 (Taxiway A), and a partial parallel taxiway system located on the east side of Runway 17/35 (Taxiway B). Because Runway 17/35 is the airport?s primary runway, serving it with a full parallel taxiway is particularly important, and the extension of Taxiway B to the north is recommended in the short-term. Aviation Use Facility Development Area (east of Runway 17/35 and north of Runway 9/27). An analysis of future demand and facility needs indicates that the aviation use facilities can be contained in the vicinity of the existing terminal area (east of Runway 17/35 and north of Runway 9/27). This area is currently developed with a variety of hangar types (FBO, aircraft maintenance, corporate, executive, and T-hangars), along with passenger terminal facilities and airport support facilities (fuel storage, maintenance, etc.). Because of the existing infrastructure (roadways, taxiways, utilities, etc.) serving this area, from an economic/cost of development standpoint, it will be critical to make efficient use of the existing terminal area for future aviation facilities. Corvallis Municipal Airport Master Plan viii Following a lengthy discussion with the Working Group participants, along with additional input from the City of Corvallis staff and the Federal Aviation Administration, a layout of future facilities was formulated. The recommended plan recognizes that the existing big hangar (Bertea) would eventually reach its useful life and could not be maintained in a cost effective manner. Because of the strategic location of the Bertea Hangar, it would be best to plan for its removal. Eventually, the big hangar's site should be used for improved terminal facilities and improved taxiway access serving the hangar development area. The FBO facility that is currently located in the Bertea Hangar is proposed to be relocated to a new hangar that will be built on the west side of the hangar development area. Non-Aviation Use Facility Development Areas. There are several areas on the airport that are not required for runway, taxiway, or approach protection considerations, and are unlikely to be provided with taxiway access in the future. Those areas that cannot be feasibly provided with taxiway access are likely to be used for non-aviation facilities. The southeast corner of airport property is identified for non-aviation, airport compatible development. This area has been identified in the past as having the potential to accommodate a non-aviation use that requires a larger site. In addition, all of the area on the west side of Runway 17/35 is best used for non - aviation facilities, although any area containing wetlands should remain undeveloped. It should be noted that the majority of airport property that is west and south of the runway/taxiway object free areas is currently leased for agriculture. Agriculture is an appropriate non-aviation use for airport property that brings income to the airport and is compatible with the operation of the airport; therefore, the agricultural activity should continue until a ?higher and better? use is obtained. In addition, the industrial/commercial uses north of Airport Road, along with those east of the railroad tracks, are appropriate. The land east of Plumley Street has also been identified for non-aviation use, along with the land south of Airport Road, which is directly adjacent to Airport Place. Development Program In overview, the Development Program for Corvallis Municipal Airport calls for retention of the existing layout of facilities, with the capability to extend the primary runway to 6,950 feet being preserved. Other significant improvements are related to the taxiway system and aviation-use facility development areas. Corvallis Municipal Airport Master Plan ix The Development Program is presented in three phases: the first or short-range phase (0-5 years), the second or intermediate-range phase (6-10 years), and the long-range phase (11-20 years). Projects planned for each phase are to be implemented on an "as needed" basis in consideration of actual demand and funding availability. Projects include: Phase I (0-5 years) projects: ? Taxiway and aircraft parking apron construction. ? Construction of hangar facilities. ? Runway lighting and sign improvements. ? Security fencing. ? Construction of an overrun on the north end of the primary runway. ? Pavement rehabilitation and maintenance. ? Utility and roadway infrastructure improvements. ? Construction of an Aircraft Rescue and Fire Fighting (ARFF) facility. ? Design and construction of a new passenger terminal facility. Phase II (6-10 years) projects: ? Taxiway and aircraft parking apron construction. ? Construction of hangar facilities. ? Construction of an air freight facility. ? Utility and roadway infrastructure improvements. ? Pavement rehabilitation and maintenance. ? Relocation of the airport?s fuel storage facility. ? Conversion of the overrun area on the north end of the primary runway to full-use pavement. Phase III (11-20 years) projects: ? Pavement rehabilitation and maintenance. ? Aircraft parking apron and taxiway construction. ? Construction of hangar facilities. ? Extension of primary runway to the south. ? Utility and roadway infrastructure improvements. Over the course of the 20-year planning period, the plan identifies the potential need for over $25 million in capital improvements at Corvallis Municipal Airport. In addition to revenues generated on the airport, capital improvement funding sources that have been identified include the Federal Aviation Administration, the State of Oregon, and third-party private investment. Corvallis Municipal Airport Master Plan x Contents Executive Summary iii Contents ix Tables xi Illustrations xii Inventory of Existing Conditions Introduction A.1 Airport Role and Facilities A.2 Airspace System/Navigation and Communication Aids A.8 Existing Planning Data Inventory A.11 Forecasts of Aviation Activity Introduction B.1 Historical and Existing Activity Summary B.4 Aviation Activity Forecasts B.8 Based Aircraft Forecast B.16 Summary B.17 Airport Reference Code (ARC)/Critical Aircraft Analysis B.18 Capacity Analysis and Facility Requirements Introduction C.1 Airfield Capacity Methodology C.2 Airfield Capacity Analysis C.9 Facility Requirements C.10 Summary C.22 Concepts, Alternatives, and Development Plan Introduction D.1 Goals for Development D.2 Airfield Development Considerations and Alternatives D.3 Landside Development Considerations, Alternatives, and Recommendations D.9 On-Airport Land Use Plan and Conceptual Airport Development Plan D.15 Corvallis Municipal Airport Master Plan xi Contents (continued) Environmental Review Introduction E.1 Existing Conditions E.1 Future Conditions E.2 Airport Plans Introduction F.1 Airport Layout Plan F.1 Airspace Plan F.4 Inner Portion of the Approach Surface Drawings F.5 Terminal Area Plan F.13 Land Use Plan F.15 Airport Property Map F.15 Implementation Program Introduction G.1 Implementation Schedule and Project List G.1 Cost Estimates G.2 Capital Improvement Program (CIP) G.2 Financial Plan G.2 Appendix Forecast Appendix Environmental Review Appendix Corvallis Municipal Airport Master Plan xii Tables Table A1 Instrument Approach Procedures A.11 Table B1 Historical Aviation Activity, 1989-1998 B.5 Table B2 Existing Operations By Aircraft Type, 1999 B.7 Table B3 Summary of Based Aircraft, 1989-1999 B.8 Table B4 Passenger Enplanements Forecasts, 2000-2020 B.10 Table B5 Passenger Aircraft Operations Forecasts, 2000-2020 B.11 Table B6 General Aviation Operations Forecast Scenarios, 1999-2020 B.12 Table B7 Military Operations Forecast, 1999-2020 B.13 Table B8 Summary of Operations Forecast By Aircraft Type, 1999-2020 B.14 Table B9 Summary of Local and Itinerant Operations, 1999-2020 B.15 Table B10 Peak Period Aircraft Operations, 1999-2020 B.15 Table B11 Based Aircraft Forecast, 1999-2020 B.16 Table B12 Based Aircraft Forecast By Type, 1999-2020 B.17 Table B13 Summary of Aviation Activity Forecasts, 1999-2020 B.18 Table C1 IFR Wind Coverage Summary C.6 Table C2 ARC C-II Dimensional Standards Runway 17/35, (in feet) C.11 Table C3 ARC B-II Dimensional Standards Runway 9/27, (in Feet) C.12 Table C4 Runway Length Requirements C.14 Table C5 Runway Protection Zone Dimensions C.16 Table C6 Threshold Siting Criteria, in Feet C.17 Table C7 General Aviation Facility Requirements, 1999-2020 C.21 Table E1 Comparative Noise Levels E.4 Table G1 Phase I (0-5 Years) Development Plan Projects G.5 Table G2 Phase II (6-10 Years) Development Plan Projects G.6 Table G3 Phase III (11-20 Years) Development Plan Projects G.7 Corvallis Municipal Airport Master Plan xiii Illustrations Figure A1 Airport Location Map A.3 Figure A2 Existing Airport Layout A.5 Figure A3 Pavement Condition A.7 Figure A4 Airspace/NAVAIDS Summary A.9 Figure A5 Existing Zoning (revised) A.12 Figure A6 Generalized Future Land Use A.14 Figure C1 All Weather Wind Rose C.5 Figure C2 IFR Wind Rose C.7 Figure D1 Airside Development Plan Alternative One D.7 Figure D2 Airside Development Plan Alternative Two D.8 Figure D3 Terminal Area Plan ? Alternative One D.11 Figure D4 Terminal Area Plan ? Alternative Two D.12 Figure D5 Terminal Area Plan ? Alternative Three D.13 Figure D6 Airport Land Use Plan D.16 Figure D7 Conceptual Development Plan D.17 Figure E1 Existing (1999) Noise Contours E.6 Figure E2 Future (2020) Noise Contours E.7 Figure E3 FAR Part 150 Land Use Compatibility Guidelines E.8 Figure F1 Airport Layout Plan F.2 Figure F2 Airport Airspace Plan (with Runway 9/27 Profile) F.6 Figure F3 Airport Airspace Extended Plan F.7 Figure F4 Airport Airspace Profiles (Runway 17/35) F.8 Figure F5 Inner Portion of Approach Surface Drawing R/W 17 (Plan View) F.9 Figure F6 Inner Portion of Approach Surface Drawing R/W 17 (Profile View) F.10 Figure F7 Inner Portion of Approach Surface Drawing R/W 35 (Plan & Profile View) F.11 Figure F8 Inner Portion of Approach Surface Drawing R/W 9 & 27 (Plan & Profile View) F.12 Figure F9 Terminal Area Plan F.14 Figure F10 Land Use Plan F.16 Figure F11 Airport Property Map F.17 Figure G1 Phasing Plan G.8 Corvallis Municipal Airport Master Plan A.1 Inventory of Existing Conditions Introduction Corvallis Municipal Airport is a vital part of the national airport system, as well as being an integral component of the transportation infrastructure that serves the City of Corvallis, Benton County, and west-central Oregon. Corvallis is in the heart of Oregon?s Willamette Valley and the home of Oregon State University. The airport, along with its aviation related businesses and facilities, represents a vital and significant regional economic asset. In addition to the many aviation related assets, the airport also provides benefits to local businesses and industry, promotes tourism, as well as encourages additional business development and expansion throughout the City, surrounding communities, and adjacent counties. The Corvallis Municipal Airport Master Plan was completed in 1990. During the intervening years, changes have transpired within the aviation industry on a local, regional, and national level that impact the aviation facilities and services provided at the airport. These changes necessitate a reevaluation of the airport?s Master Plan as a means of analyzing current and forecast operational characteristics and facilities, as well as updating the program for airport development. The population growth and economic expansion that are occurring within the region have necessitated a long-range analysis and plan for the future needs of the airport to accommodate aviation demand. The focus of this document will be on the total aviation facility and its environs, with the overall planning goal being the development of an aviation facility that can accommodate future demand that is not significantly constrained by its environs. This initial Inventory chapter will examine three basic elements involved with the existing and future development of Corvallis Municipal Airport. These elements are: the airport facilities (runways, taxiways, aircraft parking aprons, hangars, maintenance facilities, ground access, etc.); the relationship to the airport/airspace system; and the airport environs. Subsequent chapters will detail the airport?s forecasts of aviation activity, the ability of airport facilities to safely and efficiently meet the needs associated with Corvallis Municipal Airport Master Plan A.2 the projected aviation activity, the compatibility of the airport with surrounding land uses, and recommended future development within and around airport property. As illustrated in the following figure, AIRPORT LOCATION MAP, the City of Corvallis, with a population of approximately 50,880, is the county seat for Benton County. Benton County is located in west-central Oregon and has a population of 77,192. Corvallis is perhaps best known as the home of Oregon State University. Other nearby attractions include: Avery Park; Peavy Arboretum; the Willamette River; Mary?s River; Finley National Wildlife Refuge; and the Siuslaw National Forest, a 630,000 acre forest that includes the Oregon Dunes National Recreation Area. Airport Role and Facilities Corvallis Municipal Airport is owned and operated by the City of Corvallis, with the Public Works department having management and operational responsibility for the airport. The City has established the Corvallis Municipal Airport Advisory Committee to provide recommendations concerning all airport matters. The Airport Manager has the day-to-day responsibility for the operation of the airport. The City Council has ultimate responsibility for all airport policy considerations, as well as the compliance with all pertinent Federal, State, and local regulations. The airport is located approximately five (5) miles south of the Central Business District (CBD) of Corvallis. The Airport Reference Point (ARP) is located at Latitude 44? 29? 49.897? N and Longitude 123? 17? 23.387? W. Corvallis Municipal Airport, classified as a commercial service airport by the FAA?s National Plan of Integrated Airport Systems (NPIAS), and as a Business or High Activity General Aviation Airport by the Oregon Department of Aviation, has an elevation of 246 feet above mean sea level (AMSL) and has property consisting of approximately 1,490 acres. In 1999 and 2000, the airport was served by a commuter airline that provided six (6) weekday and four (4) daily, non-stop flights to Portland International Airport and four (4) weekday and three (3) daily flights to Newport, Oregon. For its Corvallis service, this airline operated 9-seat Cessna Caravan aircraft. Corvallis Municipal Airport is operated with two runways (Runways 17/35 and 9/27), taxiways, a terminal/hangar structure, two FBO hangars, aircraft storage hangars, aprons, and support facilities. The following illustration, entitled EXISTING AIRPORT LAYOUT, provides a graphic presentation of the existing airport facilities. Corvallis Municipal Airport Master Plan A.3 Figure A1 Airport Location Map Corvallis Municipal Airport Master Plan A.4 Airside Faciliti Runways. The primary runway at the airport, Runway 17/35, is 5,900 feet in length and 150 feet in width. The runway is constructed of asphalt, considered to be in good condition, and has a gross weight bearing capacity of 60,000 pounds single-wheel, 100,000 pounds dual-wheel, and 150,000 pounds dual-tandem-wheel main landing gear configuration. The Runway is equipped with Medium Intensity Runway Lights (MIRL) and a four (4) light Vertical Approach Slope Indicator (VASI) located on the left-hand side of both Runways. The Runway 17 end is served by an Instrument Landing System (ILS) composed of a localizer, a glide slope, and a Medium Intensity Approach Lighting System with Runway Alignment Indicator Lights (MALSR). Runway 35 is equipped with Runway End Identifier Lights (REILS). Runway 9/27 is 3,345 feet in length, 75 feet in width, and is constructed of asphalt. Runway 27 has a 190-foot displaced threshold. The pavement is considered to be in good condition, and has a gross weight bearing capacity of 51,000 pounds single-wheel, 65,000 pounds dual-wheel, and 100,000 pounds tandem-wheel main landing gear configuration. This runway is equipped with Medium Intensity Runway Lights (MIRL) and a four (4) light Precision Approach Path Indicator (PAPI) serving Runway 27. Taxiways. The airside facilities at Corvallis Municipal Airport, in addition to the runways mentioned above, are composed of several taxiways that provide access from the runways to the various landside aircraft use areas. From the terminal apron, Taxiway A, which runs parallel to Runway 9/27, provides access to Runway 9, Runway 27, and Runway 17. Taxiway B provides access to Runway 35, as well as cross-field access to the terminal and hangar area. Exit taxiways consist of Taxiways B-1, B-2, and B-3, which allow access to Taxiway B and Runway 17/35. These taxiways are 50 feet in width. Pavement Conditions. As part of the Oregon Aviation System Plan, the State of Oregon Department of Aviation prepared a Pavement Maintenance - Management Program for eligible airports within the state. The final report for Corvallis Municipal Airport was published in April 1999. The pavement condition rating quantifies the various distresses measured in a pavement using seven classification ratings that range from an ?excellent? rating (a maximum pavement condition index of 100, typically associated with new pavement construction or new overlay) to a ?failed? rating (minimum pavement condition index of 0). The pavement condition index provides a general sense of the pavement condition and the magnitude of work that will be required to rehabilitate the pavement. To put this Corvallis Municipal Airport Master Plan A.5 rating into perspective, it is helpful to consider its relationship in the PMS. In general, a pavement section with a PCI ranging from 0 to 40 is considered to be in such poor Corvallis Municipal Airport Master Plan A.6 Figure A2 Existing Airport Layout Corvallis Municipal Airport Master Plan A.7 condition that reconstruction is usually the only feasible repair alternative. On the other hand, a pavement section with a PCI value ranging from 75 to 90 is a prime candidate for preventative maintenance techniques such as crack sealing and patching. The pavement condition index and associated pavement rating for Corvallis Municipal Airport in 1998 are illustrated in the following figure entitled PAVEMENT CONDITION. Please refer to the Oregon Department of Transportation Pavement Evaluation/Maintenance Management Program for Corvallis Municipal Airport for additional information. Landside Facilities Landside development at the airport includes a terminal/hangar structure, aircraft parking aprons, corporate hangars, T-hangars, a Fixed Base Operator (FBO) hangar, fuel storage facilities, and access roadways. Aprons. There are two aircraft parking aprons at Corvallis Municipal Airport. The terminal apron is located north of Runway 9/27 and consists of approximately 342,000 square feet of aircraft parking and movement space. This apron currently accommodates 34 paved tie-downs for aircraft parking and storage. The second apron, located east of the terminal apron, provides roughly 94,000 square feet of space and accommodates 12 paved tie-downs for aircraft parking and storage. Passenger Terminal Facilities. The passenger terminal facilities are located in the main hangar north of, and adjacent to, the main apron. The terminal facilities consist of an airline ticketing counter, a baggage handling area, and a food service area. Apron loading and unloading of passengers is utilized. Hangar Facilities. There are currently two full-service Fixed Based Operators (FBO) located on airport property: Avia Flight Services and Bertea Aviation. Bertea?s facilities are located in the main hangar. Avia Flight Services is located east of the apron and south of the T-hangars. The T-hangars accommodate over 100 general aviation aircraft. Fuel Storage Facility. Aviation fuel is presently stored in four aboveground storage tanks located west of the terminal on the northwest portion of the main apron. The tanks consist of two (2) 12,000 gallon Jet-A and two (2) 12,000 gallon 100LL AVGAS. Aircraft Rescue and Fire Fighting (ARFF) Facility. Currently, an ARFF facility is not located on airport property. Corvallis Municipal Airport Master Plan A.8 Figure A3 Pavement Condition Corvallis Municipal Airport Master Plan A.9 Miscellaneous Facilities. Taxiway C (formerly a crosswind runway) is now closed to all aviation activity, and is currently used by the Oregon State Highway Patrol for driver training activities. North of the airport is the Airport Industrial Park, offering industrial, research, manufacturing, and processing lots ranging from one to twenty acres. Currently, the area consists of approximately 175 acres and houses tenants that include: FedEx, Western Pulp Products, Oregon Rubber Co., Overall Laundry, Ramsay/Gerding Construction, S-Tech, PlasTech Inc., Tripod Data, and Software Support Services. Vehicular Access. Primary vehicular access to Corvallis Municipal Airport is provided from US Highway 99W by way of Airport Avenue and Airport Place. US Highway 99W provides access to the Central Business District of Corvallis. A secondary airport entrance road is located northeast of the T-hangars off Plumley Road. Airspace System/Navigation and Communication Aids As with all airports, Corvallis Municipal Airport functions within the local, regional, and national system of airports and airspace. The following narrative gives a brief description of Corvallis Municipal Airport?s role as an element within these systems. Air Traffic Service Areas and Aviation Communications Within the continental United States, there are some twenty-two geographic areas that are under Air Traffic Control (ATC) jurisdiction. Air traffic services within each area are provided by air traffic controllers in Air Route Traffic Control Centers (ARTCC). The airspace overlying Corvallis Municipal Airport is contained within the Seattle ARTCC service area and includes the airspace in Washington and portions of Oregon, Idaho, and California. The airport is equipped with an Aeronautical Advisory Station (UNICOM) on frequency 123.0. Airspace and NAVAIDS Analysis The following illustration, AIRSPACE/NAVAIDS SUMMARY, depicts the airports, local airspace, and navigational facilities in the vicinity of Corvallis Municipal Airport. Local airspace surrounding Corvallis Municipal Airport is designated as Class E airspace. The configuration of each Class E airspace area is tailored to individual airports. Generally, Class E airspace consists of the immediate controlled airspace at airports without control towers and is intended to provide a transition area for instrument approaches. The floor of the Class E airspace at Corvallis Municipal Airport is established at 700 feet above ground level (AGL). Corvallis Municipal Airport Master Plan A.10 Figure A4 Airspace/NAVAIDS Summary Corvallis Municipal Airport Master Plan A.11 The navigational aids (NAVAIDS) available for use by pilots in the vicinity of the airport are Non-Directional radio Beacon (NDB) facilities and VOR/DME facilities. NDBs are general purpose radio beacons that an aircraft equipped with a loop antenna can home in on or determine its bearing relative to the sending facility. A VOR-DME system is a Very High Frequency Omnidirectional Range Station with Distance Measuring Equipment transmitting very high frequency signals, 360 degrees in azimuth oriented from magnetic north. This DME equipment is used to measure, in nautical miles, the slant range distance of an aircraft from the navigation aid. The Corvallis VOR-DME (115.40) is located on airport property just west of Runway 17/35 and south of the blast pad area on the west end of Runway 9/27. The Lewisburg NDB (225 LWG) is located approximately 7 NM to the north of the airport. There are presently six published instrument approach procedures at Corvallis Municipal Airport, which are listed in the following table entitled INSTRUMENT APPROACH PROCEDURES. Table A1 INSTRUMENT APPROACH PROCEDURES Corvallis Municipal Airport Master Plan Type of Runway Lowest Ceiling Lowest Visibility Approach Designation Minimum Minimum ILS 17 200? (AGL) ?-mile VOR/DME 17 400? (AGL) ?-mile VOR/DME 35 400? (AGL) 1-mile NDB 17 700? (AGL) ?-mile GPS 35 400? (AGL) 1-mile GPS 17 400? (AGL) ?