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HomeMy WebLinkAbout1996-11-12; City Council; 13901; APPROVAL OF AGREEMENT FOR AIRPORT FIREFIGHTING PERSONNELi - '* u fi a, aJ* Mm .ti aJcd cu UaJ a bo FIN -ti 0 ?lH 0 kcn aaJ 5 Wn cbrl 25 F: n d -E co ma la, \om mu OCJ G OG -4 0 u Ti Iu zG 40 00 mcn aJ Fr;a a aa aJ uo au aa 0 aa, m 7-l .rl -4 P UaJ Om vcd \D \ 6\ Y CJ 4 \ 4 z 4 2 t; a 6 8 2 3 #Y OF CARLSBAD - A- -. A BILL dyrj-~ AB # /3! qD/ TITLE: APPROVAL OF AGREEMENT FOR DEP~ MTG, 11/12196 AIRPORT FIREFIGHTING PERSONNEL CITY DEPT. FIR CITY RECOMMENDED ACTION: Adopt Resolution No. 96 ~38Y , approving an agreement for firefighting personnel at Mc Clel Palomar Airport between the City of Carlsbad and the County of San Diego. ITEM EXPLANATION: In December of this year, American Eagle Airlines will upgrade its commuter service to and from Paloi Airport by changing from a 19 to a 34 passenger aircraft. This increase in passenger capacity of the a cause the airport to become certificated under Federal Aviation Administration regulations. Among ' requirements for certification are those which address aircraft rescue firefighting (ARFF). F.A.A. Part 139 Regulations, Certification and Operations: Land Airports Serving Certain Air Carrier! specific requirements for: The agreement proposes that the single required ARFF apparatus be staffed by Carlsbad Fire Dep: personnel. This will require that one firefighter be assigned to the airport for 17 hours each day dur reimbursed by the county. All apparatus and equipment is being furnished by the county. On-duty currently under way to meet the F.A.A. requirements. The term of this agreement is month to month, beginning December 1, 1996, and ending June 30, During the term of the contract, both the county and the fire department will be working toward a mc permanent, cost-effective approach to providing the required services. The fire department will continue to provide all emergency response services currently associated v airport. The staffed unit on the airport will enhance these services. FISCAL IMPACT: Under the terms of the contract the county will reimburse the city for the actual cost of providing the personnel, plus a 10 percent administrative charge. The administrative charge is based upon admii costs associated with scheduling and invoicing. EXH I BITS: Response time of ARFF apparatus. The type and quantity of extinguishing agent carried on the apparatus. Training of personnel staffing the ARFF apparatus. term of the contract. The assigned position will be filled by off duty personnel. The city costs will be 1. Resolution No. 9b-384 approving agreement for firefighting personnel at Mc Clellan-P Airport 2. Agreement for Firefighting Personnel I 1 2 3 4 5 ‘ 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 a 81) RESOLUTION NO. 96-384 A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF CARLSBAD, CALIFORNIA, APPROVING AN AGREEMENT FOR AIRCRAFT RESCUE FIREFIGHTING PERSONNI BETWEE N THE CITY AND THE COU NTY OF SAN OIEGO COU NTY WHEREAS, Aircraft Rescue Firefighting capability at Mc Clellan-Palomar Airport must be enhanced to conform to the Index A requirements contained in Federal Aviation Regulations, P “Certification and Ooe rations: Land Airports Se rvina Certa in Air Carriers”, and WHEREAS, the City and the County find that it would be mutually beneficial for the City provide personnel to perform aircraft rescue firefighting services at Mc Clellan-Palomar Airport, i WHEREAS, it has been determined that it is in the best interests of the City and the Co enter into the agreement attached hereto. NOW, THEREFORE, BE IT RESOLVED by the City Council of the City of Carlsbad, Cal follows: 1. 2. attached hereto, is adopted. That the above recitations are true and correct. That the Agreement for Aircraft Rescue Firefighting Personnel at Mc Clellan-Palomar 1 PASSSED, APPROVED AND ADOPTED at a regular meeting of the City Council of th Carlsbad, California, on the 12th , day of November , 1996, by the i vote, to wit: AYES: Council Members Lewis, Nygaard, Hall and Finnila NOES: None ABSENT: Council Member Kulchin ATTEST : ALETHA L. RAUTENKRANZ, City Clerk (SEAL) I [v)'l!;a*{ c' ,t><''; 1. 67 -_-I___ zX&h.& - ---- - (-$(gQ..eg &--I- . Auditor-Controller Approval: SEE FISCAL CERTIFICATION 0 dl) Section A SPECIAL TERMS AND CONDITIONS ADMINISTRATION. County Contracting Officer. The Purchasing and Contracting Director is designated as the Contracting Officer a is the only County official authorized to make any changes to this Agreement County’s Administrator. The county has designated the following individual as the Contracting Officers Technical Representative (COTR). COTR is also called the County’s Administrator: Timothy Walsh, Deputy Director Department of Public Works Airports Division, MS-0332 1960 Joe Crossan Dr. El Cajon, CA 92020 (619) 596-3902 COTR may represent County in matters pertaining to services rendered pursuant to this Agreement and may administer the Agreement on behalf of the