-mile Source: U.S. Terminal Procedures/Northwest, Volume 1 of 1, 15 June 2000. In addition, several existing visual navigational aids are located on the airport and available to pilots. These include a rotating beacon located east of the small apron and a lighted wind cone with segmented circle that is located south of runway 9/27, north of Taxiway B. A network of low-altitude published airways (victor airways) in the vicinity of Corvallis Municipal Airport also traverses the area, which span between the regional ground based VOR-DME and VORTAC equipment. Victor airways include the airspace within parallel lines located 4 NM on either side of the airway and extend 1,200 feet above the terrain to, but not including, 18,000 feet AMSL. Corvallis Municipal Airport Master Plan A.12 Existing Planning Data Inventory The City of Corvallis has adopted various land use planning and control documents to guide development within the city limits. An inventory of the existing land uses and zoning patterns surrounding the airport is an important element in the airport planning process. Land use compatibility with airport development can be facilitated with a thorough knowledge of what land uses are proposed and what, if any, changes need to be made. Zoning As part of Oregon?s statewide growth management law, the City of Corvallis has adopted an Urban Growth Boundary (UGB). This boundary limits land development beyond a politically designated area to protect open space, curb sprawl, or encourage redevelopment of land within the city and sets criteria for different types of land uses to be developed within certain zones. In conjunction with the zoning ordinance, the City has also adopted a zoning map that divides the city into different zones consistent with the zoning ordinance. Corvallis Municipal Airport, designated as a Planned Development Overlay, is located outside of city limits, but within the Urban Growth Boundary on the southern and western edge. The predominant zoning within the airport environs is agricultural/open space. Industrial zoning occurs just north of the airport between Airport Ave. and Weltzin Ave. West of US Highway 99W, between Herbert Ave. and Wake Robin Ave., the primary zoning classification is General Industrial. East of US Highway 99W, extending north to the Central Business District, Low to Medium Density Residential zoning, with a pocket of mixed use commercial zoning, dominate. Existing zoning within the vicinity of the airport is shown in the following illustration entitled GENERALIZED EXISTING ZONING. Existing Land Use The existing land uses in the general vicinity of the airport primarily follow the existing zoning patterns. Because of the location of the airport within the UGB, a majority of the surrounding land is comprised of agricultural uses. Pockets of concentrated industrial development are located just north of the airport within Corvallis Municipal Airport and Industrial Park. Scattered rural residences are located to the northeast of the airport along US Highway 99W. Corvallis Municipal Airport Master Plan A.13 Figure A5 EXISTING ZONING Corvallis Municipal Airport Master Plan A.14 Future Land Use The Corvallis Comprehensive Plan is a long-range plan designed to guide the growth of the Corvallis area through the year 2020. The plan is a cooperative effort serving as the formal statement of policies pertaining to development within the community. The purpose of the plan is to provide a framework for use by Corvallis to promote and direct its growth and development. Generally, the plan reflects existing land use and zoning patterns. Agricultural/open space, again, dominates as the future land use in and around the vicinity of the airport. The airport itself has been designated Public/Institutional. Limited Industrial and General Industrial are the primary future land uses in the northern vicinity of the airport. Adjacent to, and west of, US Highway 99W, Limited Industrial-Office and Mixed Employment prevail as the future land uses. East of US Highway 99W, pockets of Mixed Use Commercial land use are enveloped around areas of Low, Medium, and High density residential use. Proposed Minor Neighborhood Centers are programmed at several intersections along this section of US Highway 99W. The future land uses are illustrated in the figure entitled GENERALIZED FUTURE LAND USE. Corvallis Municipal Airport Master Plan A.15 Figure A6 GENERALIZED FUTURE LAND USE Corvallis Municipal Airport Master Plan B.1 Forecasts of Aviation Activity Introduction Forecasting is a key element in the master planning process. The forecasts are essential for analyzing existing airport facilities and identifying future needs and requirements for these facilities. Forecasting, by its very nature, is not exact, but it does establish some general parameters for development and, when soundly established, provides a defined rationale for various development activities as demands increase. The amount and kind of aviation activities occurring at an airport are dependent upon many factors, but are usually reflective of the services available to aircraft operators, the meteorological conditions under which the airport operates (daily and seasonally), the businesses located on the airport or within the community the airport serves, and the general economic conditions prevalent within the surrounding area. Forecasting generally commences by obtaining accurate historical and existing data. Utilizing the present time as an initial point, certain quantifiable facts and trends can be identified, along with many intangible factors, which will impact the aviation activity forecasts. This data has evolved from a comprehensive examination of historical airport records and recent planning documents relative to the airport (i.e., the 1998 FAA Terminal Area Forecasts, the 1990 Corvallis Municipal Airport Master Plan, and the FAA Aviation Forecasts Fiscal Years 2000-2011). These documents were assembled in different years, making the data quite variable and emphasizing the need for establishing a well-defined and well documented set of base information from which to develop forecasts of aviation activity. Prior to an examination of current and future activity levels at the airport, there a re several conditions and assumptions that should be noted that form the basis or foundation for the development of the forecasts contained here. These variables represent a variety of physical, operational and socioeconomic considerations, and to varying degrees relate to and affect aviation activity at Corvallis Municipal Airport. Corvallis Municipal Airport Master Plan B.2 Weather Conditions The most current and complete set of weather data available for Corvallis Municipal Airport was obtained and analyzed. With the exception of very few days annually, the airport is not adversely affected by poor weather conditions. Visual Flight Rules (VFR) meteorological conditions are experienced, on average, approximately 90 percent of the time annually. Therefore, aircraft can operate at the airport on a regular basis throughout the year, with limited interruption due to weather. The potential negative impact of poor weather conditions on the operational capability of the airport will be analyzed in the following chapter of this document. Socioeconomi Historically, the socioeconomic conditions of a particular region impact aviation activity within that region. The most often analyzed indicators are population, employment, and income. Population. Corvallis and Benton County have demonstrated continued population growth from 1990 through 1999. According to US Census data compiled by the Center for Population Research and Census (CPCR) at Portland State University, the population of Corvallis was approximately 44,757 in 1990. By 1999, the population had increased to an estimated 50,880 and is estimated to be 61,029 by the year 2020. This equates to an average annual growth rate of .08%. The population of Benton County was 70,811 in 1990 and had grown to approximately 77,100 by 1999. The CPCR projects that the population of Benton County will increase to 85,080 by the year 2010 and 91,345 by the year 2020. This is an increase of approximately nineteen percent (18.5%) from 1999. Similar to that of Corvallis, this reflects an average annual growth rate of .08%. By comparison, the State of Oregon is projected to increase from 3,300,800 (1999 population) to 4,325,995 in 2020. This represents an increase of thirty-one percent (31.1%) and an annual growth rate of 1.6%. The US Census Bureau estimates that the national population will increase from 272,690,813 in 1999 to some 329,441,930 by the year 2020. This is an approximate increase of twenty -one percent (20.8%) and an annual growth rate of 0.99%. Employment. According to the Oregon Cascades West Council of Governments (OCWCOG), total employment for Benton County was approximately 36,332 in 2000. OCWCOG projects total employment to be 40,759 by the year 2020, which represents an annual growth rate of 0.5%. Among the top five largest employers within Corvallis, Oregon State University accounted for the highest number of employees with 8,000. Hewlett Packard accounts Corvallis Municipal Airport Master Plan B.3 for 5,100, Good Samaritan Hospital 920, Corvallis School District 889, and Corvallis Clinic 550. Income. The 1999 Economic Analysis data indicated the per capita income for Benton County was approximately $27,307. The State of Oregon had a per capita income of $25,912, and the national per capita income was $28,518. Community Support Corvallis Municipal Airport benefits from the support of the city government, as well as local industry and the citizens of Corvallis. The airport is recognized as a vital city asset that contributes to the stability and future of the area?s economy. The overall position of the community is one of controlled continued growth and development, with special focus on the impetus that the airport can provide to attract additional economic and industrial development to the area. Additionally, many smaller communities surrounding Corvallis, and all of west central Oregon, benefit from a quality airport facility. These communities provide an economic base that can attract additional aviation activity, as well as industrial/business development to the airport. Community/Airport Location and Potential Corvallis and the surrounding area, with its numerous educational and recreational opportunities, tourist activities, and expanding population base, provide a strong and definable market area for commercial passenger service, as well as general aviation. With the existing instrument approach, overall development potential, and ample undeveloped property, the airport can attract additional aviation and non-aviation development in the future. Negative or Neutral Factors As a general comment, the airport has very few negative factors and is in an enviable position due to its many positive features and conditions. However, there are some factors that can and do have a negative impact on the airport and that must be considered in the planning process. The first issue is the overall condition of the general aviation industry in the United States, which, since 1978, has been in a significant recession. The FAA has identified several factors that have contributed to this prolonged downturn. These include three economic recessions, two fuel crises, the enactment of the Airline Deregulation Act of 1978, the repeal of the GI Bill, and the repeal of the investment tax credit. Corvallis Municipal Airport Master Plan B.4 Other causes of this downturn include the expense of owning and operating an aircraft (i.e., costs of insurance, fuel, and maintenance), competition from commuter airlines in the more open aviation market since airline deregulation, changes in disposable discretionary income, increases in air space restrictions affecting fair-weather flying, reductions in personal leisure time, and shifts in personal preference as to how leisure time is spent. These factors have severely restricted the single-engine light aircraft segment of the industry in particular. In response, the general aviation industry has been focusing more on the business aircraft operator and less on the recreational operator. However, there are a number of bright spots having a positive impact in certain segments of the general aviation industry. They include the passage of the long- awaited General Aviation Revitalization Act of 1994 that provides an eighteen year limit on product liability lawsuits against general aviation aircraft and component manufacturers. As a result of this legislation, there is renewed interest and optimism among US aircraft manufacturers, who are either reentering the single engine aircraft market after several years? absence, or are increasing future production schedules to meet expected renewed demand. The growth in the amateur-built aircraft market, and the strength of the used aircraft market, indicate that demand for inexpensive personal aircraft is still strong. Increased general aviation instrument operations at FAA towered airports, and general aviation aircraft handled at FAA en route centers point to continued growth of the more sophisticated general aviation users. Additionally, operations at non-towered US airports have increased, supporting the belief held by many that much of general aviation has been forced out of towered airports because of the increased commercial air carrier activity. The second factor having a negative impact on Corvallis Municipal Airport is the uncertainty of commercial airline service. During the 1990?s, commercial passenger service activity at the airport has been spotty. The uncertainty with regard to the availability of passenger service at the airport does not instill confidence in the flying public to book flights out of the airport. Additionally, Portland International Airport can be accessed in about two hours driving time, making this a viable option for people who desire commercial service with a more frequent flight schedule. Historical and Existing Activity Summary A tabulation of historical aviation activity since 1989 at Corvallis Municipal Airport is presented in Table B1 entitled HISTORICAL AVIATION ACTIVITY, 1989-1999. This table presents the number of enplaned passengers and five categories of aircraft operations (an operation is defined as either a take-off or a landing), including commercial service, itinerant general aviation, itinerant military, local general aviation, and total operations. Corvallis Municipal Airport Master Plan B.5 Corvallis Municipal Airport Master Plan B.6 Table B1 HISTORICAL AVIATION ACTIVITY, 1989-1999 Corvallis Municipal Airport Master Plan Itinerant Local Air Taxi/ General Itinerant General Total Passenger Commuter Aviation Military Aviation Aircraft Percent Year Enplanements Operations Operations Operations Operations Operations Change 19891 - - - 3,000 20,000 700 16,000 39,700 19901 - - - 300 28,000 400 19,000 47,700 20% 19911 - - - 3,000 24,000 900 19,000 46,900 -2% 19921 - - - 3,000 24,000 900 24,100 52,000 11% 19931 - - - 3,000 24,000 900 24,100 52,000 0% 19941 550 3,000 24,000 900 24,100 52,000 0% 19951 2,333 3,000 24,000 900 24,100 52,000 0% 19962 - - - 3,000 33,570 900 41,030 78,500 51% 19972 - - - 3,000 35,000 2,000 40,000 80,000 2% 19982 - - - 3,000 35,753 700 43,697 83,150 4% 19993 1,126 4,161 36,000 900 44,000 85,061 2% Sources: 1 Federal Aviation Administration Terminal Area Forecasts, 21 July 2000. 2 FAA Form 5010 Corvallis Municipal Airport Master Record. 3 Corvallis Municipal Airport Personnel. Passenger Enplanements With the exception of a few years - 1994, 1995, and 1999 - there has been no recorded commercial passenger activity at Corvallis Municipal Airport. There were 500 passenger enplanements in 1994, 2,333 in 1995, and 1,126 in 1999. In June 1999, Harbor Airlines began providing the scheduled commercial service in to and out of Corvallis. Harbor Airlines? service ceased in early 2001. Aircraft Operations At non-towered airports, the actual number of aircraft operations is very difficult to ascertain with any degree of certainty. Often, the FAA Terminal Area Forecasts, or past FAA Form 5010 Airport Master Records, are the only sources of data. It is important to note that this information is estimated. Often times, the historic numbers are suspect as to their accuracy. Air Taxi/Commuter Operations. Air taxi and commuter operations, which include charter operations, have remained constant since 1989. Generally, a company or Corvallis Municipal Airport Master Plan B.7 individual performing air passenger and/or cargo transportation service on a non- scheduled basis over unspecified routes is classified as air taxi operations. For purposes of this study, air taxi operations will be included in the general aviation operations category. The approximate number of commercial service operations for 1999 was 1,167, which includes 1,161 scheduled commuter operations and 6 chartered jet operations. General Aviation Operations. During the historical time frame presented in the previous table, general aviation operations have increased significantly since 1995. General aviation operations are more typically tied to economic conditions than commercial service operations. As economic conditions in the area change in the future, fluctuations in the number of general aviation operations at the airport will likely occur. Military Operations. The majority of military operations can be attributed to the training flights involving helicopters and a variety of fixed wing aircraft. Historic levels have remained constant since 1991. Local and Itinerant Operations Aircraft operations are placed in two categories, local and itinerant. Local operations generally reflect training operations. The Air Traffic Control Handbook defines a local operation as any operation performed by an aircraft operating in the local traffic pattern or within sight of the tower, or aircraft known to be departing or arriving from flight in local practice areas, or aircraft executing practice instrument approaches at the airport. For the most part, local operations are touch-and-go operations. Itinerant operations are all other aircraft operations and are often associated with business aircraft activity. The historic data presented in the table indicate that local operations in 1999 have accounted for approximately 55% of the total operations. This is lower than what is typically true for most general aviation airports, where local operations may account for roughly 60% of all operations. Existing Operations By Aircraft Type The current level of aviation activity by aircraft type is summarized in the following table entitled EXISTING OPERATIONS BY AIRCRAFT TYPE, 1999. This summary indicates that of, the total 1999 aircraft operations at Corvallis Municipal Airport, approximately 1.3% were attributed to commercial service operations. Harbor Airlines, operating the single engine turboprop Cessna Caravan aircraft, accounted for all of the commercial service operations. Chartered jet aircraft, two B-737?s and one B-727, accounted for six Corvallis Municipal Airport Master Plan B.8 operations (three landings and three take-offs). General aviation aircraft accounted for roughly 95%, and military aircraft performed 1% of all aircraft operations. As can be seen, Corvallis Municipal Airport currently experiences a large number of single engine general aviation operations when compared with multi-engine operations. Of the general aviation aircraft operations, single engine aircraft performed approximately 87.7%. Approximately 9.6% were attributed to multi-engine piston aircraft, and 1% was credited to both, turboprop aircraft (1.3%) and business jet aircraft (1.4%) Table B2 EXISTING OPERATIONS BY AIRCRAFT TYPE, 1999 Corvallis Municipal Airport Master Plan Aircraft Type Operations Commercial Service1 1,167 (1.4%) Turboprop2 1,161 (99.5%) Jet2 6 (0.5%) General Aviation1 82,994 (97.6%) Single Engine2 72,799 (87.7%) Multi-Engine2 7,959 (9.6%) Turboprop2 1,040 (1.3%) Business Jet2 1,196 (1.4%) Military1 900 (1.1%) TOTAL 85,061 (100.0%) Sources: 1 FAA Form 5010 Corvallis Municipal Airport Master Record. 2 Corvallis Municipal Airport personnel. Based Aircraft Currently, there are one hundred thirty-two (132) aircraft based at Corvallis Municipal Airport. Of this total, there are one hundred eleven (111) single engine aircraft, nine (9) multi-engine aircraft, one (1) business jet, three (3) turboprop, and eight (8) helicopters. A historical summary of based aircraft is provided in the following table entitled SUMMARY OF BASED AIRCRAFT, 1989-1999. The data were compiled from FAA records and airport tabulations. Corvallis Municipal Airport Master Plan B.9 Table B3 SUMMARY OF BASED AIRCRAFT, 1989-1999 Corvallis Municipal Airport Master Plan Single Multi- Business Year Engine Engine Turboprop Jet Helicopter Total 19891 - - - - - - - - - - - - - - - 86 19902 66 10 - - - - - - 11 87 19912 77 10 - - - - - - 11 98 19921 - - - - - - - - - - - - - - - 92 19931 - - - - - - - - - - - - - - - 92 19941 - - - - - - - - - - - - - - - 92 19951 - - - - - - - - - - - - - - - 92 19962 110 11 - - - - - - 9 130 19972 110 11 - - - - - - 9 130 19982 110 11 - - - - - - 9 130 19993 111 9 3 1 8 132 Sources: 1 Federal Aviation Administration Terminal Area Forecasts, 21 July 2000. Does differentiate based aircraft into categories. 2 FAA Form 5010 Corvallis Municipal Airport Master Record. 3 Corvallis Municipal Airport Personnel. Aviation Activity Forecasts Using the historical data and incorporating the previously stated assumptions, aviation forecasts can be developed. Several forecasting elements are pertinent to this planning effort: enplaning (boarding) passengers, commercial service operations and aircraft type, general aviation operations, local and itinerant operations, aircraft type, based aircraft, and peak period operations. Passenger Enplanement Forecasts Passenger enplanement forecasts are an important part of the forecasting effort as they form the cornerstone for formulating commercial passenger aircraft operations projections. An Air Service Analysis (see Executive Summary in Appendix), prepared by Sixel, Boggs and Associates, in September 2000, estimates that the airport catchment area for Corvallis produces an estimated 295,000 one-way passenger trips per year and has a capturable passenger pool of approximately 33,000 for a commercial service operation similar to that which has operated at the airport during the past year. It is Corvallis Municipal Airport Master Plan B.10 anticipated that the commercial carrier could achieve this capturable passenger pool by the year 2005. According to the Air Service Analysis, Harbor Air needs to capture 12,528 one-way passengers to achieve 10% operating margins. Due to increased marketing efforts and the initiation of a local travel bank agreement (corporate entities pre -purchase a certain number of annual tickets for travel in to and out of Corvallis), enplanements for the years 2002-2005 have been estimated to gradually increase from the 10% operational margin of 12,528 to the 33,000 capturable passenger pool in year 2005. For the remaining forecast period, years 2006-2020, projections are based on an average national annual growth rate of 3.6% for air carrier passenger enplanements currently predicted by the FAA AEROSPACE FORECASTS, 2000-2011. The previous Corvallis Municipal Airport Master Plan, 1990-2010, does not forecast passenger enplanements for the planning period. The total number of enplanements for Corvallis is presented in the following table entitled PASSENGER ENPLANEMENTS FORECASTS, 2000-2020. Table B4 PASSENGER ENPLANEMENTS FORECASTS, 2000-2020 Corvallis Municipal Airport Master Plan Year Enplanements 20001 2,905 2001 12,528 2002 17,751 2003 22,974 2004 28,197 2005 33,421 2010 39,886 2015 47,601 2020 56,809 Sources: SIXEL BOGGS AND ASSOCIATES 1 Actual. The following table, entitled PASSENGER AIRCRAFT OPERATIONS FORECAST, 2000-2020, projects the number of available seats, average seats per departure, boarding load factor, and aircraft operations that will be conducted at Corvallis Municipal Airport. It Corvallis Municipal Airport Master Plan B.11 has been assumed that the previously used nine (9) seat Cessna Caravan would be supplanted with the gradual increased use of nineteen (19) seat aircraft such as the Fairchild Metroliner or Beech 1900D. Table B5 PASSENGER AIRCRAFT OPERATIONS FORECAST, 2000-2020 Corvallis Municipal Airport Master Plan Total Available Average Passenger Departure Seats Per Aircraft Year Enplanements Seats Departure BLF Operations 2000 (1) 2,905 4,212 9.0 68.9% 936 2001 12,528 27,594 9.0 68.9% 6,132 2002 17,751 29,583 9.0 60.0% 6,574 2003 22,974 35,343 9.0 65.0% 7,854 2004 28,197 40,284 9.0 70.0% 8,951 2005 33,421 47,070 10.0 71.0% 9,414 2010 39,886 56,375 11.0 70.7% 10,250 2015 47,601 71,045 13.0 67.0% 10,930 2020 56,809 81,158 14.0 70.0% 11,594 Sources: BARNARD DUNKELBERG & COMPANY. 1 Actual. BLF ? Boarding Load Factor General As discussed earlier, recessions and growth periods in the country?s economic cycle have historically affected aviation operations overall. However, with more of the general aviation aircraft fleet being utilized for business purposes than it was in the past, the economy should have somewhat less of an effect upon overall general aviation activity. Because of the economic conditions that prevail in Corvallis and the surrounding area, it is anticipated that itinerant traffic and business activity will increase at the airport. These factors, combined with the previously mentioned legislative action limiting general aviation aircraft and parts manufacturers? liability, should have a positive impact on general aviation activity. In developing the general aviation activity forecasts, as with the enplanements? and commercial service operations? forecasts, several general aviation forecasts and national trends were reviewed. Included in this assessment, and presented in the Corvallis Municipal Airport Master Plan B.12 following table, entitled GENERAL AVIATION OPERATIONS FORECAST SCENARIOS, 1999- 2020, are several general aviation operational forecasts, including the 2000 FAA Terminal Area Forecasts, the 1990 Corvallis Municipal Airport Master Plan (MP), 2000 Oregon Department of Aviation ? Continuous Aviation System Plan, 1994 Base Year, a straight line trend projection (TP) based on historical data, and three (3) scenarios developed for this Master Plan Update. As can be noted in the following table, the forecasts contained in the 1990 Master Plan projected over two percent (2.8%) growth through 2010 and the trend projection shows increasing growth. According to forecast contained in the FAA Aviation Forecasts Fiscal Years 2000-2011, general aviation activity is projected to grow at approximately 1.6% annually. The operations forecast reflected in Scenario One illustrates an annual growth rate of approximately 1.6%, which corresponds to the FAA nationwide general aviation forecast growth rate. The Scenario Two forecast uses an annual growth rate of .8%, which is the estimated population growth rate for Benton County. The Most Reasonable forecast, the selected projection for this Master Plan Update, postulates a 3.2% growth rate for the first five years of the planning period and a 1.6% growth rate for the remainder of the planning period. This growth rate corresponds to the projected annual growth of turbine activity and general aviation activity respectively and is indicative of the good business aviation climate currently evident at the airport, along with the current strong demand for business aviation aircraft to be based at the airport. Corvallis Municipal Airport Master Plan B.13 Table B6 GENERAL AVIATION OPERATIONS FORECAST SCENARIOS, 1999-2020 Corvallis Municipal Airport Master Plan Oregon Dept. Scenario Scenario Most Year TAF 1990 MP of Aviation TP One Two Reasonable 1999 118,048 --- --- 83,000a 83,000a 83,000a 83,000a 2000 120,911 61,800 --- 84,248 84,328 83,664 85,656 2001 123,773 --- --- 88,783 85,677 84,333 88,397 2002 126,636 --- --- 93,317 87,048 85,008 91,226 2003 129,500 --- --- 97,852 88,441 85,688 94,145 2004 132,362 --- 84,680 102,386 89,856 86,374 97,158 2005 135,225 --- --- 106,921 91,294 87,065 100,255 2010 149,539 81,400 --- 129,594 98,835 90,603 108,535 2014 160,891 --- 96,130 --- --- --- --- 2015 163,855 --- --- 152,266 106,998 94,286 117,489 2020 --- --- --- 174,939 115,837 98,118 127,182 Source: BARNARD DUNKELBERG & COMPANY. TAF ? FAA Terminal Area Forecast, 21 July 2000. MP ? Corvallis Municipal Airport Master Plan, 1990. Oregon Department of Aviation ? State of Oregon Continuous Aviation System Plan, 2000, Base year 1994. TP ? Trend Projection, based on 1989-1998 data. a Actual Military Operations Forecast There are two components in determining military aircraft use at an airport. The first is Department of Defense (DOD) funding, which has been declining in recent years. The second is a fueling contract the airport or FBO may have with the DOD. Since the airport does not have a fueling contract with the DOD, and in lieu of more definitive sources of information, it is expected that the amount of military activity will remain at approximately the existing level for the remainder of the 20-year planning period. This forecast is presented in the following table entitled MILITARY OPERATIONS FORECAST, 1999-2020. Corvallis Municipal Airport Master Plan B.14 Table B7 MILITARY OPERATIONS FORECAST, 1999-2020 Corvallis Municipal Airport Master Plan Year Operations 19991 900 2005 900 2010 900 2015 900 2020 900 Sources: BARNARD DUNKELBERG & COMPANY. 1 Actual. Operations Forecast By Aircraft Type A further assessment of the forecasts involves the individual and collective use of the airport by various types of aircraft. The types of aircraft expected to use the airport assist in determining the amount and type of facilities needed to meet the aviation demand. A 1994-95 aircraft activity report, conducted by the Oregon Department of Aviation, as part of the Oregon Aeronautics Section Aircraft Monitoring Program, showed that business jet activity reached a total of 5,403 operations in 1994-95. Since that time, business jet operations have declined to 1,196. However, business jet activity is once again beginning to show an upward trend in operational usage and is forecasted to reach previous levels by the year 2005. The following table, entitled SUMMARY OF OPERATIONS FORECAST BY AIRCRAFT TYPE, 1999-2020, depicts the approximate level of use by aircraft types that are projected to use Corvallis Municipal Airport. This table reflects the growing percentage of turbine- powered aircraft anticipated to operate at the airport, and the decreasing percentage of piston-powered aircraft. This is indicative of the type of facility the airport is expected to become and the prevailing local economic conditions. Corvallis Municipal Airport Master Plan B.15 Table B8 SUMMARY OF OPERATIONS FORECAST BY AIRCRAFT TYPE, 1999-2020 Corvallis Municipal Airport Master Plan Operations By Type 19991 2005 2010 2015 2020 Commercial Service 1,167 9,432 10,274 10,966 11,644 Turboprop 1,161 9,414 10,250 10,930 11,594 Jet 6 18 24 36 50 General Aviation 83,000 100,255 108,535 117,489 127,182 Single Engine 72,799 84,720 90,950 97,750 105,050 Multi-Engine 7,959 8,320 8,680 9,050 9,410 Turboprop 1,040 1,800 2,500 3,290 4,200 Business Jet 1,196 5,400 6,400 7,400 8,520 Military 900 900 900 900 900 TOTAL 85,061 110,587 119,709 129,355 139,726 Sources: BARNARD DUNKELBERG & COMPANY. 1 Actual. Local and Itinerant Operations Forecast Forecasts of operations have also been categorized accordingly into local and itinerant operations. Because Corvallis Municipal Airport will remain a center for business related general aviation operations, the number of itinerant operations will continue to be a dominant aircraft activity at the airport. The approximate forty-five percent (45%) itinerant operations are expected to increase slightly to forty-eight percent (48%) through the planning period. Based on these considerations, forecasts of local and itinerant operations are shown on the following table entitled SUMMARY OF LOCAL AND ITINERANT OPERATIONS, 1999-2020. Corvallis Municipal Airport Master Plan B.16 Table B9 SUMMARY OF LOCAL AND ITINERANT OPERATIONS, 1999-2020 Corvallis Municipal Airport Master Plan Year Local Itinerant Total 19991 46,784 38,277 85,061 2005 59,717 50,870 110,587 2010 64,044 55,665 119,709 2015 68,558 60,797 129,355 2020 72,657 67,068 139,726 Source: BARNARD DUNKELBERG & COMPANY. 1 Actual. Peak Period Forecast An additional element in assessing airport use and determining various capacity and demand considerations is to ascertain peak period activities. In lieu of air traffic records or other reliable sources of information, FAA statistics and assumptions from airports with similar activity and operational characteristics have been applied to Corvallis Municipal Airport. These include: 10% of annual operations occur in the peak month, a 31-day peak month is assumed, and the peak hour operations that occur on the average day of the peak month approximately 10% of the time. Table B10 PEAK PERIOD AIRCRAFT OPERATIONS, 1999-2020 Corvallis Municipal Airport Master Plan Average Day Peak Hour/ Year Annual Peak Month of Peak Month Average Day Ratio Peak Hour 19991 85,061 8,506 274 10.0% 27 2005 110,587 11,059 357 10.0% 36 2010 119,709 11,971 386 10.0% 39 2015 129,355 12,936 417 10.0% 42 2020 139,726 13,973 451 10.0% 45 Source: BARNARD DUNKELBERG & COMPANY from methodology contained in FAA AC 150/5070-6A Airport Master Plans and FAA AC 150/5060-5 Airport Capacity and Delay. 1 Actual. Corvallis Municipal Airport Master Plan B.17 Based Aircraft Forecast Determination of the number and type of aircraft anticipated to be based at an airport is vital component in developing the plan for the airport. Depending on the potential market and forecast, the airport will tailor the plan in response to anticipated demand. Generally, there is a relationship between aviation activity and based aircraft, stated in terms of operations per based aircraft (OPBA). Sometimes, a trend can be established from historical information of operations and based aircraft. The national trend has been changing with more aircraft being used for business purposes and less for pleasure flying. This impacts the OPBA in that business aircraft are usually flown more often than pleasure aircraft. In 1999, the OPBA at Corvallis Municipal Airport was approximately 597, above the average OPBA of 531 for the past ten years. It is expected that the number of operations per based aircraft will increase at the airport as more based aircraft are used for business purposes. Table B11 BASED AIRCRAFT FORECAST, 1999-2020 Corvallis Municipal Airport Master Plan Year Based Aircraft 19991 132 2000 143 2001 147 2002 151 2003 155 2004 159 2005 163 2010 172 2015 182 2020 193 Sources: BARNARD DUNKELBERG & COMPANY. 1 Actual. The mix of based aircraft for incremental periods is shown in the following table entitled BASED AIRCRAFT FORECAST BY TYPE, 1999-2020. The percentage of turbine- powered aircraft is expected to increase as a part of the total based aircraft population at the airport. This is in line, first of all, with overall national trends in general aviation, but even more importantly, parallels the regional/local expectations and projections characteristic of the general aviation fleet. Corvallis Municipal Airport Master Plan B.18 Table B12 BASED AIRCRAFT FORECAST BY TYPE, 1999-2020 Corvallis Municipal Airport Master Plan Aircraft Type 19991 2005 2010 2015 2020 Single Engine 111 (83.8%) 138 (83.6%) 143 (83.0%) 151 (83.1%) 159 (82.5%) Multi-Engine 9 (7.5%) 11 (7.0%) 12 (6.6%) 13 (6.5%) 14 (6.5%) Turboprop 3 (2.5%) 4 (2.7%) 5 (2.9%) 5 (2.7%) 6 (3.2%) Business Jet 1 (1.0%) 2 (1.5%) 3 (2.0%) 4 (2.4%) 5 (2.9%) Helicopter 8 (5.2%) 8 (5.2%) 9 (5.5%) 9 (5.2%) 9 (4.9%) TOTAL 132 163 172 182 193 Source: BARNARD DUNKELBERG & COMPANY. 1 Actual. Summary A summary of the aviation forecasts prepared for this study is presented in the following table entitled SUMMARY OF AVIATION ACTIVITY FORECASTS, 1999-2020. This information will be used in the following chapters to analyze the capacity of the airport, develop facility requirements, and to determine future noise impacts and exposure. In other words, the aviation activity forecasts are the foundation from which future plans will be developed and implementation decisions will be made. Corvallis Municipal Airport Master Plan B.19 Table B13 SUMMARY OF AVIATION ACTIVITY FORECASTS, 1999-2020 Corvallis Municipal Airport Master Plan Operations 19991 2005 2010 2015 2020 Commercial Service 1,167 9,432 10,274 10,966 11,644 Turboprop 1,161 9,414 10,250 10,930 11,594 Jet 6 18 24 36 50 General Aviation 83,000 100,255 108,535 117,489 127,182 Single Engine 72,799 84,720 90,950 97,750 105,050 Multi-Engine 7,959 8,320 8,680 9,050 9,410 Turboprop 1,040 1,800 2,500 3,290 4,200 Business Jet 1,196 5,400 6,400 7,400 8,520 Military 900 900 900 900 900 TOTAL OPERATIONS 85,061 110,587 119,709 129,355 139,726 Local Operations 46,784 59,717 64,044 68,558 72,657 Itinerant Operations 38,277 50,870 55,665 60,797 67,068 Passenger Enplanements 2,905 33,421 39,886 47,601 56,809 Based Aircraft By Type Single Engine 111 138 143 151 159 Multi-Engine 9 11 12 13 14 Turboprop 3 4 5 5 6 Business Jet 1 2 3 4 5 Helicopter 8 8 9 9 9 TOTAL 132 163 172 182 193 Source: BARNARD DUNKELBERG & COMPANY. 1 Actual. Airport Reference Code (ARC)/Critical Aircraft Analysis The types of aircraft presently utilizing an airport and those projected to utilize the facility in the future are important considerations for planning airport facilities. An airport should be designed in accordance with the Airport Reference Code (ARC) standards that are described in AC 150/5300-13 Airport Design. The ARC is a coding Corvallis Municipal Airport Master Plan B.20 system used to relate and compare airport design criteria to the operational and physical characteristics of the aircraft intended to operate at the airport. The ARC has two components that relate to the airport?s ?Design Aircraft?. The first component, depicted by a letter (i.e., A, B, C, D, or E), is the aircraft approach category and relates to aircraft approach speed based upon operational characteristics. The second component, depicted by a roman numeral (i.e., I, II, III, IV, or V), is the aircraft design group and relates to aircraft wingspan (physical characteristic). Generally speaking, aircraft approach speed applies to runways and runway-related facilities, while aircraft wingspan is primarily related to separation criteria associated with taxiways and taxilanes. Runway 17/35. Runway 17/35 accommodates both small aircraft (aircraft weighing less than 12,500 pounds) and large aircraft (aircraft weighing more than 12,500 pounds). All commuter and military aircraft, as well as the majority of general aviation aircraft including single engine and multi-engine piston aircraft, turboprop aircraft, and business jets, use this runway. It has been determined that the ?Design Aircraft? chosen for this runway is the Canadair CL-600 (a medium to large cabin business jet). A CL-600 is currently based at the airport and has an approach speed of 125 knots, a wingspan of 61.8 feet, and a range of 5,000 miles. This indicates that for Runway 17/35, ARC C-II criteria will continue to be used to determine appropriate design criteria. Runway 9/27. Smaller general aviation aircraft (under 12,500 pounds) primarily use this runway. The ?Design Aircraft? for this runway is the Beech Super King Air B200, a medium sized twin-engine general aviation aircraft. The Beech Super King Air B200 has an approach speed of 103 knots and a wingspan of 54.5 feet. This indicates that this runway should continue to be designed using ARC B-II dimensional criteria. Corvallis Municipal Airport Master Plan C.1 Capacity Analysis and Facility Requirements Introduction The capacity of an airfield is primarily a function of the major aircraft operating surfaces that compose the facility and the configuration of those surfaces (runways and taxiways). However, it is also related to and considered in conjunction with wind coverage, airspace utilization, and the availability and type of navigational aids. Capacity refers to the number of aircraft operations that a facility can accommodate on either an hourly or yearly basis. It does not refer to the size or weight of aircraft. Facility requirements are used to determine those facilities needed to meet the forecast demand and aircraft fleet. Evaluation procedures will focus on runway length, dimensional criteria, aprons, and hangars. Knowledge of the types of aircraft currently using, and those aircraft expected to use, Corvallis Municipal Airport provides information concerning the Airport Reference Code (ARC). FAA Advisory Circular 150/5300-13, Airport Design, provides guidelines for this determination. The ARC is based on the ?Design Aircraft? that is judged the most critical aircraft using, or projected to use, the airport. The ARC relates aircraft operational and physical characteristics to design criteria that are applied to various airport components. Under this methodology, safety margins are provided in the physical design of airport facilities. There are two components in determining the ARC for an airport. The first component, depicted by a capital letter, is the Aircraft Approach Category and relates to aircraft approach speed. The second component, depicted by a Roman numeral, is the Airplane Design Group and relates to airplane wingspan. Currently, there are a number of large general aviation turboprop and business jets utilizing the airport on a regular basis, with one business jet being based at the airport (a Canadair Challenger). Charter aircraft, such as the DC-9, B-727, and the B-737, also use the airport at various times during the year. Corvallis Municipal Airport Master Plan C.2 Runway 17/35. All commuter and charter aircraft, as well as the majority of general aviation aircraft including single engine and multi-engine piston aircraft, turboprop aircraft, and business jets, use this runway. It has been determined that the ?Design Aircraft? for this runway is the Canadair Challenger CL-600, an ARC C-II aircraft. According to the existing planning information, Runway 17/35 is currently designed to ARC C-II standards. Runway 9/27. Smaller general aviation aircraft are the primary users of this runway. The largest aircraft that regularly use this runway are aircraft the size of the Beech Super King Air 200, an ARC B-II aircraft. Past planning documents have also identified Runway 9/27 as an ARC B-II facility. Additional Consideration. The airport will continue to be utilized by larger jet charter aircraft (including the DC-9, B-727, B-737, etc.). These charter aircraft are operated at Corvallis Municipal Airport primarily in conjunction with the OSU sport teams and sports teams visiting OSU. These aircraft fit into the ARC C-III category. In addition, the airport is expected to continue to receive operations by the new larger business jets, such as the Gulfstream V (currently operated into Corvallis Municipal Airport by Hewlett-Packard Company), the Canadair Global Express, and the Boeing Business Jet. All of these new larger business jets are also classified as ARC C -III aircraft. Collectively, these larger charter and business jet aircraft are not forecast to conduct 500 annual operations at the airport (the FAA?s general planning threshold for use as a design standard); however, because their continued use at the airport is anticipated, consideration must be given to potential effects with regard to airfield layout. Airfield Capacity Methodology The evaluation method used to determine the capability of the airside facilities to accommodate aviation operational demand is described in the following narrative. Evaluation of this capability is expressed in terms of potential excesses and deficiencies in capacity. The methodology used for the measurement of airfield capacity in this study is described in the Federal Aviation Administration (FAA) Advisory Circular 150/5060-5, Airport Capacity and Delay. From this methodology, airfield capacity is defined in the following terms: ? Hourly Capacity of Runways: The maximum number of aircraft that can be accommodated under conditions of continuous demand during a one-hour period. Corvallis Municipal Airport Master Plan C.3 ? Annual Service Volume: A reasonable estimate of an airport?s annual capacity (i.e., level of annual aircraft operations that will result in an average annual aircraft delay of approximately one to four minutes). Corvallis Municipal Airport Master Plan C.4 The capacity of an airport?s airside facilities is a function of several factors. These factors include the layout of the airfield, local environmental conditions, specific characteristics of local aviation demand, and air traffic control requirements. The relationship of these factors and their cumulative impact on airfield capacity are examined in the following paragraphs. Airfield Layout The arrangement and interaction of airfield components (runways, taxiways, and ramp entrances) refer to the layout or ?design? of the airfield. As previously described, Corvallis Municipal Airport is served by two runways, Runway 17/35 and 9/27, which are both served by full parallel taxiways. There are also several runway exit taxiways and connector taxiways that are designed to minimize aircraft runway occupancy time, thus increasing the capacity of the runway system. Existing landside facilities, which include terminal facilities, corporate hangars, FBO hangars, aprons, and other various aircraft storage facilities, are located north of Runway 9/27 and east of Runway 17/35. These facilities are well situated to take advantage of the existing taxiway system. Environmental Conditions Climatological conditions specific to the location of an airport not only influence the layout of the airfield, but also impact the use of the runway system. Variations in the weather, resulting in limited cloud ceilings and reduced visibility, typically lower airfield capacity, while changes in wind direction and velocity typically dictate runway usage and also influence runway capacity. Ceiling and Visibility. FAA Advisory Circular 150/5060-5, Airport Capacity and Delay, describes three categories of ceiling and visibility minimums for use in both capacity and delay calculations. Visual Flight Rules (VFR) conditions occur whenever the cloud ceiling is at least 1,000 feet above ground level and the visibility is at least 3 statute miles. Instrument Flight Rules (IFR) conditions occur when the reported cloud ceiling is at least 500 feet, but less than 1,000 feet and/or visibility is at least 1 statute mile, but less than 3 statute miles. Poor Visibility and Ceiling (PVC) conditions exist whenever the cloud ceiling is less than 500 feet and/or the visibility is less than 1 statute mile. Meteorological data from the National Climatic Data Center, with observations from Corvallis Municipal Airport, has been used to tabulate information in more specific terms: Corvallis Municipal Airport Master Plan C.5 ? VFR conditions - ceiling equal to or greater than 1,000 feet above ground level and visibility is equal to or greater than 3 statute miles. These conditions occur at the airport approximately 90.3% of the time annually. ? VFR minimums to Category I ILS minimums - ceiling less than 1,000 feet and/or visibility less than 3 statute miles, but ceiling equal to or greater than 200 feet and visibility equal to or greater than ? statute mile. These conditions occur at the airport approximately 5.9% of the time annually. ? Below Category I ILS minimums - Ceiling less than 200 feet and/or visibility less than ? statute mile. These conditions occur at the airport approximately 3.8% of the time annually. Wind Coverage. Surface wind conditions have a direct effect on the operation of an airport; runways not oriented to take the fullest advantage of prevailing winds will restrict the capacity of the airport to varying degrees. When landing and taking off, aircraft are able to properly operate on a runway as long as the wind component perpendicular to the direction of travel (defined as a crosswind) is not excessive. To determine wind velocity and direction at Corvallis Municipal Airport, wind data were obtained and an all weather wind rose was constructed, which is presented in the following illustration entitled ALL WEATHER WIND ROSE. The appropriate crosswind component is dependent upon the Airport Reference Code (ARC) for the type of aircraft that use the airport on a regular basis. As described earlier in the chapter, ARC C-II is the designated ARC for Runway 17/35, and ARC B-II is the designated ARC for Runway 9/27. Planning standards indicate that the 16-knot crosswind component is considered maximum when analyzing ARC C-II runways, and the 13-knot crosswind component is considered maximum when analyzing ARC B-II runways. The desirable wind coverage for an airport is ninety-five percent (95%). This means that the runways should be oriented so that the maximum crosswind component is not exceeded more than five percent (5%) of the time. Based on the wind analysis for Corvallis Municipal Airport, Runway 17/35 provides 99.69% wind coverage for the 16-knot crosswind component, 97.70% wind coverage for the 13-knot crosswind component, and 95.07% for the 10.5-knot crosswind component. Runway 9/27 provides 96.07% wind coverage for the 13-knot crosswind component and 92.89% wind coverage for the 10.5-knot crosswind component. Combined, the two (2) runways provide 99.99%, 99.97%, and 99.95% wind coverage for the 16-, 13-, and 10.5-knot crosswind components, respectively. This analysis indicates that the runway system at Corvallis Municipal Airport provides more than adequate wind coverage. No new runways will be recommended to provide additional wind coverage. Corvallis Municipal Airport Master Plan C.6 Figure C1 ALL WEATHER WIND ROSE Corvallis Municipal Airport Master Plan E 180 S W 360 N 28 27 22 21 17 16 11 10 85.8 .2 .3 .4 .3 .2 + + + + +.1 .31.51.9.9.2 .2 .2 .2 .1 .1 .1 .1 .4 1.8 2.0 .6 .1 + + .1 + + + + + +.3.4.1 + + + + + + + + + .1 .2 + + + +++ + + + + + + + + ++ + + 0 - 10 Knots Source: National Oceanic and Atmospheric Administration, National Climatic Data Center. Station 72694, Corvallis, Oregon. Period of Record: 1990-1999. As stated previously, the airport currently has an ILS instrument approach to Runway 17 (ceiling minimums of 200 feet, visibility minimums of ? statute mile). In an effort to analyze the effectiveness of this approach, and the need to reduce visibility minimums or provide additional instrument approaches, an Instrument Flight Rules (IFR) wind rose has been constructed and is presented in the following figure entitled Corvallis Municipal Airport Master Plan C.7 IFR WIND ROSE. Again, wind data from Corvallis, Oregon has been used in the construction of the IFR wind rose. The following table, entitled IFR WIND COVERAGE SUMMARY, quantifies the wind coverage offered by the runways during IFR meteorological conditions. Table C1 IFR WIND COVERAGE SUMMARY Corvallis Municipal Airport Master Plan Wind Coverage Provided Under IFR Conditions1 5-Knot Tailwind to Maximum Headwind Runway 10.5-Knot 13-Knot 16-Knot Runway 172 95.04% 95.12% 95.19% Runway 35 90.83% 90.99% 91.07% Runway 9 93.70% 94.82% --- Runway 27 93.66% 94.18% --- Source: National Oceanic and Atmospheric Administration, National Climatic Data Center. Station 72694, Corvallis, Oregon. Period of Record: 1990-1999. 