County. The COTR will chair progress meetings and will coordinate tl County’s activity with the Contractor when necessary. COTR is designated to approve Contractor invoices for payment, audit and inspect records, inspect Contractor Services, and provide other technical guidance as required T County’s Administrator is not authorized to change terms and conditions of the Contract. Changes in the scope oi work or total contract amount, will be made only by the Contracting Officer issuing a properly executed amendme Contractor’s Administrator. Contractor has designated the following individual as the Contractor’s Administrator: Dennis Van Der Maaten, Fire Chief City of Carlsbad 2560 Orion Way Carlsbad, CA 92008 (619) 931-2141 TERMS OF AGREEMENT. The term of this Agreement shall begin December 1, 1996 and continue througt and including June 30,1997 during which time Contractor shall perform the services specified herein. COMPENSATION. County agrees to pay Contractor a total sum not to exceed Ninety Eight Thousand Nir Hundred Eighty Five Dollars ($98,985) for services performed during December I, 1996 through June 31 1997, the full term and in accordance with this Agreement. METHOD OF PAYMENT. Contractor shall, submit an invoice(s) or claims(s) to County’s Administrator. Invoice(s) or claim(s) will be submitted monthly or, upon approval of the County’s Administrator, quarterly. Invoices or Claims shall be accompanied by all reports completed within the period of the invoice or claim and as ( the invoice or claim date and as outlined in Section C, “Statement of Work”. NOTICE. Any notice or notices required or permitted to be given pursuant to this Agreement may be personally served on the other party by the party giving such notice, or may be served by certified mail, postage prepaid, retur receipt requested, to the Officials cited in Clause 1, “Administration,” above, for Contractor at the address cited on the Agreement form, and for County at the address cited in Clause 1 above. DEFINITIONS. “Agreement” shall mean this County contract. “County” shall mean the County of San Diego, California. “Contractor” shall mean the Contractor specified on the Agreement form and with whom the County has contractec to provide the services described herein. 2 - m “Terms and Conditions” shall mean the requirements specified by this Agreement, “Provisions” shall mean requirements specified by the Contractor’s Manual and shall mean the same as “Terms anc Conditions.” “Claims” and “Invoices” shall have the same meaning. 3 - - SECTION B STANDARD TERMS AND CONDITIONS TABLE OF CONTENTS INDEPENDENT CONTRACTOR 4 CONTRACTOR’S INTEREST 5 5 RECORDS AND REPORTS 6 CONTRACT TYPE, INVOICES, AND PAYMENT 6 AVAILABILITY OF FUNDS, CHANGES, TERMINATION 7 COMPLIANCE WITH LAW, REGULATION, AND BOARD POLICY 1. INDEPENDENT CONTRACTOR 1.1 INDEPENDENT CONTRACTOR Contractor is, for all purposes arising out of this Agreement, independent contractor, and neither contractor nor Contractor’s employees shall in any event be entitl to any benefits to which County employees are entitled, including, but not limited to, overtime, a retirement benefits, worker’s compensation benefits, and injury leave or other leave benefits. CONTRACTOR’S EMPLOYEES AND EQUIPMENT. Contractor agrees that Contractor has secm or shall secure at Contractor’s own expense all persons, employees and equipment required to perfor the services required, except that equipment and supplies that are identified in Section C Statement Work. All such services shall be performed by Contractor, or under Contractor’s supervision, by perso authorized by law to perform such services. If any arrangement is made whereby employees of Coun are used by Contractor and are subject to Contractor’s supervision and control, they shall, while engag in such work be considered for all purposes, as employees, servants, or agents of the Contractor and n the County, irrespective of the party paying them. RESPONSIBILITY FOR EQUIPMENT. Contractor shall be responsible for damage consequent to h misuse or negligent use of any equipment. County shall be responsible for damage consequent to tl failure of any equipment. Equipment includes, but is not limited to, fire suppression vehicle, fire safe equipment, material, tools, or other things. Contractor shall repair or replace, at Contractor’s expens all County equipment or fixed assets that are damaged or lost as a result of contractor negligence. NONEXPENDABLE PROPERTY ACQUISITION. County retains title to all nonexpendable proper which Contractor may acquire with the funds from this Agreement, including property acquired by lea purchase agreement. Contractor may not expend funds under this Agreement for the acquisition nonexpendable property having a unit cost of $1,000 or more and a normal life expectancy of more th; one year without the prior written approval of the COTR. Contractor shall maintain an inventory of i non-expendable equipment. 