1 Ceiling of less than 1,000 feet, but equal to or greater than 200 feet and/or visibility less than three statute miles, but equal to or greater than one-half statute mile. 2 Equipped with the existing ILS instrument approach. From this IFR wind coverage summary, it can be determined that if a single runway is considered, Runway 17 provides the best wind coverage, which is where the existing ILS instrument approach is located. Examination will be given to the possibility of improving the instrument approaches in the next chapter. Corvallis Municipal Airport Master Plan C.8 Figure C2 IFR1 WIND ROSE Corvallis Municipal Airport Master Plan E 180 S W 360 N 28 27 22 21 17 16 11 10 96.1 + .1 .2 .1 + + +.3 .5+ + + + + .1 .1 + .2.3+ + + .1.1 + 0 - 10 Knots Source: National Oceanic and Atmospheric Administration, National Climatic Data Center. Station 72694, Corvallis, Oregon. Period of Record: 1990-1999. 1 Ceiling of less than 1,000 feet, but equal to or gre ater than 200 feet and/or visibility less than three statute miles, but equal to or greater than one-half statute mile. Corvallis Municipal Airport Master Plan C.9 Characteristics of Demand Certain site-specific characteristics related to aviation use and aircraft fleet makeup impact the capacity of the airfield. These characteristics include aircraft mix, runway use, percent arrivals, touch-and-go operations, exit taxiways, and air traffic control rules. Aircraft Mix. The capacity of a runway is dependent upon the type and size of the aircraft that use the facility. Aircraft are categorized into four classes. Classes A and B consist of small single engine and twin-engine aircraft (both prop and jet), weighing 12,500 pounds or less, which are representative of the general aviation fleet. Cla ss C and D aircraft are large jet and propeller aircraft typical of those utilized by the airline industry and the military, along with the majority of the business jet fleet. Aircraft Mix is defined as the relative percentage of operations conducted by each of these four classes of aircraft. The existing percentage of aircraft weighing less than 12,500 pounds (i.e., Class A and B) is estimated to be more than 90% of total aircraft operations. This percentage is expected to decrease somewhat in the future, but not fall below 90%. Runway Use. Runway use is defined by the number, location, and orientation of the active runway(s) and relates to the distribution and frequency of aircraft operations to those facilities. According to local observations, operations occur to the south (Runway 17) approximately 38% of the time (used more in summer than winter), to the north (Runway 35) about 38% of the time (used more in winter than summer), to the east (Runway 9) approximately 6% of the time, and to the west (Runway 27) roughly 18% of the time. Percent Arrivals. Runway capacity is also significantly influenced by the percentage of all operations that are arrivals. Because aircraft on final approach are typically given absolute priority over departures, higher percentages of arrivals during peak periods of operations reduce the Annual Service Volume. The operations mix occurring on the runway system at Corvallis Municipal Airport reflects a general balance of arrivals to departures. Therefore, it was assumed in the capacity calculations that arrivals equal departures during the peak period. Touch-And-Go Operations. A touch-and-go operation refers to an aircraft maneuver in which the aircraft performs a normal landing touchdown followed by an immediate takeoff without stopping or taxiing clear of the runway. These operations are normally associated with training and are included in local operations figures. Touch-and-go operations presently comprise approximately 55% of all operations at the airport, and are expected to remain at this percentage during the planning period. Corvallis Municipal Airport Master Plan C.10 Exit Taxiways. The capacity of a runway is greatly influenced by the ability of an aircraft to exit the runway as quickly and safely as possible. Therefore, the quantity and design of the exit taxiways can directly influence aircraft runway occupancy time and the capacity of the runway system. The number of exit taxiways at Corvallis Municipal Airport is adequate for existing and future operations. Air Traffic Control Rules. The FAA specifies separation criteria and operational procedures for aircraft in the vicinity of an airport contingent upon aircraft size, availability of radar, sequencing of operations and noise abatement procedures, both advisory and/or regulatory, which may be in effect at the airport. The impact of air traffic control on runway capacity is most influenced by aircraft separation requirements dictated by the mix of aircraft utilizing the airport. Presently, there are no special air traffic control rules in effect at Corvallis Municipal Airport that significantly impact operational capacity. Airfield Capacity Analysis As previously described, the determination of capacity for Corvallis Municipal Airport uses the methodology described in the FAA Advisory Circular 150/5060-5, Airport Capacity and Delay, along with the Airport Design Computer Program that accompanies AC 150/5300-13. Several assumptions are incorporated in these capacity calculations: arrivals equal departures, the percent of touch-and-go operations is between zero and fifty percent (0-50%) of total operations, there is a full-length parallel taxiway with ample exits and no taxiway crossing problems, there are no airspace limitations, the airport has at least one (1) runway equipped with an ILS and the necessary air traffic control facilities to carry out operations in a radar environment, IFR weather conditions occur roughly ten percent (10%) of the time, and approximately eighty percent (80%) of the time the airport is operated with the runway use configuration that produces the greatest hourly capacity. Applying information generated from the preceding analyses, capacity and demand are formulated in terms of the following results: ? Annual Service Volume (ASV) ? Hourly Capacity of Runways (VFR and IFR) Based on the methodology to determine the capacity at Corvallis Municipal Airport for long-range planning purposes, the ASV has been determined to be approximately 230,000 operations, with a VFR capacity of roughly 98 operations per hour and an IFR capacity of approximately 59 operations per hour. It is recognized that Corvallis Municipal Airport does not conform to all of the assumptions listed above (i.e., the Corvallis Municipal Airport Master Plan C.11 airport does not have an ATCT facility), and Runway 17/35 does not have a full parallel taxiway, which results in a loss of capacity from the figures presented. However, if there was sufficient demand and ATCT facilities were operated in the future, the actual capacity would be similar to the projection for long-range planning purposes. As can be seen, the airport?s Annual Service Volume is significantly greater than the number of annual operations forecast for the end of the planning period, which is 128,122. These capacity computations provide assistance in evaluating the ability of airport facilities to accommodate forecast demand. Facility Requirements This section presents the analysis of requirements for airside and landside facilities necessary to meet aviation demand at Corvallis Municipal Airport. For those components determined to be deficient, the type and size of the facilities required to meet future demand are identified. Airside facilities examined include the runways, taxiways, runway protection zones, thresholds, and navigational aids. Landside facilities include such facilities as terminal buildings, hangars, aircraft apron areas, and airport support facilities. This analysis uses the forecasts set forth in the preceding chapter for establishing future development of the airport. This is not intended to dismiss the possibility that, due to the unique circumstances in Corvallis and the region, either accelerated growth or consistently higher or lower levels of activity may occur. Aviation activity levels should be monitored for consistency with the forecasts. In the event of changes, the schedule of development should be adjusted to correspond to the demand for facilities rather than be set to predetermined dates of development. By doing this, over-building or under-building can be avoided. Airside Facilities Dimensional Criteria. The FAA Advisory Circular 150/5300-13, Airport Design, recommends standard widths, minimum clearances, and other dimensional criteria for runways, taxiways, safety areas, aprons, and other physical airport facilities. Dimensions are recommended with respect to the Aircraft Approach Category and Airplane Design Group designations (the Airport Reference Code), and availability and type of approach instrumentation. Corvallis Municipal Airport Master Plan C.12 Dimensional criteria applicable to the runway system at Corvallis Municipal Airport are contained in the following tables. As identified in Table C2, ARC C-II DIMENSIONAL STANDARDS - RUNWAY 17/35, Runway 17/35 meets or exceeds most dimensional standards associated with ARC C-II. Table C2 ARC C-II DIMENSIONAL STANDARDS - RUNWAY 17/35 (in feet) Corvallis Municipal Airport Master Plan ARC C-II Existing with > ? Mile Item Dimension Visibility Minimums Runway: Width 150 100 Safety Area Width 500 500 Safety Area Length (beyond runway end) 1,000 1,000 Object Free Area Width 800 800 Object Free Area Length (beyond runway end) 1,000 1,000 Obstacle Free Zone Width N.D. 400 Taxiway: Width 50 35 Safety Area Width N.D. 79 Object Free Area Width 131 131 Runway Centerline to: Holdline N.D. 250 Parallel Taxiway Centerline 400 400 Aircraft Parking Area 500+ 500 Source: FAA Advisory Circular 150/5300-13, Airport Design. N.D. Not Designated in current planning information; however, planning standard appears to be met. As presented in Table C3, ARC B-II DIMENSIONAL STANDARD - RUNWAY 9/27, Runway 9/27 also meets or exceeds most dimensional standards associated with ARC B-II. Corvallis Municipal Airport Master Plan C.13 Table C3 ARC B-II DIMENSIONAL STANDARDS - RUNWAY 9/27 (in feet) Corvallis Municipal Airport Master Plan ARC B-II Existing w/vis. min. Item Dimension not-lower-than ? mi. Runway: Width 75 751 Safety Area Width 150 1502 Safety Area Length (beyond runway end) 300 3003 Object Free Area Width 500 5004 Object Free Area Length (beyond runway end) 300 3003 Obstacle Free Zone Width N.D. 400 Taxiway: Width 50 35 Safety Area Width N.D. 79 Object Free Area Width 131 131 Runway Centerline to: Holdline N.D. 2005 Parallel Taxiway Centerline 550 2402 Aircraft Parking Area 500+ 2506 Source: FAA Advisory Circular 150/5300-13, Airport Design. N.D. Not Designated in current planning information; however, the standard appears to be met. 1 Standard increases to 100 feet if an instrument approach with visibility minimums be low 3/4-mile is implemented. 2 Standard increases to 300 feet if an instrument approach with visibility minimums below 3/4 -mile is implemented. 3 Standard increases to 600 feet if an instrument approach with visibility minimums below 3/4 -mile is implemented. 4 Standard increases to 800 feet if an instrument approach with visibility minimums below 3/4 -mile is implemented. 5 Standard increases to 250 feet if an instrument approach with visibility minimums below 3/4 -mile is implemented. 6 Standard increases to 400 feet if an instrument approach with visibility minimums below 3/4 -mile is implemented. Corvallis Municipal Airport Master Plan C.14 Runway Pavement Strength. Runway 17/35 can currently support aircraft with a gross weight of 51,000 pounds single wheel, 65,000 pounds dual wheel, and 100,0 00 pounds tandem-wheel main landing gear configuration. Runway 9/27 can support aircraft with gross weights of 60,000 pounds single wheel, 100,000 pounds dual wheel, and 150,000 pounds tandem-wheel main landing gear configuration. These runway strengths are sufficient for the duration of the planning period, assuming routine maintenance is performed at regular intervals. Airfield Capacity. The evaluation of airfield capacity presented earlier indicates that the airport will not exceed the capacity of the existing runway/taxiway system before the end of the planning period. The Airport?s Annual Service Volume (ASV) was determined to be approximately 230,000 operations. FAA planning standards indicate that when sixty percent (60%) of the ASV is reached (in this case some 138,000 operations), the airport should start planning ways to increase capacity. Accordingly, when eighty percent (80%) of the ASV is reached (representing about 184,000 operations), construction of facilities to increase capacity should be initiated. During 1999, aircraft operations at Corvallis Municipal Airport totaled approximately 85,061, which is substantially short of the sixty percent (60%) ASV level. Forecasts of aircraft operations indicate that approximately 128,122 aircraft operations will occur at the airport by the year 2020. Even before an airfield reaches capacity, it begins to experience certain amounts of delay in aircraft operations. As an airport?s operations increase toward capacity, delay increases exponentially. Therefore, it is important to monitor the number of aircraft operations regularly and identify factors that may be acting as capacity constraints. This will enable airport management to react to unexpected trends before the lack of operational capacity might become a critical issue. Runway Length. Generally, runway length requirements for design purposes at an airport like Corvallis Municipal Airport are premised upon the category of aircraft using the airport. The categories are small aircraft under 12,500 pounds maximum takeoff weight and large aircraft under 60,000 pounds maximum takeoff weight. Runway length requirements are derived from the computer based FAA Airport Design Software supplied in conjunction with Advisory Circular 150/5300-13, Airport Design. Using this software, three values are entered into the computer, including the airport elevation of 246 feet Above Mean Sea Level (AMSL), the Mean Normal Maximum Temperature (NMT) of 81.8 degrees Fahrenheit, and the maximum difference in runway elevation at the centerline of 4.2 feet. This data generates the general recommendations for runway length requirements at Corvallis Municipal Airport, which are provided in the following table entitled RUNWAY LENGTH REQUIREMENTS. Corvallis Municipal Airport Master Plan C.15 Table C4 RUNWAY LENGTH REQUIREMENTS Corvallis Municipal Airport Master Plan Aircraft Category Length (Feet) Airplanes less than 12,500 lbs. with less than 10 seats 75% of Small Aircraft Fleet 2,500 95% of Small Aircraft Fleet 3,040 100% of Small Aircraft Fleet 3,620 Airplanes less than 12,500 lbs. with 10 or more seats 4,170 Airplanes greater than 12,500 lbs. and less than 60,000 pounds 75% of fleet at 60% useful load 4,670 75% of fleet at 90% useful load 6,200 100% of fleet at 60% useful load 5,200 100% of fleet at 90% useful load 7,730 Charter Aircraft (B-727, B-737, MD-80, etc.) 6,500 to 7,0001 Source: FAA Advisory Circular 150/5300-13, Airport Design. Lengths based on 246? AMSL, 81.8? F NMT and a maximum difference in runway centerline elevation of 4.2?. 1 Runway length requirement provided by Charter Operator (6,500 feet minimum, 7,000 feet preferred for regular use). As shown in the preceding table, the small aircraft fleet (under 12,500 pounds) requires a runway length between 2,500 and 4,170 feet, while the aircraft over 12,500 pounds, but less than 60,000 pounds, requires between 4,670 and 7,730 feet. Each of the runway lengths given for large aircraft under 60,000 pounds maximum certificated takeoff weight provides a runway sufficient to satisfy the operational requirements of a certain percentage of the aircraft fleet at a certain percentage of the useful load. Useful load is defined as the difference between the maximum gross takeoff weight and the empty weight of the airplane, exclusive of fuel. The following aircraft are examples of those that comprise 75% of the general aviation aircraft fleet between 12,500 and 60,000 pounds: Learjets, Challengers, Citations, Falcons, Hawkers, and the Westwind. A significant factor to consider when analyzing the generalized runway length requirements given in the above table is that the actual length necessary for a runway is a function of elevation, temperature, and aircraft stage length. As temperatures change on a daily basis, the runway length requirements change accordingly (i.e., the cooler the temperature, the shorter the runway necessary). Therefore, if a runway is designed to accommodate 75% of the fleet at 60% useful load, this does not mean that at certain Corvallis Municipal Airport Master Plan C.16 times a larger or more heavily loaded aircraft cannot use the runway. However, the amount of time such operations can safely occur is restricted. The last row in the table refers to the runway length requirements for regular use of the airport by charter carriers utilizing aircraft such as the B-727, B-737, MD-80, etc. A charter carrier (Miami Air Dispatch) provided this range of requirements for runway lengths. Runway 17/35. The data presented in the table above indicates that Runway 17/35, with an existing length of 5,900 feet, can accommodate 100% of the general aviation aircraft fleet weighing between 12,500 pounds and 60,000 pounds and operating at 60% of useful load. Information from charter air carrier operators indicates that a runway length of 6,500 feet is required to accommodate regular operations by aircraft such as the B-737, with a length of 7,000 feet being preferred. Runway 9/27. With an existing length of 3,345 feet, this runway can accommodate 95% of the aircraft fleet weighing less than 12,500 and having less than 10 seats, and is lacking 835 feet in providing adequate length to accommodate small aircraft with more than 10 seats. It is expected that no runway extension related to Runway 9/27 will be programmed. Taxiways. Taxiways are constructed primarily to enable the movement of aircraft between the various functional areas on the airport and the runway system. Some taxiways are necessary simply to provide access between aircraft parking aprons and runways, whereas other taxiways become necessary to provide more efficient and safer use of the airfield. All taxiways meet or exceed the required width according to the appropriate ARC criteria. The provision of a full parallel taxiway serving Runway 17/35 would improve efficient access between the north/south runway and the terminal area. In addition, new taxiways are likely to be required to provide access to new aviation use development areas. Runway Protection Zones (RPZs). The function of the RPZ is to enhance the protection of people and property on the ground beyond the end of runways. This is achieved through airport control of the RPZ areas. The RPZ is trapezoidal in shape and centered about the extended runway centerline. It begins 200 feet beyond the end of the area usable for takeoff or landing. The RPZ dimensions are functions of the type of aircraft and approach visibility minimums associated with each runway end. As noted in the Inventory chapter, Runway 17 is currently served with an ILS instrument approach with visibility minimums of ? statute mile and Runway 35 has a GPS instrument approach with a 1 statute mile visibility minimum. Runways 9 and 27 are not provided with straight-in instrument approaches. Runway 17/35 serves large Corvallis Municipal Airport Master Plan C.17 aircraft (over 12,500 pounds), including business jets with approach speeds in Categories C and D. Runway 9/27 serves large aircraft, but is designed for aircraft with approach speeds in Category A or B. The following table, entitled RUNWAY PROTECTION ZONE DIMENSIONS, lists existing RPZ dimensions, along with the requirements for improved approach capabilities. Table C5 RUNWAY PROTECTION ZONE DIMENSIONS Corvallis Municipal Airport Master Plan Width at Width at Runway End Length Outer End Item (feet) (feet) (feet) Existing RPZ Dimensions: Runway 17 1,000 2,500 1,750 Runway 35 1,000 1,700 1,425 Runway 9 500 1,000 700 Runway 27 500 1,000 700 Required RPZ Dimensions for Various Visibility Minimums: Visual and not lower than 1 mile, Small Aircraft Exclusively 250 1,000 450 Visual and not lower than 1 mile, Approach Categories A & B 500 1,000 700 Visual and not lower than 1 mile, Approach Categories C & D 500 1,700 1,010 Not lower than ? mile, all aircraft 1,000 1,700 1,510 Lower than ? mile, all aircraft 1,000 2,500 1,750 Source: FAA Advisory Circular 150/5300-13, Airport Design. The potential for providing improved instrument approaches at airports throughout the country at a reduced cost is increased with the continued development of Global Positioning System (GPS) technology. This indicates that planning for enhanced approach capabilities, and the impact of the required Runway Protection Zones, should be incorporated in this study. Corvallis Municipal Airport Master Plan C.18 Threshold Siting. Each runway threshold needs to be evaluated for deficiencies regarding approach obstacle clearance requirements, according to guidelines contained in FAA Advisory Circular 150/5300-13. Like the RPZ criteria, the threshold siting criteria is a function of the type of aircraft and approach visibility minimums associated with each runway end. The following table lists the existing threshold siting criteria applicable to each runway threshold, as well as the requirements for improved approach capabilities. Table C6 THRESHOLD SITING CRITERIA, IN FEET Corvallis Municipal Airport Master Plan Distance Width Width at Length Length from at Outer of First of Second Item Threshold