1.2 1.3 1.4 1.5 RIGHT TO ACQUIRE EQUIPMENT AND SERVICES. Nothing in this agreement shall prohibit tl County from acquiring the same type or equivalent equipment andlor services from other sources, whe deemed by the County to be in its best interest. HOLD HARMLESS. The Contractor agrees to fully indemnify, defend, and hold harmless the Counl against any and all loss, damage, liability, claim, demand, suit or cause of action resulting from injm or harm to any person or property arising out of or in any way connected with the performance of WOI under this Agreement, excepting only such injury or harm as may be caused solely and exclusively 1: the fault or negligence of the County. 1.6 4 m I, 3.7 CONFORMANCE WITH RULES AND REGULATIONS. Contractor Shall be in conformity v Federal, State, County, and local rules and regulations, current and hereinafter enacted, including faci and professional licensing andlor certification laws and keep in effect any and all licenses, perm notices, and certificates as are required. Contractor shall further comply with all laws applicable occupational safety, and to fire safety, health and sanitation. 3.8 ORAL REPRESENTATION. This document and its Sections and references incorporated herein fi express all understanding of the parties concerning the matters covered herein. No addition to or alteral of the terms of this Agreement and no verbal understanding of the parties, and of officers, agents. employees, shall be valid unless made in the form of a written amendment to this Agreement. SEVERABILITY. Should any part of this agreement be held to be invalid by a court of compet jurisdiction, the remainder of the agreement shall be considered as the whole agreement and be binding the contracting parties. CALIFORNIA LAW. This Agreement shall be construed and interpreted according to the laws regulations of the State of California. 3.9 3.10 4. RECORDS. REPORTS AND STUDIES 4.1 PERSONNEL RECORDS. Contractor shall maintain within San Diego County adequate person record, payroll records, personnel files, and personnel policies and procedures. Employee time attendancerecords shall show the hours and dates worked and shall be signed and approved by both employee and his or her immediate supervisor. Payroll and personnel records shall reflect employee’s ( of hire, job title, authorized salary or rate of pay, payroll deduction data, and leave time earned and take 5. CONTRACT TYPE. INVOICES, AND PAYMENT 5.1 CONTRACT TYPE. This agreement shall be COST REIMBURSEMENT 5.1.1 LABOR COSTS. All labor and material shall be reimbursed at cost plus the overhead rate that has been agreed to and approved in the attached budget. 5.2 INVOICES OR CLAIMS AND PAYMENT 5.2.1 A copy of Invoices(s) shall be addressed to: County Auditor and Controller 1600 Pacific Highway Room 306 San Diego, CA 92101 5.2.2 5.2.3 Invoices shall be accompanied with receipts and documentation as appropriate. PAYMENT. The County is precluded from making payments prior to receipt of servicl or supplies (advance payments). Payment shall be NET 30 days from receipt and approval of invoice. 5.3 CONDITIONS PREREQUISITE TO PAYMENTS. Agreement, County may elect not to make a particular payment on the Agreement if: UNAUTHORIZED ACTIONS BY CONTRACTOR. Contractor shall have taken any action pertain to this Agreement whch required County approval, without having first received said approval. WITHHOLDING OF PAYMENT. County may withhold payment until reports required under t Agreement are received and approved by County. County may also withhold payment if, in Cou opinion, Contractor is in noncompliance with this Agreement. Notwithstanding any other provision of t 5.4 5.5 6 0 m 5.6 DISALLOWANCE, In the event Contractor claims and receives payment from County for a service, reimbursement for which is later disallowed by the County, Contractor shall promptly refund the disallowed amount to County on request. 6. AVAILABILITY OF FUNDS. CHANGES, AND TERMINATION 6.1 CHANGES. The Contracting Officer may at any time, by written order, make changes within gent scope of this contract in the definition of services to be performed, and the time (Le., hours of the c days of the week, etc.) and place of performance thereof. Such changes, including any increase or dm in the amount of Contractor’s compensation which are mutually agreed upon by and between County Contractor, shall be effective when incorporated in written amendments to this Agreement. 6.2 TERMINATION OF FOR CAUSE. Upon breach of this Agreement, either party shall have the righi terminate this Agreement, by giving written notice of such termination and specifying the effective I thereof, at least ten (10) days before the effective date of such termination. Prior to the written notict termination, written notice specifying the reasons for default and giving the Contractor 20 calendar d to cure the specified default shall be provided. 