Threshold End Segment Segment Slope Existing Threshold Siting Criteria: Runway 17 200 1,000 4,000 10,000 0 34:1 Runway 35 0 400 1,000 1,500 8,500 20:1 Runway 9 0 400 1,000 1,500 8,500 20:1 Runway 27 0 400 1,000 1,500 8,500 20:1 Required Threshold Siting Criteria for Various Aircraft Types and Visibility Minimums: Small aircraft with approach speeds less than 50-knots 0 120 250 500 2,500 15:1 Small aircraft with approach speeds greater than 50-knots 0 250 700 2,250 2,750 20:1 Visual and not lower than 1-mile, Large Aircraft 0 400 1,000 1,500 8,500 20:1 Not lower than 3/4-mile, all aircraft 200 1,000 4,000 10,000 0 20:1 Lower than 3/4-mile, all aircraft 200 1,000 4,000 10,000 0 34:1 Source: FAA Advisory Circular 150/5300-13, Airport Design. With the exception of Runway 27, based on the criteria contained in this table, the approach surface to each runway threshold has adequate clearances over adjacent roadways, railroads, and other objects. The threshold of Runway 27 is displaced to achieve adequate clearance over the railroad that is adjacent to the eastern boundary of airport property. However, these threshold siting requirements must be reexamined in conjunction with any future improvements or changes to the airport?s approach visibility minimums. Corvallis Municipal Airport Master Plan C.19 Objects Affecting Navigable Airspace. The criteria contained in Federal Aviation Regulations (FAR) Part 77, Objects Affecting Navigable Airspace, apply to existing and proposed manmade objects and/or objects of natural growth and terrain (i.e., obstructions). These guidelines define the critical areas in the vicinity of airports that should be kept free of obstructions. Secondary areas may contain obstructions if they are determined to be non-hazardous by an aeronautical study and/or if they are marked and lighted as specified in the aeronautical study determination. Airfield navigational aids, as well as lighting and visual aids, by nature of their location, may constitute obstructions. However, these objects do not violate FAR Part 77 requirements, as they are essential to the operation of the airport. According to the information provided on the most recent Airport Master Record, FAA Form 5010, the only object currently identified as potentially being a hazard to navigation is a tree located 850 feet east of the Runway 27 threshold. Further analysis of the effect of potential obstructions and necessary corrective actions is identified in later chapters of this Master Plan Update. Navigational and Landing Aids. Airport navigational aids, including instrument approaches and associated equipment, airport lighting, and weather/airspace services, were detailed in the Inventory chapter of this document. The airport is currently equipped with an ILS instrument approach to Runway 17, VOR or GPS instrument approaches to Runway 17 and 35, and circle-to-land procedures to all runways using any of the aforementioned navigational instruments. Within the near future, Global Positioning System (GPS) approaches are expected to be the FAA?s standard approach technology. As noted previously, with GPS, the cost of establishing improved instrument approaches should be significantly reduced. Because of the expected increased use of sophisticated business and corporate aircraft at Corvallis Municipal Airport, and to increase safety and operational use of the airport during adverse weather conditions, the ability to implement improved instrument approaches will be analyzed in the next chapter. Airport Lighting. Presently, all Runways are equipped with Medium Intensity Runway Lights (MIRL). A Precision Approach Path Indicator (PAPI) is located at Runway 27 and a Visual Approach Slope Indicator (VASI) is located at Runways 17 and 35. Runway 17/35 is equipped with Runway End Identifier Lights (REILS). All runways are equipped with threshold lights. Additionally, Runway 17 is equipped with a Medium Intensity Approach Light System with Runway Alignment Indicator Lights (MALSR). In conjunction with the examination of improved instrument approaches described above, improved airport lighting will also need to be evaluated. The type of airport lighting will be dependent on the type of instrument approach capabilities and will be examined in the next chapter. For increased safety purposes, PAPI should be Corvallis Municipal Airport Master Plan C.20 programmed for all runways, and REILS should be planned for all runways not equipped with approach lights. Landside Facilities Landside facilities are those facilities that support the airside facilities, but are not actually part of the aircraft operating surfaces. These consist of such facilities as passenger terminal buildings, aprons, access roads, hangars, and support facilities. Following an analysis of these existing facilities, current deficiencies can be noted in terms of accommodating both existing and future needs. Terminal Area Requirements. Components of a terminal area complex include the passenger terminal building, apron areas, and automobile parking/ground access. The following paragraphs identify the facilities required to meet the airport?s needs through the planning period. The analysis of the requirements for the various terminal complex functional areas is performed using guidance from FAA Advisory Circular 150/5360-13, Planning and Design Guidelines for Airport Terminal Facilities, January 1994, and FAA Advisory Circular 150/5360-9, Planning and Design of Terminal Facility at Non-Hub Locations, April 1980. Passenger Terminal Building. Based on the previously presented forecast number of passenger enplanements, and using estimates of peak hour demand derived from those passenger enplanement forecasts, planning rules-of-thumb can be used to establish an ultimate square footage estimate for a passenger terminal building in consideration of predicted demand. It is estimated that peak hour passenger demand could result in the need for a passenger terminal building of approximately 8,500 square feet by the end of the planning period. Passenger Terminal Aircraft Parking Apron. For long-range sizing requirements, the projections related to passenger aircraft activity and daily operational demand indicate that there will likely be no more than four commuter aircraft parked on the apron during the peak hour. In addition, it is feasible the passenger terminal apron would simultaneously need to accommodate a sports team charter aircraft. Passenger Terminal Parking Requirements and Access. There are three types of automobile parking typically located in the terminal area of the airport. These include public (passenger), rental car, and employee parking. Because of limited passenger activity at the airport in the past, the demand for terminal parking facilities has been minimal. For long-range panning purposes, the provision of an appropriate area for passenger terminal parking is an important consideration. Corvallis Municipal Airport Master Plan C.21 FAA planning guidelines indicate that, at non-hub airports, one parking space should be provided for each 500 to 700 annual enplaned passengers. This guideline would indicate that parking for as many as 120 vehicles could be required by year 2020. Automobile access to the passenger terminal facilities is also an important consideration. The airport is the front door to the community for air travelers. Because peak hour passenger demand is forecast to remain relatively small (56 peak hour passengers at the end of the twinty-year planning period), it is not expected that there will be a significant impact related to the need to increase the capacity of the existing roadway system serving the terminal area. It will be important to configure the passenger terminal area and access roadway to present an aesthetically pleasing sense of arrival, along with efficient/non-confusing egress/ingress routing. Aircraft Storage. Aircraft based at Corvallis Municipal Airport are stored in one of four areas: private hangars, large storage hangars, T-hangars, or apron tiedowns. Currently, 132 aircraft are based at the airport. Over the course of the twenty-year planning period the number of based aircraft is forecast to increase to 193, indicating that an increase in storage facilities to accommodate approximately sixty-one (61) new aircraft will be required. It is assumed that future storage spaces will reflect some of the characteristics of current storage patterns, with the majority of the based aircraft fleet being stored in hangars. Tiedown Storage Requirements/Based Aircraft. Aircraft tiedowns are provided for those aircraft that do not require, or do not desire, to pay the cost for hangar storage. Space calculations for these areas are based on 360 square yards of apron for each aircraft to be tied down. This amount of space allows for aircraft parking and circulation between the rows of parked aircraft. Past trends indicate that as more aircraft are based at the airport, hangar storage capacity is surpassed before additional hangars are supplied. This indicates that increased tiedown space for based aircraft should be included in the development plan. Tiedown Storage Requirements/Itinerant Aircraft. In addition to the needs of the based aircraft tiedown areas addressed in the preceding section, transient aircraft also require apron parking areas at Corvallis Municipal Airport. This storage is provided in the form of transient aircraft tiedown space. In calculating the area requirements for these tiedowns, an area of 400 square yards per aircraft is used. The development plan for the airport will designate adequate areas for apron development to satisfy this demand. Summary. The accompanying table shows the type of facilities and the number of units or acres needed for that facility in order to meet the forecast demand for each development phase. It is expected that most of the owners of aircraft that will be newly based at the airport will desire some type of indoor storage facility. The actual Corvallis Municipal Airport Master Plan C.22 type of hangar storage facility to accommodate based aircraft has been identified as T- hangars and executive hangars. It is also recognized that larger corporate and/or FBO type hangars will accommodate some of the aircraft storage demand, although the actual number, size, and location of these large hangars will depend on user needs and financial feasibility. Therefore, the quantity of future large FBO hangars has not been projected; however, potential development sites will be identified in the development plan for the airport. Access and perimeter roadway locations, auto parking requirements, and land requirements, are not included in this tabulation because the amount of land necessary for these facilities will be a function of the location of other facilities, as well as the most effective routing of roadways. The following table, entitled GENERAL AVIATION FACILITY REQUIREMENTS, 1999-2020, depicts the area required for general aviation landside facilities during all stages of development. This will assist in the development of detailed facility staging discussed later. Table C7 GENERAL AVIATION FACILITY REQUIREMENTS, 1999-2020 Corvallis Municipal Airport Master Plan Facility 1999 2005 2010 2015 2020 Itinerant Apron 28,071 yd2 33,395 yd2 35,331 yd2 37,751 yd2 40,171 yd2 Based Aircraft Apron 6,291 yd2 7,259 yd2 7,259 yd2 7,259 yd2 7,259 yd2 Hangars T-hangars (no.) 116 126 136 146 156 Executive (no.) 1 5 10 15 20 Source: Existing building survey and BD&C projections based on FAA AC 150/5300-4B. Support Facilities Requirements In addition to the aircraft storage facilities described above, there are several airport support facilities that have quantifiable requirements and that are vital to the efficient and safe operation of the airport. Aircraft Rescue and Fire Fighting (ARFF) Facility. The requirements for ARFF equipment and staff are based upon the length of the largest air carrier aircraft that serves the airport with an average of five (5) or more daily departures. Corvallis Corvallis Municipal Airport Master Plan C.23 Municipal Airport, previously served with scheduled air service consisting of nine (9) daily departures of the Cessna Caravan aircraft, currently maintains a ?Limited? FAR Part 139 ARFF index classification. Although no ARFF facility is located on airport property, the location of an on-airport ARFF facility will be identified as part of this master plan update effort. Air Traffic Control Tower (ATCT). There is currently no Air Traffic Control Tower facility on the premises of Corvallis Municipal Airport. Aviation activity projections for the airport do not appear to justify the programming of future ATCT facilities. Fuel Storage Facility. Aviation fuel is currently stored in four (4) aboveground storage tanks located west of the main apron. The tanks consist of two (2) 12,000 gallon Jet -A and two (2) 12,000 gallon 100LL AVGAS. This facility, which can easily be expanded, is expected to meet the aviation demands placed upon it during the planning period. Summary Although many of the existing airport facilities are adequate to serve through the end of the twenty-year planning period, others will need improvement to accommodate the existing and future aviation demand, and to provide a safe and efficient aircraft operating environment. The facility requirements detailed in this chapter will be used to evaluate the proposed airport site and provide the basis for the development plan recommendations. Following is a summary of the important development issues facing the airport: ? Provision of adequate runway length on main runway to accommodate business jet and air carrier charter activity. ? Provision of adequate passenger terminal facilities to accommodate forecast demand. ? Provision of general aviation hangar development areas. ? Taxiway system improvements. ? Programming of air cargo use areas. ? Layout of non-taxiway access areas for airport compatible uses. (e.g., potential Oregon State Police training facility). Corvallis Municipal Airport Master Plan D.1 Concepts, Alternatives, and Development Plan Introduction The purpose of this chapter is to present the Development Plan for Corvallis Municipal Airport, in terms of both its concept and reasoning. This chapter provides a description of the various factors and influences, which will form the basis for the ultimate plan and program. In concert with the status of the airport, some basic assumptions have been established, which are intended to direct the development of the airport in the future. The aviation activity forecasts and the various considerations on which the forecasts have been based support these assumptions. The assumptions also focus on continued airport development, in response to community needs and economic growth stimulation. Assumption One. The first assumption states that the airport facility will be developed to accommodate the full range of general aviation aircraft, including corporate business jets, under almost all weather conditions. In addition, there will continue to be demand for the airport to accommodate commercial service passenger aircraft operations by airlines using 9 to 30 passenger turbo-prop aircraft and charter air carrier aircraft (B-737, B-727, MD-80, etc.) a few times a year (primarily for college sports teams). Thus, the airport should be designed to precision approach standards, with proper clearances appropriate to that designation. The two runways at the airport are designed to accommodate different aircraft types, along with differing approach minimums. Specifically, the assumptions are: Runway 17/35. This runway?s existing and future Airport Reference Code for this runway is C-II (the majority of the business jet fleet is included in this designation). The design aircraft is the Canadair CL-600 (a medium to large cabin business jet). The precision instrument approach to Runway 17 will be maintained and instrument approach capabilities (as low as ? mile visibility Corvallis Municipal Airport Master Plan D.2 minimums) to Runway 35 are programmed (Runway 35 currently has non- precision approach capabilities with 1-mile visibility minimums). Runway 9/27. The existing and future Airport Reference Code for this runway is B-II (the majority of the general aviation propeller aircraft, along with some of the business jets). The design aircraft is the Beech Super King Air B200. Runway 9/27 will be maintained as a visual approach facility. Assumption Two. The second assumption focuses on the need to accommodate the forecast operations of all aviation types, as expressed by the Annual Service Volume capabilities. It should be noted that the forecasts of activity for the airport are based on anticipated population and economic growth in Corvallis and the region. Forecasts of operational activity and the analysis of the capacity of the airport?s runway layout indicate that the airport?s existing runway configuration can efficiently accommodate aircraft landings and takeoffs forecast until the end of the twenty-year planning period and beyond. This analysis indicates that, although the existing two-runway layout can accommodate forecast demand, the airport?s system of runways, taxiways, and approaches should be programmed for improvements that will maximize the ability to efficiently use the airport (taxiway improvements and runway extensions are likely to be justified in the future). Assumption Three. The third assumption relates to the requirement that the airport is to be developed to complement and enhance on-airport and off-airport regional economic development activities. Assumption Four. The fourth assumption focuses on the relationship of the airport to off-airport land uses and the compatible and complementary development of each. This is inherent in the design considerations and placement of facilities so as to complement, to the maximum extent possible, off-airport development, and to ensure the continued compatibility of the airport environs with the operation of the airport. Goals for Development Accompanying these assumptions are several goals that have been established for purposes of directing the plan and establishing continuity in the future for airport development. These goals take into account several categorical considerations relating to the needs of the airport, both in the short-term and the long-term, including safety, capital improvements, on-airport land use, land acquisition, land use compatibility, financial and economic conditions, and public interest/investment. Corvallis Municipal Airport Master Plan D.3 As reflected in the following goals, the airport is recognized for the vital role it plays, both as a transportation facility and an industrial/commercial economic center: ? Accommodate forecast aircraft operations in a safe and efficient manner by the provision of proper facilities and services. Plan and develop the airport to be capable of accommodating the future needs and requirements of Corvallis and the surrounding communities, thus, the airport will continue to serve as a regional general aviation/ commuter passenger facility. ? Identify the best uses for the landside development areas at Corvallis Municipal Airport. ? Develop land acquisition priorities related to airport safety, future airport development, and land use compatibility. ? Plan and develop the airport to be environmentally compatible with the community and minimize environmental impacts on both airport property and property adjacent to the airport. ? Enhance the self-sustaining capability of the airport and ensure the financial feasibility of airport development. ? Encourage the protection of existing public and private investment in land and facilities, and advocate the resolution of existing and potential land use conflicts, both on and off airport property. Airfield Development Considerations and Alternatives Introduction The forecast operations and previously stated goals relative to aviation development and economic enhancement were considered. These generalized alternatives are outlined and discussed in the following narrative. Following a review of these airside development alternatives, the purpose of which is to fulfill major facility requirements (basic runway and taxiway configuration), recommendations for landside development are presented. The conclusion of this chapter is the presentation of a generalized conceptual airport development plan, which will include recommendations for major runway and taxiway improvements, along with an airport land use plan. Details related to the conceptual alignment and configuration of the runway/taxiway system will be presented in a following chapter entitled Corvallis Municipal Airport Master Plan D.4 Airport Plans. The layout of landside development areas and the processes for approval of associated development proposals are presented in the section of this chapter entitled Airport Land Use Plan and Conceptual Airport Development Plan. To best accommodate the projected operational demand at Corvallis Municipal Airport through the year 2020, several fundamental development considerations have been identified. These fundamental development considerations are identified below, along with an analysis of potential alternative options associated with each consideration. Because all airport functions relate to and revolve around the basic runway layout, runway development alternatives must first be carefully examined and evaluated. Specific considerations include runway length, as well as runway orientation and approach protection criteria needed to support forecast use through the planning period. Runway, Taxiway, and Instrument Approach Considerations Runway Capacity and Orientation ? The airport?s runway system, consisting of the primary runway (Runway 17/35) and the crosswind runway (Runway 9/27), provides adequate capacity to accommodate the forecast number of aircraft operations without excessive delay. ? The orientation of the airport?s runways provides adequate crosswind coverage for the entire fleet of aircraft forecast to use the airport. Recommendation: The existing runway configuration provides adequate operational capacity and wind coverage; therefore, no new runways are proposed for development. Dimensional Criteria The primary concerns with regard to the runway system?s dimensional criteria relate to FAA specified safety area, object free area, and taxiway setbacks. Each runway has its own set of circumstances as related to these criteria. Recommendation: No significant deficiencies related to Dimensional Criteria have been identified at Corvallis Municipal Airport. These requirements are described in detail in the preceding Facility Requirements chapter. Corvallis Municipal Airport Master Plan D.5 Instrument Approach Capabilities Existing instrument approach capabilities at the airport include precision ILS, along with non-precision VOR/DME, NDB, and GPS to Runway 17 and non-precision VOR/DME and GPS approach capabilities to Runway 35. The purpose of providing improved instrument approach capabilities at the airport is to improve the airport?s ability to safely accommodate aircraft operations during periods of inclement (low visibility) weather conditions. As the number of aircraft operations increase at the airport, the cost of having periods of time when the airport is closed due to low visibility increases. In addition, having good instrument approach capabilities to more runway ends provides flexibility to accommodate operations when certain portions of the runway system are closed for an emergency or for repair/construction/maintenance. Another consideration is the fact that Global Positioning System (GPS) approaches are programmed by the FAA to become its standard. GPS technology will provide the opportunity for enhanced instrument approaches with minimal investments for on-airport equipment. With these concepts as a basis, for long-range planning purposes, the best instrument approaches that can be physically accommodated without significant negative impacts should be reflected on airport plans. This will protect the ability to implement improved instrument approach procedures, as demand requires. ? Runway 17 is currently equipped to accommodate CAT I precision ILS approaches, along with a variety of non-precision approach capabilities. CAT I precision approach capabilities should be maintained in the future. Runway 35 currently has non-precision approach capabilities with a visibility minimum of 1 mile. The runway is programmed for instrument approach capability improvements to allow visibility minimums not-lower-than ? of a mile. Runway 9/27 is currently a visual approach runway. No instrument approach improvements are proposed for the crosswind runway. Recommendation: The airport currently controls (in fee or easement) all of the property within the Runway Protection Zones (RPZs) required for the existing and future instrument approaches. This control should be maintained in the future. Corvallis Municipal Airport Master Plan D.6 Taxiway System The existing taxiway system at the airport provides efficient routing for taxiing aircraft between the runway system and various landside use areas on the airport, in consideration of present activity levels. The airport currently has a full parallel taxiway system serving the north side of Runway 9/27 (Taxiway A), and a partial parallel taxiway system located on the east side of Runway 17/35 (Taxiway B). Because Runway 17/35 is the airport?s primary runway, serving it with a full parallel taxiway is particularly important. Recommendation: Extend Taxiway B to the north to provide a full parallel taxiway system on the east side of Runway 17/35. Runway Length The existing runway lengths provided at Corvallis Municipal Airport (5,900 feet for Runway 17/35 and 3,345 for Runway 9/27) are adequate to accommodate the majority of the existing demand. However, in order to regularly accommodate operations by air carrier charter aircraft, a runway extension for the main runway is required (a length of 6,500 feet is minimum and 7,000 feet would be preferred). Two alternatives have been illustrated with regard to the extension of Runway 17/35. These alternatives are presented in the following figures, D1 and D2, entitled AIRSIDE DEVELOPMENT PLAN ALTERNATIVE ONE and AIRSIDE DEVELOPMENT PLAN ALTERNATIVE TWO. Alternative One indicates an extension of 600 feet to the north. This extension would initially be constructed as overrun, with a second phase being the conversion of this overrun into full use runway pavement. In addition to this northerly extension, Alternative Two indicates that the runway will also be extended 500 feet to the south, bringing the ultimate proposed runway length to 7,000 feet. Recommendation: After discussion with City of Corvallis staff, the Master Plan Update?s study group, and the Federal Aviation Administration, it is recommended that the ultimate runway configuration for the airport should be as illustrated in Alternative Two (programming to protect for an extension of the main runway to the north and an extension on the south). Therefore, Alternative Two represents the Conceptual Airside Development Plan for the airport. Please refer to Figure D7 at the end of this chapter for a comprehensive illustration of the airport?s long-term development concept. Corvallis Municipal Airport Master Plan D.7 Figure D1 AIRSIDE DEVELOPMENT PLAN ALTERNATIVE ONE Corvallis Municipal Airport Master Plan D.8 Figure D2 AIRSIDE DEVELOPMENT PLAN ALTERNATIVE TWO Corvallis Municipal Airport Master Plan D.9 Landside Development Considerations, Alternatives, and Recommendations Introduction With the framework of the airport?s ultimate airside development identified, concepts involving the placement of landside facilities can now be analyzed. The overall objective of the landside development at the airport is the provision of facilities, which are conveniently located and accessible to the community and which accommodate the specific requirements of airport users. The concepts for landside development at the airport are presented below. New Air Traffic Control Tower An additional task identified during the alternative discussion for this master planning effort was the need to spot potential sites for a new air traffic control tower (ATCT). It should be noted that the number of aircraft operations and passenger enplanements at the airport would need to increase extraordinarily to justify the construction of an ATCT. The siting requirements for an ATCT facility are stringent with regard to sight lines to the aircraft operating surfaces, height of structure, and direction of view. Because of this, there are very few appropriate sites available. It is preferable to minimize the need for ATCT personnel to look into the sun; therefore, a site on the south side of airport property would be best. Because of the undeveloped nature of the south side of the airport, and its topographic flatness, it appears that an ATCT facility could be programmed in the area south of Runway 9/27 and east of Runway 17/35. Aviation Use Facility Development Areas Concepts for the development of other aviation use areas at the airport include considerations for passenger terminal facilities, various types of general aviation aircraft storage facilities (i.e., t-hangars, executive hangars, corporate hangars, FBO hangars, etc.), and aircraft maintenance facilities. The following paragraphs provide an explanation of the development needs considerations for each of these functions. Aviation Use Facility Development Area (east of Runway 17/35 and north of Runway 9/27). The facility requirements documentation presented in the previous chapter indicates that the aviation use facilities which are likely to be needed during the twenty-year planning period covered in this Master Plan, can be contained in the vicinity of the existing terminal area (east of Runway 17/35 and north of Runway 9/27). Corvallis Municipal Airport Master Plan D.10 This area is currently developed with a variety of hangar types (FBO, aircraft maintenance, corporate, executive, and T-hangars), along with passenger terminal facilities, and airport support facilities (fuel storage, maintenance, etc.). Because of the existing infrastructure (roadways, taxiways, utilities, etc.) serving this area, from an economic/cost of development standpoint, it will be critical to make efficient use of the existing terminal area for future aviation facilities. Forecast demand for additional aircraft storage hangars, corporate hangars, FBO facilities, and passenger terminal facilities indicates that there are some significant considerations about how future landside facilities should be arranged within this area. To begin the process to layout future facilities in this area, several alternatives were conceived. These alternatives are graphically presented in the following illustrations (Figures D3, D4, and D5) entitled TERMINAL AREA PLAN ? ALTERNATIVE ONE, ALTERNATIVE TWO, AND ALTERNATIVE THREE. The issues that will drive the aviation-use landside development plan are complex and include: ? Adequate taxiway access to hangar development areas (the provision of two taxiway routes to each hangar is recommended). ? The provision of adequate roadway access and parking - this is especially important with regard to passenger terminal facilities. ? The provision of adequate aircraft parking adjacent to the various development areas. ? Securing the aircraft operating surfaces by excluding accidental incursions by automobiles. ? Minimizing the distance aircraft must taxi between landside use areas and various points on the runway system. Corvallis Municipal Airport Master Plan D.11 Figure D3 TERMINAL AREA PLAN ? ALTERNATIVE ONE Corvallis Municipal Airport Master Plan D.12 Figure D4 TERMINAL AREA PLAN ? ALTERNATIVE TWO Corvallis Municipal Airport Master Plan D.13 Figure D5 TERMINAL AREA PLAN ? ALTERNATIVE THREE Corvallis Municipal Airport Master Plan D.14 Recommendation: Following a lengthy discussion with Master Plan Update Study Committee participants, along with additional input from the City of Corvallis staff and the Federal Aviation Administration, Terminal Area Alternative Three was chosen as the preferred layout. The discussion indicated that the big hangar would eventually reach its useful life and could not be maintained in a cost effective manner. Because of the strategic location of the big hangar, it would be best to plan for its removal. Eventually the big hangar's site should be used for improved terminal facilities and improved taxiway access serving the hangar development area. The basic concept is that all areas that can easily be provided with taxiway access should be reserved for aviation-use facilities. Although the forecast of aviation demand does not indicate a need, the area south of Runway 9/27 and east of Runway 17/35 could easily be provided with taxiway access and will be identified as potentially developable for aviation-use faculties. Aviation Accessible Development Areas There are several areas on the airport that have good taxiway access and are likely to be used by aircraft on an infrequent basis. Those areas are suitable for businesses that may need to occasionally test or repair aircraft and aircraft equipment. The area west and southwest of the Runway 17/35 is identified as Aviation Accessible Development (AAD). The area east of the runway has well developed taxiways and will eventually have access to Highway 99W. The area west of the runway also has well developed taxiways and will eventually have access to Airport Avenue. Development in this area should remain aviation related because of its proximity to the runway and taxiway access. Non-Aviation Use Facility Development Areas There are several areas on the airport that are not required for runway, taxiway, or approach protection considerations, and are unlikely to be provided with taxiway access in the future. Those areas that cannot be feasibly provided with taxiway access are likely to be used for non-aviation facilities. The southeast corner of airport property is identified as Airport Development. This area has been identified in the past as having the potential to accommodate a non- aviation use (an Oregon State Patrol training facility). In addition, some of the area on the west side of Runway 17/35 is best used for non-aviation facilities, although some of the area may contain wetlands and is likely to remain undeveloped. It should be noted that the majority of airport property that is west and south of the runway/taxiway object free areas is currently leased for agriculture. Agriculture is an Corvallis Municipal Airport Master Plan D.15 appropriate non-aviation use for airport property. It brings income to the airport and is compatible with the operation of the airport; therefore, the agricultural activity should continue until a ?higher and better? use is obtained. In addition, the industrial/commercial uses north of Airport Road, along with those east of the railroad tracks as discussed in the Airport Industrial Park Master Plan, are appropriate. The land east of Plumley Street has also been identified for non- aviation use, along with the land south of Airport Road, which is directly adjacent to Airport Place. Corvallis Municipal Airport Master Plan D.16 Airport Land Use Plan and Conceptual Airport Development Plan Figure D6 AIRPORT LAND USE PLAN represents a compilation of the recommendations presented above. The plan identifies the appropriate land use designations for the areas governed by the Corvallis Municipal Airport Master Plan. The land uses identified here that are permitted outright or as conditional uses are sub-sets of the uses allowed under the Benton County Development Code and include those uses the City of Corvallis wishes to see developed in this area. Additionally, some uses are identified (?Additional Uses that are Ultimately Desired?) that the City would like to have Benton County consider for inclusion in this area when it next updates its Development Code. The Airport Development (AD) and the Airport Compatible Development (ACD) designations have the same purpose; however the permitted and conditional uses differ. Airport Development falls under the County?s Industrial zone, and Airport Compatible Development falls under the County?s Public zone. Each is therefore subject to its respective zone?s regulations. Each of the airport land use designations is identified below and includes the purpose of the zone, the uses permitted outright, conditional uses, and the additional uses desired. The specific uses identified in italics are provided as examples only, and do not represent all of the uses that may be allowed. The following uses are permitted outright within all of the land use designations noted below. The location of these uses within the airport property shall be based upon FAA approvals for such facilities. Uses Permitted Outright 1. Air Traffic Control Towers 2. Airport Navigational Equipment, such as beacons, towers, antennae, lights, or other FAA designated or directed facilities, structures, or infrastructure. Commercial Aviation Facilities (CAF) Purpose To provide facilities which are conveniently located and accessible to the public and which accommodate the specific requirements of airport users. Uses Permitted Outright 1. Transportation Terminals Corvallis Municipal Airport Master Plan D.17 Commuter Airlines Fixed Base Operators (FBO) Freight Terminals Specialized Aviation Service Operations (SASO) Accessory Uses Aircraft Maintenance Equipment Sales/Rentals Food and Beverage Retail Sales Retail Fueling Services 2. Warehouses Aircraft Hangars 3. Vocational School Flight Training Additional Uses That Are Ultimately Desired 1. Eating and Drinking Establishments ? Sit Down 2. Fast Order Food Establishments 3. Automotive Equipment ? Parking (i.e., car rentals) Limited Aviation Facilities (LAF) Purpose To provide safe and secure storage areas for aircraft that are secure, with limited public access, but accessible to airport facilities and services. Uses Permitted Outright 1. Warehouses Aircraft hangars Aviation Accessible Development (AAD) Purpose To provide facilities which are compatible with airport activities, and are likely to require limited access to the taxiways. Uses Permitted Outright 1. Airport and related facilities Corvallis Municipal Airport Master Plan D.18 Aircraft Hangars Aircraft Maintenance Flight Training Freight Terminals Manufacturing Warehouses 2. Accessory Use or structure 3. Farm Use Conditional Uses 1. Any airport compatible use which is not permitted within this zone may be allowed by a conditional use permit approved in accordance with the Benton County Development Code, provided it can be found to meet the criteria contained in Section ?3.c.3? below. Airport Compatible Development (ACD) Purpose To provide facilities which are compatible with airport activities, and are unlikely to require taxiway access. Uses Permitted Outright 1. Research facility, testing laboratory and facility for the manufacturing, processing and/or assembling of products, provided a permit is not required from the Oregon Department of Environment Quality. 2. Warehouses 3. Vocational Schools Conditional Uses 1. A research facility, correctional and law enforcement facilities, or testing laboratory or facility for the manufacturing, fabrication, processing or assembly of products which requires a permit from the Oregon Department of Environmental Quality. Additional Uses That Are Ultimately Desired 1. Eating and Drinking Establishments ? Sit Down Corvallis Municipal Airport Master Plan D.19 2. Fast Order Food Establishments 3. Automotive Equipment ? Parking (i.e., car rentals) Airport Development (AD) Purpose To provide facilities which are compatible with airport activities, and are unlikely to require taxiway access. Uses Permitted Outright 1. Airport and related facilities Manufacturing 2. Accessory use or structure 3. Farm Use Conditional Uses 2. Any airport compatible use which is not permitted within this zone may be allowed by a conditional use permit approved in accordance with the Benton County Development Code, provided it can be found to meet the criteria contained in Section ?3.c.3? below. Runways & Taxiways (RT) Purpose To provide for secure, safe and efficient routing, taxiing, aviation, take-off, and landing facilities for aircraft. Uses Permitted Outright 1. Airport and Related Facilities Runways Taxiways The recommendations for future airside, landside and terminal facilities have been combined and are graphically presented in Figure D7, entitled CONCEPTUAL DEVELOPMENT PLAN. This plan shall be used by the Airport Design Review Committee (described in the City Council-adopted Corvallis Airport Handbook) as a Corvallis Municipal Airport Master Plan D.20 guide for locating future facilities within the airport. Criteria for determining consistency with Figure D7 are contained below in section 2, entitled Consistency with the Airport Master Plan. Where a proposed improvement within the Limited Aviation Facilities (LAF) and Commercial Aviation Facilities (CAF) areas is determined not to be consistent with Figure D7, the Airport Design Review Committee shall consider the proposal based on the procedures and criteria regarding plan variations described below. 1. Site Location a. Available building sites will be determined by the Airport Design Review Committee (ADRC), consistent with Figure D7 ? Conceptual Development Plan of the Corvallis Municipal Airport Master Plan. Consistency with Figure D7 shall be determined based upon criteria listed below in section ?2.? b. Development proposals found to be consistent with Figure D7, may be approved by the ADRC in a single meeting. c. Development proposed that is not consistent with Figure D7 (variations) shall be considered by the Committee using the procedures and criteria described below in section ?3.? d. All buildings must conform to the established setbacks and height restrictions of the City Building Code and to the FAA FAR Part 77. 2. Consistency with the Airport Master Plan a. Figure D7 ? Conceptual Development Plan identifies specific building envelopes and building locations for areas designated as Limited Aviation Facilities (LAF) and Commercial Aviation Facilities (CAF) on Figure D6. Proposals for construction of buildings that fall within these envelopes may be found consistent with the Airport Master Plan, provided they meet the additional criteria found in sections ?A,? ?B.1.b,? and ?B.2? of Chapter XIV of the Airport Handbook. For the purpose of determining consistency, the building envelopes shall include the total area enclosed by each row of proposed buildings, with individual subdivisions shown only to indicate the likelihood of multiple users. b. For areas designated on Figure D6 as Airport Compatible Development (ACD), Aviation Accessible Development (AAD), and Corvallis Municipal Airport Master Plan D.21 Airport Development (AD), no specific building envelopes have been identified on Figure D7. Proposals for construction of buildings in these zones may be found consistent with the Airport Master Plan, provided they do not unduly interfere with identified development in the LAF and CAF zones, and they meet the additional criteria found in sections ?A,? ?B.1.b,? and ?B.2? of Chapter XIV of the Airport Handbook. c. Improvements within the areas designated on Figure D6 as Runway/Taxiway (RT) may be found consistent with the Airport Master Plan provided they are to be constructed consistent with FAA approvals. d. In all cases, uses identified as Conditional Uses in the Airport Master Plan shall be processed consistent with the requirements of the Benton County Development Code, and prior to approval, shall be found consistent with section ?3.c.3,? below. 3. Consideration of Variations from the Airport Master Plan (Figure D7 - Conceptual Development Plan) a. Variations from the Airport Conceptual Development Plan may be considered minor provided they meet the following criteria: 1) The land use is consistent in location and type with the land uses allowed in Figure D6 ? Airport Land Use Plan (and associated text) of the Airport Master Plan; and 2) The proposed structure is less than 5,000 square feet in size, is located within the LAF or CAF areas identified on Figure D6, and does not extend beyond a building envelope shown on Figure D7 by more than 20 percent of the area of the proposed structure; or 3) The proposed structure is more than 5,000 square feet in size, is located within the LAF and CAF areas identified on Figure D6, and does not extend beyond a building envelope shown on Figure D7 by more than 10 percent of the area of the proposed structure. b. Minor variations, as determined above in section ?3.a,? may be approved by the ADRC in a single meeting, following posting of the Corvallis Municipal Airport Master Plan D.22 development site at least seven days in advance of the meeting, provided they meet the following criteria: 1) Further development of facilities consistent with Figure D7 is not unduly interfered with by the proposed structure. 2) The development is proposed to be constructed consistent with the additional criteria found in sections ?A,? ?B.1.b,? and ?B.2? of Chapter XIV of the Airport Handbook; and 3) The development is consistent with the criteria contained in Section ?3.c.3.? c. Variations from the Airport Conceptual Development Plan that are greater than those identified above in ?3.a? shall be considered major variations and may be approved using the process and criteria described below. 1) Following a determination by staff or the ADRC that the proposal fails to meet the criteria identified above in ?3.a,? the development site shall be posted, and notice of the intent to consider the variation shall be sent to all lease holders and businesses licensed to operate in the area regulated by the Corvallis Municipal Airport Master Plan at least 20 days in advance of the subject ADRC meeting. 2) Prior to making a decision regarding approval or denial of the subject proposal, the ADRC shall accept written or verbal public comment. 3) To approve a minor or major variation under this process, the ADRC must determine that the following criteria are met: a) The land use is consistent in location and type with the land uses allowed in Figure D6 ? Airport Land Use Plan (and its associated text) of the Corvallis Municipal Airport Master Plan; b) Further development of facilities consistent with Figure D7 ? Conceptual Development Plan is not unduly interfered with by the proposed structure; Corvallis Municipal Airport Master Plan D.23 c) Adequate taxiway access to all hangar development areas is maintained (the provision of two taxiway routes to each hangar is recommended); d) Adequate roadway access and parking for existing leaseholders and future uses are maintained: e) Adequate aircraft parking adjacent to various development areas can be provided; f) The distance that aircraft must taxi between landside use areas and necessary access points on the runway is not unduly increased; g) The proposal does not unduly interfere with existing or future utilities; h) Airport operating surfaces are secured from accidental incursions by automobiles; i) The proposal does not unduly interfere with aircraft circulation or airport safety; and j) The proposal does not unduly interfere with vehicle circulation or airport functions. 4) Where a major variation does not meet the criteria contained in section ?3.c.3.? above, approval will require an amendment to the Airport Master Plan through the City?s Comprehensive Plan Amendment process. 