7 m m SECTION C STATEMENT OF WORK SPECIFICATIONS AND INFORMATION FOR AIRCRAFT RESCUE AND FIRE FIGHTING SERVICES AT MCCLELLAN-PALOMAR AIRPORT GENERAL AIRPORT FIRE FIGHTING CONCEPT The County of San Diego intends to enter into a service agreement that will best provide firefighting and security services at the McClellan-Palomar county airport. These services must be consistent with all applicable Federal, State, County and City rules and regulations, and the specific needs and standard operating procedures of McClellan-Palomar airport. Initial "Certification" of McClellan-Palomar airport under Federal Aviation Regulation (FAR) Part 139 is schedule1 for December 1996. FAR Part 139 "Certification and Operations: Land Airports Serving Certain Air Carriers", as amended, and together with supporting Federal Aviation Advisory Circulars (AC) is the governing document for airport fire fighting. FAR Part 107 is the governing document for airport security . TERMS OF AGREEMENT This Agreement commences on November 11, 1996, and will conclude on June 30, 1997. The Aviation Firefighte eventsloperations on the airport. When this aviation firefighter position becomes functional on the airport, a two year contract term may be initiated. Specific pay rates are outlined in the pay provisions section of this agreement. Aircraft Fire Fighting services are required to support specific passenger carrying aircraft operations on the airfield. Current arrangements with the air carriers providing services at McClellan-Palomar indicate these carriers intend to provide services well into the future. Should the air carriers elect to discontinue air services at Palomar airport, specifically should the passenger carrying aircraft - that requires a firefighting presence discontinue services, this agreement would be terminated at the time of that discontinuance. RESPONSIBILITIES OF THE COUNTY AND THE CITY McClellan-Palomar airport under certification as a FAR Part 139 airport is required to maintain specified minimum levels and response capabilities of Aircraft Rescue and Fire Fighting (ARFF) services. The minimum levels of ARFF service are required during the hours of air carrier operations. The airport is responsible for ARFF service status and must inform the FAA and air carriers of any non-availability periods. Upon ARFF non-availability notification the air carrier will not operate at the airport. The security posture at a FAR Part 139 airport is of great importance to the safety and security of the traveling public, as well as other tenants on the airport. On duty ARFF personnel will be responsible to understand and uphold the level of security that is set during their shift. Airport management will keep duty personnel aware of thl current security status. Specific security levels are outlined in FAR Pans 107 (Airport Security) and 108 (Airline Security); measures are implemented in accordance with the mort Security Manual. Additionally, Law Enforcement Officer (LEO) support is available to the security structure at the airport. A. COUNTY position is an entry level position and will be utilized in that capacity for firefighting and related aviation McClellan-Palomar Airport is in the Auports Division, of the department of Public Works, with the County of San Diego. ARFF and security services are assigned to the Airports Division and function under the general supervision of the Airport Manager. ResDonsibilities: 8 I 0 m 1. The responsibility for the quick response ARFF function is delegated to the on duty firefighter by the Airport Manager who determines the Anport ARFF and related emergency planning requirements. Supervision and implementation of the ARFF operating agreement providing guidance and direction to the cognizant Fire Chief with additional coordination and direction on operationally immediate matters accomplished directly with the duty shift. Provide the basic firefighting vehicle to meet the FAR Part 139, Index A standard. A dual rear wheeled 15,000 Ib. GVW flatbed truck with a cabin controls/turret operation and flatbed installed "twin-agent'' skid unit. Provide FAA required hand tools, ancillary equipment (hoses, nozzles, spare nitrogen bottles, air ground radio, light and siren options, protective equipment for ARFF personnel, etc ...) for this vehicle. Provide an office space for the on duty firefighter. This space may be part of any airport management office suite or relocated offices. Telephone, utilities, and basic office supplies provided for airport firefighting business in co-located or neighboring offices. Airport Management Offices will be the initial processing point and designated file storage area for all paperwork involved in the operation, administration, or billing of these services. Process submitted billings through the county system. Provide initial training to a core group of firefighters, as designated by the Carlsbad Fire Department, enabling the standup of a train-the-trainer or other program as desired by the Fire Department. Training to include: a. 2. 3. 4. 5. 6. 