4. Appeals Appeals of decisions of the ADRC and the Airport Commission shall be heard by the City Council as a de novo hearing. Such appeals shall follow the procedure described below: a. Appeals shall be made in writing to the City Recorder within 12 days of the date the decision is signed. Should the twelfth day fall on a weekend or holiday, appeals shall be due the following work day; Corvallis Municipal Airport Master Plan D.24 b. At least 20 days in advance of the City Council appeal hearing, the development site shall be posted, and notice of the intent to consider the appeal shall be sent to all lease holders and businesses licensed to operate in the area regulated by the Corvallis Municipal Airport Master Plan. Corvallis Municipal Airport Master Plan D.25 Figure D6 ON-AIRPORT LAND USE PLAN Corvallis Municipal Airport Master Plan D.26 Figure D7 CONCEPTUAL DEVELOPMENT PLAN Corvallis Municipal Airport Master Plan D.27 Also, please note that the recommendation for the extension of Runway 17/35 has been refined from the information provided in the previous alternative illustrations. Additional input from City Staff and Study Committee Members identified that the most cost effective way to achieve an ultimate length near 7,000 feet would be to extend the runway as far as possible to the north without the runway safety area or object free area crossing Airport Road (an extension of approximately 750 feet), along with an extension to the south that would keep the runway safety area and object free area on existing airport property (an extension of approximately 300 feet). With the proposed extension to the south and the proposed extension to the north, the ultimate runway length identified for Runway 17/35 is 6,950 feet. Corvallis Municipal Airport Master Plan E.1 Environmental Review Introduction This chapter presents an inventory and analysis of the potentially significant environmental issues that may be of concern with the proposed development contained in this Airport Master Plan Update. The impacts will be generalized in a non-quantified fashion and the likely environmental processing will be identified. Alternatives involving the future configuration of the airport have been reviewed in previous chapters. The major improvements to the airport are runway/taxiway extensions of 500 feet to the south and 600 feet to the north on Runway 17/35, the completion of the parallel taxiway east of Runway 17/35, and new hangar/ apron/terminal development in the northeast area of the airport. Existing Conditions Corvallis Municipal Airport is located in eastern Benton County, which is situated in west-central Oregon, on relatively flat terrain in the Willamette Valley, between the Coast Range and the Cascades. Several tributaries of the Willamette River surround the airport, including the Mary?s River, Muddy Creek, and various forks of Booneville Channel. Drainage in the valley is from south to north. The Benton County climate is characterized as mild, averaging 40? F in the winter to the upper 80s? F in summer. Average annual rainfall equals 40 inches and average annual snowfall is approximately 5.9 inches. Benton County had a 1990 population of 70,811 (1990 Census), and an estimated population of 77,950 in 2000 (US Census Bureau estimate). The population of Corvallis has increased from 44,757 in 1990 to an estimated 52,215 in 2000. The 1990 Census data indicated there are approximately 27,024 housing units in Benton County, with roughly 3.3% of these units vacant. The average number of persons per household is 2.69. Corvallis Municipal Airport Master Plan E.2 A majority of the existing land uses north, west, and south of the airport are comprised of agricultural uses. Pockets of concentrated industrial development are located just north of the airport, within the Corvallis Municipal Airport and Industrial Park areas. Scattered rural residences are located to the northeast of the airport, along US Highway 99W. Currently, the Environmental Protection Agency (EPA) classifies Benton County as an attainment area for all air pollutant standards. Attainment areas are defined as regions where air pollution levels have not persistently exceeded the National Ambient Air Quality Standards (NAAQS). There is one (1) landfill in the vicinity of Corvallis Municipal Airport, which is located north of Corvallis in the Coffin Butte area. Surface transportation access to Corvallis Municipal Airport is provided from US Highway 99W by way of Airport Avenue and Airport Place. US Highway 99W provides access to the Central Business District of Corvallis. A secondary airport entrance road is located northeast of the T-hangars off Plumley Road. Biological communities found within airport environs are typical of the Pacific Northwest. Oak and maple woodlands, ash thickets, and stands of Douglas fir were the predominant native habitat, although most of the area has been converted to agricultural production. Fescue grass is now grown and cultivated in the immediate airport area. Generally speaking, it is possible to associate various wildlife species with dominant plant types, although wildlife species are not confined to one specific area, and the influences of man have sharply curtailed the historic ranges of most native species. Mammal species generally found in the area include elk, mule deer, beaver, raccoon, opossum, coyote, rabbit, and otter. Bird species found in the area include heron, egret, crane, sandpiper, hawk, killdeer, geese, and duck. Fish species include cutthroat trout, Chinook salmon, steelhead, and sturgeon. Future Conditions Noise Noise is generally defined as unwanted sound and, as such, the determination of acceptable levels is subjective. The day-night sound level (DNL) methodology is used to determine both the noise levels resulting from existing conditions and the potential noise levels that could be expected to occur with the proposed project. Corvallis Municipal Airport Master Plan E.3 The basic unit in the computation of DNL is the Sound Exposure Level (SEL). An SEL is computed by adding the ?A? weighted decibel level [dB(A)] for each second of a noise event above a certain threshold (?A? weighted refers to the sound scale pertaining to the human ear). For example, a noise monitor located in a quiet residential area [40 dB(A)] receives the sound impulses of an approaching aircraft and records the highest dB(A) reading for each second of the event as the aircraft approaches and departs the site. Each of these one-second readings is then added logarithmically to compute the SEL. The following table, entitled COMPARATIVE NOISE LEVELS, depicts the typical dB(A) values of noise commonly experienced by people. This illustrates the relative impact of single event noise in ?A? weighted level. DNL levels usually are depicted as grid cells or noise contours. Grid cells are squares of land of a specific size that are entirely characterized by a noise level. Noise contours are interpolations of noise levels based on the center of a grid cell and drawn to connect all points of similar level. Noise contours appear similar to topographical contours and form concentric ?footprints? about a noise source. These footprints of DNL noise contours drawn around an airport are used to predict community response to the noise from aircraft using that airport. The main advantage of DNL is that it provides a common measure for a variety of differing noise environments. The same DNL level can describe both an area with very few high level noise events and an area with many low level events. DNL is thus constructed because it has been found that the total noise energy in an area predicts community response. It must be remembered that the DNL noise contours do not delineate areas that are either free from excessive noise or areas that will be subjected to excessive noise. In other words, it cannot be expected that a person living on one side of a DNL noise contour will have a markedly different reaction than a person living nearby, but on the other side of the noise contour. What can be expected is that the general aggregate community response to noise within the 65 DNL noise contour, for example, will be less than the public response from the 70 DNL noise contour, and even less still than the response from within the 75 DNL noise contour. Corvallis Municipal Airport Master Plan E.4 Table E1 COMPARATIVE NOISE LEVELS Corvallis Municipal Airport Master Plan Activity dB(A) Levels Rustling Leaves 20 Room in Quiet Dwelling at Midnight 32 Soft Whisper at 5 Feet 34 Men?s Clothing Department of Large Store 53 Window Air Conditioner 55 Conversational Speech 60 Household Department of Large Store 62 Busy Restaurant 65 Typing Pool 65 Vacuum Cleaner in House (at 10 feet) 69 Ringing Alarm Clock (at 2 feet) 80 Loudly Reproduced Orchestral Music in Large Room 82 Printing Press Plant (medium size automatic) 86 Heavy City Traffic 92 Heavy Diesel-Propelled Vehicle (at 25 feet) 92 Air Grinder 95 Cut-off Saw 97 Home Lawn Mower 98 Turbine Condenser 98 150 Cubic Foot Air Conditioner 100 Banging of Steel Plate 104 Air Hammer 107 Jet Airliner (500 feet overhead) 115 Note: Prolonged levels over 85 dB(A) represent beginning of hearing damage. Adapted from Impact of Noise on People, Federal Aviation Administration. Computer Modeling. The DNL noise contours were generated using the Integrated Noise Model (INM) Version 6.0b, which is a computer program developed by the Federal Aviation Administration specifically for modeling the noise environment at airports. The INM program requires the input of the physical and operational characteristics of the airport. Physical characteristics include runway end coordinates, displaced thresholds, airport altitude, and temperature. Operational characteristics include aircraft mix and flight tracks. Optional data that can be Corvallis Municipal Airport Master Plan E.5 incorporated in the model includes approach and departure profiles, approach and departure procedures, and aircraft noise curves. Noise Impacts. Using the existing and forecast aircraft operation numbers presented earlier, noise contours have been generated and are presented in the following illustrations entitled EXISTING (1999) NOISE CONTOURS and FUTURE (2020) NOISE CONTOURS. The aircraft operations were sufficient to generate the 55, 60, 65, and 70 DNL noise contours. The existing 70 DNL noise contour contains approximately 57 acres, all within the airport property line. The 65 DNL noise contour contains approximately 136 acres, also all contained within the airport property line. The 60 DNL encompasses roughly 291 acres, also being primarily contained on airport property, but it does impact approximately 13 acres of agricultural land to the south and northwest of the airport. The existing 55 DNL noise contour encompasses roughly 752 acres of land, with about 244 acres being designated agricultural land to the north, south, east, and west of the airport. There is one rural residence north of the airport, located within the existing 55 DNL noise contour. The future 70 DNL noise contour encompasses some 115 acres, entirely within airport property. The future 65 DNL noise contour contains approximately 233 acres, including roughly three acres of agricultural land northwest of the Runway 17 threshold. The future 60 DNL noise contour comprises about 536 acres, including roughly 111 acres of agricultural land north and south of the airport. The future 55 DNL noise contour contains approximately 1,417 acres. Agricultural land comprises about 694 acres of the total, and includes one rural residential structure north of the airport. Compatible Land Use Establishing land use compatibility within airport environs is the responsibility of local authorities, but should be based on a recognized standard. The Federal Aviation Regulations (FAR) Part 150 Land Use Compatibility Guidelines are the acknowledged standards by the federal government regarding aircraft generated noise at airports. The illustration, entitled FAR PART 150 LAND USE COMPATIBILITY GUIDELINES, indicates those land uses that are compatible within certain DNL noise contours. It identifies land uses as being compatible, incompatible, or compatible if sound attenuated. As can be seen, these guidelines indicate that the 65 DNL noise contour is the threshold noise level for defining incompatible land uses. Farmland Corvallis Municipal Airport Master Plan E.6 Soils located within airport boundaries fit into three classifications. The soils classified as Dayton silt loam, 0 to 2% slopes, comprise the largest portion of airport Corvallis Municipal Airport Master Plan E.7 Figure E1 Existing (1999) Noise Contours Corvallis Municipal Airport Master Plan E.8 Figure E2 Future (2020) Noise Contours Corvallis Municipal Airport Master Plan E.9 Figure E3 FAR Part 150 Land Use Compatibility Guidelines Corvallis Municipal Airport Master Plan E.10 property. Woodburn silt loam, 0 to 3% slopes, and Amity silt loam, 0 to 3% slopes, encompass the remainder of the soils on, and around, airport property According to the Natural Resources Conservation Service, the Woodburn silt loam, 0 to 3% slopes, is classified as prime farmland in the State of Oregon. The Amity silt loam, 0 to 3% slopes, is classified as prime farmland in the State of Oregon, if drained (see letter in Appendix). The soil survey for Benton County is in the process of being updated. Therefore, the prime farmland designations are subject to change before final correlation and publication. Since airport improvements will likely impact prime farmland, the Farmland Conversion Impact Rating Form, AD-1066, will need to be submitted prior to the implementation of airport improvements. It is not expected that airport development, as depicted in the Airport Master Plan Update, will have a significant impact on prime and unique farmland within Benton County. Air Quality The US Environmental Protection Agency (EPA) has established National Ambient Air Quality Standards (NAAQS) for six criteria air pollutants: carbon monoxide (CO), ozone (O3), particulate matter (PM10), sulfur dioxide (SO2), oxides of nitrogen (NOx), and lead (Pb). As stated previously, Benton County is in attainment for all pollutant standards. Short-term air quality impacts may be expected from heavy equipment pollutant emissions, fugitive dust resulting from the movement of earth for cut and fill, any open burning that may occur on the airport, and the operation of concrete batch plants. Contractors would be required to comply with all local, state, and federal air quality regulations, especially the procedures contained in the Federal Aviation Administration?s Advisory Circular (AC) 150/5370-10A, Standards for Specifying Construction of Airports, which is the FAA guidance to airport sponsors concerning protection of the environment during construction projects. Wetlands Wetlands are basically defined as areas inundated by surface or groundwater, with a frequency sufficient to support vegetation or aquatic life requiring saturated or seasonally saturated soil conditions for growth and reproduction. The US Army Corps of Engineers has been contacted regarding the presence of jurisdictional wetlands that would be impacted by the proposed projects of this Master Plan Update. Presently, this agency has not responded, but any airport development requiring the discharge of dredged or fill material into jurisdictional wetlands will Corvallis Municipal Airport Master Plan E.11 require a Department of the Army permit pursuant to Section 404 of the Clean Water Act. The Oregon Division of State Lands requires a permit if 50 cubic yards or more of material is filled, removed, or altered in wetlands or other state waters. This agency indicates that wetlands are present throughout the general airport area (see letter in Appendix). Before development occurs at the airport, it will be evaluated to determine if a wetlands delineation should be performed to ensure compliance with State and Federal wetland regulations. Historical, Architectural, Archaeological, and Cultural Resources The State Historic Preservation Office indicates that it has no data on the project area since it has never been surveyed for cultural resources (see letter in Appendix). However, the rivers and streams surrounding the airport are all high probability zones for archaeological sites. Therefore, it is recommended that a professional archaeologist conduct a cultural resources survey before airport projects are implemented. Additionally, should construction activities expose buried archeological material, work would stop in that area and both the FAA and the Oregon Historic Preservation Office would be contacted. Threatened and Endangered Species The Endangered Species Act, as amended, requires each Federal agency to insure that any action authorized, funded, or carried out by such agency is not likely to jeopardize the continued existence of any endangered or threatened species, or result in the destruction or adverse modification of habitat of such species. The Oregon Natural Heritage Program conducted a data system search for rare, threatened, and endangered plant and animal records within a two mile radius of the airport. Their data indicates that 28 records are present. The National Marine Fisheries Service indicates that two threatened anadromous fish species under their jurisdiction, the Upper Willamette River steelhead (Oncorhynchus mykiss) and the Upper Willamette River Chinook (Oncorhynchus tshawytscha), may be present in the airport area (see letter in Appendix). The US Fish and Wildlife Service has provided a table of all federally listed threatened and endangered species, as well as candidate species and ?species of concern?, that may occur within Corvallis Municipal Airport (see table in Appendix). Listed threatened or endangered species, not including the fish species listed previously, include: Bald Eagle (Haliaeetus leucocephalus), Fender?s blue butterfly (Icaricia icarioides fenderi), Golden Indian paintbrush (Castilleja levisecta), Willamette daisy (Erigeron decumbens var. decumbens), Howellia (Howellia aquatilis), Bradshaw?s Corvallis Municipal Airport Master Plan E.12 lomatium (Lomatium bradshawii), Kincaid?s lupine (Lupinus sulphureus var. kincaidii), and Nelson?s checkermallow (Sidalcea nelsoniana). Prior to implementation of any airport projects, a biological assessment should be performed to determine if any of the above mentioned species occur at, or in, the vicinity of the impacted area, and if any critical habitat of such species would be impacted. Should a biological assessment determine any impacts to such species or habitat, then appropriate mitigation measures and permits would be coordinated with the Fish and Wildlife Service and the National Marine Fisheries Service. Section 4(f) Property Section 4(f) of the Department of Transportation Act (recodified at 49 USC, Subtitle I, Section 303) provides that no publicly owned park, recreation area, wildlife or waterfowl refuge, or land of a historic site that is of national, state, or local significance will be used, acquired, or affected by programs or projects requiring Federal assistance for implementation. The improvements recommended in this Master Plan Update will not impact such properties. The William L. Finley National Wildlife Refuge, which is located approximately four miles south, is the nearest publicly owned land in the vicinity of the airport. Corvallis Municipal Airport Master Plan F.1 Airport Plans Introduction The plan for the future development of Corvallis Municipal Airport has evolved from an analysis of many considerations. Among these are: aviation demand forecasts and facility requirements; aircraft operational characteristics; environmental considerations; and as characterized in the previously noted statement of goals, the general direction of airport development prescribed by airport management. Forecasts are utilized as a basis for planning; however, facilities are only to be constructed to meet actual demand. Previous chapters have established and quantified the future development needs of the airport. In this chapter, the various elements of the plan are categorically reviewed and detailed in summary and graphic format. A brief written description of the individual elements, represented in the set of Airport Plans for Corvallis Municipal Airport, is accompanied by a graphic description presented in the form of the Airport Layout Plan (ALP), the Airport Airspace Drawings, the Inner Portion of the Approach Surface Drawings, the Terminal Area Plan, the Airport Property Map, and the Land Use Drawing. Airport Layout Plan The Airport Layout Plan (ALP) is a graphic depiction of existing and ultimate airport facilities that will be required to enable the airport to properly accommodate the forecast future demand. In addition, the ALP also provides detailed information on both airport and runway design criteria, which is necessary to define relationships with applicable standards. The following illustration, entitled AIRPORT LAYOUT PLAN, and the following paragraphs describe the major components of the future airport development plan. Corvallis Municipal Airport Master Plan F.2 Figure F1 AIRPORT LAYOUT PLAN (To Be Included) Corvallis Municipal Airport Master Plan F.3 Runway System The airport?s runway configuration will remain structured around two runways. Runway 17/35 will be retained as the airport?s primary runway. Ultimately, Runway 17/35 is programmed to be extended from its existing length of 5,900 feet to a length of 6,950 feet. Runway 17/35 will remain at its existing width of 150 feet. The crosswind runway (Runway 9/27) will be maintained at its existing length and width (3,335? x 75?). Another important consideration related to runway development at Corvallis Municipal Airport is the existing and planned instrument approach system. ? Runway 17 currently has CAT I ILS approach capabilities that will be maintained. The current ILS capabilities will be supplemented with precision GPS capabilities, when available. ? Runway 35 currently has non-precision instrument approach capabilities with a not-lower-than 1 mile visibility minimum. Runway 35 is programmed for improved instrument approach capabilities in the future (not-lower-than ? mile visibility minimum). ? Runway 9 and Runway 27 will continue to be served with visual approach capabilities only. Land Acquisition. In association with runway approach protection zones and approach lighting, two land parcels are recommended for acquisition. The two areas are: ? Runway 17 Relocated Approach Lighting System ? approximately 12 acres (with land owner cooperation, this is likely to be arranged through the acquisition of additional easement rights). ? Runway 35 Runway Protection Zone ? approximately 10 acres of additional easement. The airport should control height of objects and land use within the RPZ areas. This can be accomplished through acquisition of easements; however, the FAA recommends fee simple ownership, where practical. Runway Approach Instrumentation and Lighting. The existing instrument approach capabilities to Runway 17 are to be maintained with the existing approach lighting system and ground based NAVAID system. GPS or ground-based instrument Corvallis Municipal Airport Master Plan F.4 approach capabilities will be utilized to provide improved instrument approach procedures to Runway 35. The Medium Intensity Runway Lights (edge lighting) serving each runway will be maintained. Visual Approach Slope Indicator (VASI) lights serve Runway 17 and Runway 35. Precision Approach Path Indicator (PAPI) lights serve Runway 27. All runway ends are programmed for PAPI lights in the future. Runway End Indicator Lights (REIL) are existing on Runway 35. REILs are recommended for Runways 9 and 27. Runway 17 has an existing approach lighting system (MALSR) that will be retained and relocated when the runway is extended. Runway 35 is programmed for a simplified approach lighting system (ODALS or MALS) in the future Taxiway System The parallel taxiway systems serving Runway 17/35 (Taxiway B) and Runway 9/27 (Taxiway A) will be retained. Taxiway B will be extended to the north to provide a full parallel taxiway on the east side of Runway 17/35. Landside Development As discussed in the previous chapters, the ALP also allocates various development areas for landside facilities. Landside facilities include terminal facilities, aircraft parking aprons, hangars, aircraft maintenance facilities, automobile access and parking, support facilities, etc. A detailed illustration of the landside development proposal is provided in the Terminal Area Plan section of this chapter. As provided on the Airport Layout Plan, proposed landside development includes: Existing and Future Aviation-Use Facilities. This area is located on the east side of the primary runway, and the north side of the crosswind runway. The area will continue to accommodate various types of general aviation storage and maintenance facilities (ranging from small T-hangars to large corporate and FBO hangars), as well as the airport?s commercial passenger facilities, new Aircraft Rescue and Firefighting Facilities, and new Air Cargo Facilities. Airspace Plan The Airport Airspace Drawing is based upon Federal Aviation Regulations (FAR) Part 77, Objects Affecting Navigable Airspace. In order to protect the airport's airspace and approaches from hazards that could affect the safe and efficient operation of Corvallis Municipal Airport Master Plan F.5 aircraft, federal criteria contained in the FAR Part 77 document have been established to provide guidance in controlling the height of objects in the vicinity of airports. FAR Part 77 criteria specify a set of imaginary surfaces, which, when penetrated, identify an object as being an obstruction. The AIRPORT AIRSPACE DRAWINGS, which are illustrated in the following figures, provide plan and profile views depicting these criteria as they specifically relate to Corvallis Municipal Airport. The plan is based on the ultimate planned runway lengths, along with the ultimate planned approaches to each runway end. For Runway 17/35, it is based on larger-than-utility criteria with a precision instrument approach to Runway 17 and a non-precision instrument approach to Runway 35. For Runway 9/27, it is based on larger-than-utility criteria with visual approaches to both runway ends. Inner Portion of the Approach Surface Drawings To provide a more detailed view of the inner portions of the Part 77 imaginary approach surfaces and the Runway Protection Zone (RPZ) areas, the following drawings are provided. An RPZ is trapezoidal in shape, centered about the extended runway centerline and typically begins 200 feet beyond the end of the runway. The RPZs are safety areas within which it is desirable to clear all objects (although some uses are normally acceptable). The size of the RPZ is a function of the design aircraft and the visibility minimums associated with the runway?s instrument approach capabilities. The INNER PORTION OF THE APPROACH SURFACE DRAWINGS, which are depicted in the following illustrations, provide large-scale drawings with both plan and profile delineations. They are intended to facilitate identification of the roadways, utility lines, railroads, structures, and other possible obstructions that may lie within the confines of the inner approach surface area associated with each runway end. As with the AIRPORT AIRSPACE DRAWINGS, the INNER PORTION OF THE APPROACH SURFACE DRAWINGS are based upon the ultimate planned runway length, along with the ultimate planned approaches to each runway. Corvallis Municipal Airport Master Plan F.6 Figure F2 AIRPORT AIRSPACE PLAN (with Runway 9/27 Profile) (To Be Included) Corvallis Municipal Airport Master Plan F.7 Figure F3 AIRPORT AIRSPACE EXTENDED PLAN (To Be Included) Corvallis Municipal Airport Master Plan F.8 Figure F4 AIRPORT AIRSPACE PROFILES (Runway 17/35) (To Be Included) Corvallis Municipal Airport Master Plan F.9 Figure F5 Inner Portion of Approach Surface Drawing ? R/W 17 (Plan View) (To Be Included) Corvallis Municipal Airport Master Plan F.10 Figure F6 Inner Portion of Approach Surface Drawing ? R/W 17 (Profile View) (To Be Included) Corvallis Municipal Airport Master Plan F.11 Figure F7 Inner Portion of Approach Surface Drawing ? R/W 35 (Plan & Profile View) (To Be Included) Corvallis Municipal Airport Master Plan F.12 Figure F8 Inner Portion of Approach Surface Drawing ? R/W 9 & 27 (Plan & Profile View) (To Be Included) Corvallis Municipal Airport Master Plan F.13 Terminal Area Plan The following illustration, entitled TERMINAL AREA PLAN, presents a detailed view of the most intensely developed landside use area on the airport. Landside Facilities Terminal Building. The existing commercial passenger terminal facilities at Corvallis Municipal Airport are located within the large FBO hangar (Bertea Hangar). Because it is expected that the Bertea Hangar structure will reach its useful life in the next few years and will not be able to be economically maintained, it is programmed to be removed. The new passenger terminal building is programmed to be built adjacent to the main aircraft parking ramp, in the area that is currently being used for automobile parking south of the Bertea Hangar. When the terminal building is constructed, automobile parking and access improvements will also take place. Aircraft Rescue and Fire Fighting (ARFF) Facility. Currently, there are no fire fighting facilities located on airport property. A new ARFF facility is to be built adjacent to Taxiway A, in the area west of the main aircraft parking ramp. Air Traffic Control Tower. An additional task identified during the alternative discussion for this master planning effort was the need to spot potential sites for a new air traffic control tower (ATCT). The siting requirements for an ATCT facility are stringent with regard to sight lines to the aircraft operating surfaces, height of structure, and direction of view. Because of this, there are very few appropriate sites available. It is preferable to minimize the need for ATCT personnel to look into the sun; therefore, a site on the south side of airport property would be best. Because of the undeveloped nature of the south side of the airport and its topographic flatness, it appears that an ATCT facility could be programmed in the area south of Runway 9/27 and east of Runway 17/35. Aircraft Storage and Maintenance Faculties. These facilities are to be located within the aviation-use development area east, west, and north of the Bertea Hangar. The area to the north of the Bertea Hangar will be primarily dedicated to smaller general aviation storage needs (T-hangars and executive hangars), while the areas to the east and west will be used for larger general aviation uses (FBO hangars, maintenance hangars, corporate hangars, etc.). Taxiway access improvements are also programmed in conjunction with the development of new general aviation facilities. Individual roadway access and automobile parking needs will be addressed with specific hangar development plans. Corvallis Municipal Airport Master Plan F.14 Corvallis Municipal Airport Master Plan F.15 Figure F9 Terminal Area Plan (To Be Included) Corvallis Municipal Airport Master Plan F.16 Land Use Plan The LAND USE DRAWING, presented in the following figure, depicts existing and recommended use of all land within the ultimate airport property line and in the vicinity of the airport (including the area contained in the future 65 DNL noise contour). The purpose of the Land Use Drawing is to provide airport management a plan for leasing revenue-producing areas on the airport. It also provides guidance to local authorities for establishing appropriate land use zoning in the vicinity of the airport. Airport Property Map The AIRPORT PROPERTY MAP (Exhibit A), which is presented in the following illustration, indicates how various tracts of land within the airport boundaries were acquired (e.g., Federal funds, surplus property, local funds, etc.). The purpose of the Airport Property Map is to provide information for analyzing the current and future aeronautical use of land acquired with Federal funds. Corvallis Municipal Airport Master Plan F.17 Figure F10 Land Use Plan (To Be Included) Corvallis Municipal Airport Master Plan F.18 Figure F11 Airport Property Map (To Be Included) Corvallis Municipal Airport Master Plan G.1 Implementation Program Introduction The improvements necessary to efficiently accommodate the forecast aviation demands for Corvallis Municipal Airport have been placed into three phases: phase one (0-5 years), phase two (6-10 years), and phase three (11-20 years). The proposed improvements are illustrated graphically by time period on the PHASING PLAN (see Figure G1), along with the project cost estimates that are presented on the following pages. Implementation Schedule and Project List A list of capital improvement projects has been assembled from the facility requirements documentation previously presented. The project list has been coordinated with the Airport Layout Plan drawing set and the Capital Improvement Program that is continuously updated by airport management and the Federal Aviation Administration. The projects for the first five years are listed in priority order by year. In second and third phases (years 6-20), the projects are listed in priority order without year designators. It is anticipated that the project phasing will change as local and federal priorities evolve. Phasing Plan To supplement the project list and project cost estimates, an illustration will be prepared. This graphic, entitled PHASING PLAN, will indicate the suggested phasing for improvement projects throughout the twenty-year planning period. These are suggested schedules and variance from them may be necessary, especially during the latter time periods. Attention has been given to the first five years because the projects outlined in this time frame include many critical improvements. The demand for certain facilities, especially in the latter time frame, and the economic feasibility of their development, are to be the prime factors influencing the timing of individual project construction. Care must be taken to provide for adequate Corvallis Municipal Airport Master Plan G.2 lead-time for detailed planning and construction of facilities in order to meet aviation demands. It is also important to minimize the disruptive scheduling where a portion of the facility may become inoperative due to construction and to prevent extra costs resulting from improper project scheduling. Cost Estimates Cost estimates for individual projects, based on current dollars, have been prepared for improvements that have been identified as necessary during the twenty-year planning period. Facility costs have been formulated using unit prices extended by the size of the particular facility and tempered with specific considerations related to the region, the airport, and the development site. That being said, these estimates are intended to be used for planning purposes only and should not be construed as construction cost estimates, which can only be compiled following the preparation of detailed design documentation. Capital Improvement Program (CIP) To assist in preparation of the Capital Improvement Program which the City of Corvallis keeps on file and up to date with the FAA, the first phase of the project/ cost list, PHASE I (0 - 5 YEARS) DEVELOPMENT PLAN PROJECTS, has been organized by year, in a format similar to that used by the FAA. The projects, phasing, and costs presented in this Master Plan Update are the best projections that can be made at the time of formulation. The purpose of the project list, phasing, and costs listed here is to provide a reasonable projection of capital needs, which can then be utilized in local and federal financial programming. In reality, as soon as this long- range planning document is published, the project list starts to be out of date and; therefore, it will always differ to some degree with the airport?s 5-year CIP on file with the FAA. Financial Plan Funding sources for the capital improvement program depend on many factors, including Airport Improvement Program (AIP) project eligibility, the ultimate type and use of facilities to be developed, debt capacity of the Airport, the availability of other financing sources, and the priorities for scheduling project completion. For planning purposes, assumptions were made related to the funding source of each capital improvement. The project costs provided in the Development Plan Project tables are identified with likely funding sources. Corvallis Municipal Airport Master Plan G.3 Sources of Capital Funding AIP Entitlement Grants. The Airport Improvement Program provides passenger and cargo entitlement grants for eligible Airport projects. Entitlement funding that airports receive is based on a formula using the airport?s passenger enplanements and cargo weight, which is reported two years prior to the current grant year, with a minimum amount for primary commercial service airports of $650,000 in 2000 and $1,000,000 per year beginning in fiscal 2001. The FAA evaluates airport grant requests using a published priority ranking system that is weighted toward safety, airfield pavement and airfield capacity projects, although other non-airfield projects, such as terminal buildings and main access/entrance roads, are also eligible. Within the entitlement amount granted, up to 90% of eligible project costs are funded with the remaining 10% provided from other non-federal, local airport sources. Corvallis Municipal Airport will be eligible to receive AIP entitlement grants if commercial passenger service can be established on a regular basis. AIP Discretionary Grants. The FAA also provides discretionary grants (on a 90%/10% basis), over and above entitlement funding, to airports for projects that have a high federal priority for enhancing safety, security and capacity of the airport, and would be difficult to fund otherwise. The amount that individual grants vary can be significant in comparison to entitlements and are awarded at the FAA's total discretion. Discretionary grant applications are evaluated based on need, the FAA's project priority ranking system, and the FAA's assessment of a project's significance within the national airport and airway system. FAA Facilities & Equipment Funds. Within the FAA's budget appropriation, funding is available in the Facilities and Equipment (F&E) Fund to purchase navigational aids and air safety-related technical equipment for use at commercial service airports in the national airport system. F&E funds are provided on a discretionary basis by the FAA. Private Third Party Financing. Many airports use private third party financing when the planned improvements will be primarily used by a private business or other organization. Such projects are not ordinarily eligible for federal funding. Projects of this kind typically include hangars, FBO facilities, fuel storage, air cargo facilities, exclusive aircraft parking aprons, industrial development areas, non- aviation commercial areas, and various other projects. Airport Revenues. It is assumed that airport revenues over and above that utilized to cover airport expenses, will be the primary source of the ?local? capital improvement dollars. Corvallis Municipal Airport Master Plan G.4 State Grants. The State of Oregon provides some grant money for airport projects; however, these funds are primarily intended to provide assistance on pavement ?maintenance? oriented projects, such as crack seals and marking. Corvallis Municipal Airport Master Plan G.5 Corvallis Municipal Airport Master Plan G.6 Corvallis Municipal Airport Master Plan G.7 Corvallis Municipal Airport Master Plan G.8 Figure G1 PHASING PLAN (TO BE INCLUDED) Table G1 PHASE I (0-5 YEARS) DEVELOPMENT PLAN PROJECTS Corvallis Municipal Airport Master Plan Update Total Recommended Financing Method Project Description Note Costs Local a) State Federal c) Year 1 (FY 01/02) A.1 Construct TW/Apron Pavement in Hangar Dev. Area $184,000.00 $18,400.00 $0.00 $165,600.00 A.2 Construct Corporate/Executive Hangars (1@80' x 100' & 33,000 SF Helicopter Hangar) b) $0.00 $0.00 $0.00 $0.00 YEAR 1 TOTAL $184,000.00 $18,400.00 $0.00 $165,600.00 Year 2 (FY 02/03) A.3 Extend TW B To the North - From TW B-1 to TW A $1,515,000.00 $151,500.00 $0.00 $1,363,500.00 A.4 Construct Runup Area - West End of TW A $350,000.00 $35,000.00 $0.00 $315,000.00 A.5 Install MITL TW B & New Signs RW 17/35 $1,210,000.00 $121,000.00 $0.00 $1,089,000.00 A.6 Construct 250' x 250' Aircraft Parking Apron $640,000.00 $64,000.00 $576,000.00 YEAR 2 TOTAL $3,715,000.00 $371,500.00 $0.00 $3,343,500.00 Year 3 (FY 03/04) A.7 Construct 400' Stopway on the North End of Runway 17/35 d) $925,000.00 $771,750.00 $85,750.00 $67,500.00 A.8 Runway 17/35 Pavement Rehabilitation $3,180,000.00 $318,000.00 $0.00 $2,862,000.00 A.9 Phase I Perimeter Fence Improvement (6,000 lf) $205,000.00 $20,500.00 $0.00 $184,500.00 A.10 Storm Sewer System Improvements - Phase I $260,000.00 $260,000.00 $0.00 $0.00 A.11 Airport Road Improvements - HW 99 to RR Tracks $200,000.00 $200,000.00 $0.00 $0.00 A.12 Construct TW/Apron Pavement in Hangar Dev. Area $270,000.00 $27,000.00 $0.00 $243,000.00 A.13 Construct T-hangars (10-12 units) $400,000.00 $400,000.00 $0.00 $0.00 A.14 Construct Corporate/Executive Hangars (2 units) b) $0.00 $0.00 $0.00 $0.00 A.15 Environmental Assessment/Cat-Ex Work $50,000.00 $5,000.00 $0.00 $45,000.00 YEAR 3 TOTAL $5,490,000.00 $2,002,250.00 $85,750.00 $3,402,000.00 Year 4 (FY 04/05) A.16 Construct ARFF Facility e) $1,800,000.00 $180,000.00 $0.00 $1,620,000.00 A.17 Construct ARFF Access Road $550,000.00 $550,000.00 $0.00 $0.00 A.18 Phase II Perimeter Fence Improvement (6,000 lf) $210,000.00 $21,000.00 $0.00 $189,000.00 A.19 Storm Sewer Improvements Phase II $260,000.00 $260,000.00 $0.00 $0.00 A.20 Phase III Perimeter Fence Improvement (6,000 lf) $210,000.00 $21,000.00 $0.00 $189,000.00 YEAR 4 TOTAL $3,030,000.00 $1,032,000.00 $0.00 $1,998,000.00 Year 5 (FY 05/06) A.21 Storm Sewer Improvements Phase III $385,000.00 $385,000.00 $0.00 $0.00 A.22 Construct New Terminal Building w/Access & Parking f) $1,380,000.00 $690,000.00 $0.00 $690,000.00 A.23 Construct TW/Apron Pavement in Hangar Dev. Area $220,000.00 $22,000.00 $0.00 $198,000.00 A.24 Construct T-hangars (10-12 units) $400,000.00 $400,000.00 $0.00 $0.00 A.25 Construct Corporate/Executive Hangars b) $0.00 $0.00 $0.00 $0.00 YEAR 5 TOTAL $2,385,000.00 $1,497,000.00 $0.00 $888,000.00 Sub-Total/Phase I $14,804,000.00 $4,921,150.00 $85,750.00 $9,797,100.00 Notes Cost estimates, based upon 2001 data, are intended for preliminary planning purposes and do not reflect a detailed engineering evaluation. a) Local Funding - Private, current revenues, cash reserves, bonds, etc. b) Third Party Funding - No Costs Listed c) FAA AIP (Airport Improvement Program) - Unless Otherwise Noted d) Federal share = 90% of cost of 150' x 150' blast pad; state share = 10% of remainder e) Only constructed if necessary to meet 14CFR Part 129 requirement. f) Only constructed if airport attains primary commercial service status. g) Specific justification required to receive AIP funding. Table G2 PHASE II (6-10 YEARS) DEVELOPMENT PLAN PROJECTS Corvallis Municipal Airport Master Plan Update Total Recommended Financing Method Project Description Note Costs Local a) State Federal c) B.1 Hangar Area Taxiway Improvements, Raze Large Hangar $1,140,000.00 $114,000.00 $0.00 $1,026,000.00 B.2 Construct New FBO Apron $370,000.00 $37,000.00 $0.00 $333,000.00 B.3 Construct New FBO Hangar w/Access & Parking b) $0.00 $1.00 B.4 Construct Air Freight Building w/Parking & Access b) $0.00 $0.00 $0.00 $0.00 B.5 Remediate Abandoned Fuel Line (17,000 lf) $120,000.00 $12,000.00 $0.00 $108,000.00 B.6 Relocate Fuel Storage Facility b) $50,000.00 $50,000.00 $0.00 $0.00 B.7 Environmental Assessment/Cat-Ex Work $50,000.00 $5,000.00 $0.00 $45,000.00 B.8 Airfield Pavement Rehab ($50,000/year) $250,000.00 $25,000.00 $0.00 $225,000.00 B.9 Construct TW/Apron Pavement in Hangar Dev. Area $280,000.00 $28,000.00 $0.00 $252,000.00 B.10 Construct T-hangars (10-12 units) $400,000.00 $400,000.00 $0.00 $0.00 B.11 Construct Corporate/Executive Hangars (4 units) b) $0.00 $0.00 $0.00 $0.00 B.12 Extend RW 17/35 750' to the North - (includes conversion of 400' stopway to full use, w/relocation of GS & MALSR) $2,010,000.00 $201,000.00 $0.00 $1,809,000.00 B.13 Extend TW B From TW A North to the New North End of Runway 17/35 $840,000.00 $84,000.00 $0.00 $756,000.00 B.14 Terminal Building Expansion w/Parking $2,500,000.00 $1,250,000.00 $0.00 $1,250,000.00 Sub-Total/Phase II $8,010,000.00 $2,206,001.00 $0.00 $5,804,000.00 Notes Cost estimates, based upon 2001 data, are intended for preliminary planning purposes and do not reflect a detailed engineering evaluation. a) Local Funding - Private, current revenues, cash reserves, bonds, etc. b) Third Party Funding - No Costs Listed c) FAA AIP (Airport Improvement Program) - Unless Otherwise Noted d) Federal share = 90% of cost of 150' x 150' blast pad; state share = 10% of remainder e) Only constructed if necessary to meet 14CFR Part 129 requirement. f) Only constructed if airport attains primary commercial service status. g) Specific justification required to receive AIP funding. Table G3 PHASE III (11-20 YEARS) DEVELOPMENT PLAN PROJECTS Corvallis Municipal Airport Master Plan Update Total Recommended Financing Method Project Description Note Costs Local a) State Federal c) C.1 Airfield Pavement Rehab ($50,000/year) $500,000.00 $50,000.00 $0.00 $450,000.00 C.2 Environmental Assessment/Cat-Ex Work $50,000.00 $5,000.00 $0.00 $45,000.00 C.3 Construct TW/Apron Pavement in Hangar Dev. Area $340,000.00 $34,000.00 $0.00 $306,000.00 C.4 Construct T-hangars (6 large units) $400,000.00 $400,000.00 $0.00 $0.00 C.5 Construct Corporate/Executive Hangars (3 units) b) $0.00 $0.00 $0.00 $0.00 C.6 Acquire Easement for South RPZ - Extended Runway $0.00 $0.00 $0.00 $0.00 C.7 Extend RW17/35 and TW B 300 Feet to the South g) $1,200,000.00 $120,000.00 $0.00 $1,080,000.00 C.8 Construct 1,600 1f Watermain Improvement $410,000.00 $410,000.00 $0.00 $0.00 Sub-Total/Phase III $2,900,000.00 $1,019,000.00 $0.00 $1,881,000.00 GRAND TOTALS $25,714,000.00 $8,146,151.00 $85,750.00 $17,482,100.00 Notes Cost estimates, based upon 2001 data, are intended for preliminary planning purposes and do not reflect a detailed engineering evaluation. a) Local Funding - Private, current revenues, cash reserves, bonds, etc. b) Third Party Funding - No Costs Listed c) FAA AIP (Airport Improvement Program) - Unless Otherwise Noted d) Federal share = 90% of cost of 150' x 150' blast pad; state share = 10% of remainder e) Only constructed if necessary to meet 14CFR Part 129 requirement. f) Only constructed if airport attains primary commercial service status. g) Specific justification required to receive AIP funding. CORVALLIS CITY COUNCIL CORVALLIS NOTICE OF DISPOSITION ENHANCING COMMUNII LIVABILIT ORDER 2001 87 CASE Airport Master Plan CPAO100002 TOPIC Approval of an application for a Comprehensive Plan Amendment to allow for the adoption of an updated Airport Master Plan Adoption of the Airport Master Plan amends Chapter 7 of the Transportation Plan which is adopted as a supporting document for Chapter 11 of the Comprehensive Plan SITE LOCATION The subject plan contains policies that relate to an area that is located west of Hwy 99 south of Airport Avenue and southeast of the Marys River APPLICANT City of Corvallis Public Works Dept P Box 1083 Corvallis OR 97339 OWNER City of Corvallis P Box 1083 Corvallis OR 97339 The Corvallis City Council conducted a review of the application as outlined above on September 4 2001 The Council voted to APPROVE the Comprehensive Plan Amendment to allow for the adoption of an updated Airport Master Plan The Council adopted Ordinance 200113 Exhibit A The proposal staff report hearing minutes and findings and conclusions may be reviewed at the Community Development Department Planning Division City Hall 501 SW Madison Avenue If you wish to appeal this decision an appeal must be filed with the State Land Use Board of Appeals within 21 days from the date of the decision Mayor Hel Berg City of C is Signed this day of September 2001 Attachments ORDINANCE 2001 3 AN ORDINANCE relating to a Comprehensive Plan Amendment modifying Ordinance 9853 as amended Whereas the Planning Commission after holding a duly advertised public hearing has forwarded its recommendation to the City Council concerning a request for a Comprehensive Plan Amendment to include the updatedAirport Master Plan as a supporting document to the Comprehensive Plan This Master Plan pertains to approximately 1 acres south of west of Highway 99W south of Airport Avenue and southeast of Marys River Whereas after proper legal notice a public hearing before the City Council concerning the proposedchange was held on September4 2001 and interested persons and the general public were given an opportunity to be heard and Whereas the City Council held deliberations concerning the proposed change on September 4 2001 and the Council has reviewed the recommendations of the Planning Commission and staff NOW THEREFORE THE CITY OF CORVALLIS ORDAINS AS FOLLOWS Section 1 The findings of fact prepared by staff and contained in Exhibit A which consist of the complete staff report to the City Council dated August 24 2001 including attachments and minutes of the September 4 2001 public hearing in support of the request are by reference incorporated herein and are hereby adopted by the City Council Section 2 The City Council finds that the proponents have borne their burden of proof and therefore the Comprehensive Plan is amended such that the updated Airport Master Plan is recognized as a supporting document to the Comprehensive Plan PASSED by the Council this 4th Day of September 2001 APPROVED by the Mayor this 4th Day of September 2001 Effective this 14th Day of September 2001 ATTEST C i mad final Ordinance Airpo Masier Plan CPA0 Airport Master Plan CPA01 Kiger Island Dr Marys River Airport Ave Corvallis Municipal I Aiport I Hwy 99