7. Airport Orientation (ARFF cumculum Unit l), and drivingkadio procedures on the airport complex to include the perimeter, runway, and taxiways. Airport Standard Operating Procedures and Emergency procedures overview, include airport/runway safety inspections. Environmental responses. Security Manual, security procedures and posture on the airport. Law Enforcement Officer support. Coordination of on airport aircraft familiarization training. Scheduling and implementation of various tabletop and other operational exercises to include timed response drills of duty firefighters. b. C. d. e. B. CITy The Municipal Fire Department of the City of Carlsbad will provide Aircraft Rescue and Fire Fighting (ARFF) services to the County of San Diego, at McClellan-Palomar airport. The ARFF, security, and related operational services are essential to the daily operation of air carrier operations at the airport under the FAR Part 139 certification. 1. Resuonsibility : a. An actual ARFF response is under the direct command of the on duty firefighter, or as provided by Carlsbad Fire Department SOP, until the rescue or firefighting incident is concluded and incident command is returned to airport management or other authority Provide professional, ARFF services by trained, qualified personnel to meet the requirements of FAR Part 139; and provide additional specified services in support of Airport Operation's functions. (FAA approved training by: completion of 12 unit curriculum and a live j event; or by completion of the Basic Aircraft Rescue and Fire Fighting course attendance - b. 9 m OD includes initial and recurrent training. Training includes currency in basic emergency medical care.) Conduct operational checkout of county owned firefighting vehicles and issued equipment to the appropriate standards and in good working condition (expect preventative maintenance to be performed under County program) Lead the coordination of any vehicle substitution, and include airport management in process. Provide monthly billing C. for these services. d. Maintain the capability, knowledge, and equipment to make safety inspections of airport aprons, parking areas, taxiways, runways, fuelers, fueling areas, and to lead, evaluate, contain, c eliminate hazards or environmental spills on the airport. Submit appropriate reports. Provide Aqort Management with recommendations on new or revised regulations. Keep records and prepare reports as required to meet and maintain FAA certification requirements e. 2. Standard Service Provisions a. ARFF period of coverage One airport firefighter is required at the McClellan-Palomar Airport, with current air carrier operating schedule, from 0600 until 2300 on a daily basis. The total ARFF coverage period maj be adjusted by the airport manager if major changes in the air carrier schedule allow reduced ARF presence or call for increased ARFF coverage. Shift structure and wage rate will be adjusted to accommodate such changes. Duties of a shift Aircraft Rescue Fire Fighter, typical - daily. 1) 2) b. Serve as driver/operator of the airport firefighting vehicle. Be able to maneuver the ARFF vehicle into the most advantageous position for combating a fire within the required response time frames, Operate the provided equipment with efficiency. Perform firefighting, rescue, and oversee cleanup operations at fires, accidents, hazardous spills, or other emergencies. Perform daily operational inspections and checks of ARFF equipment. Submit daily report on the status of the ARFF vehicle/equipment (first shift of the day only) in accordance with the certification manual. Keep an operational log of significantheportable events during the shift (inspections should be recorded here also). Conduct a Part 139 inspection prior to the first air carrier flight of the day (weekend-first shift only) and submit inspection report in accordance with the certification manual Conduct at least two complete airport complex safety and security inspections per shift. Additional inspections if required AVSEC conditions. Resolve any shift discrepancies with the duty airport manager. 3) 4) 5) 6) 7) 8) 9) 10) 10 rn 08 11) Perform other aviation related duties as may be assigned by airport management or by FAA requirement, for the airport. Maintain a listening radio watch on the fire dispatch frequency. 12) Duties of Shift ARFF personnel typical - additional. Additional duties of ARFF personnel will be varied, but at a minimum are to meet the current requirements of FAA specifications regarding fire and rescue services on an airport. The fQ1lQwim is a partial list, specific items need to be detailed under the cognizance of the airport manager anc committed to an operating schedule. 1) C. Daily items as participation in the makeup and execution of contingency plans and exercises; vehicle checks; firehazard identification. Weekly/monthly activities as inventory reports for equipmentkupplies, and ARFF response drills. Quarterly activities as inspection of fuel facilities, fuel trucks, and participation in related training activities, Annual activities as required drills, training updates, and vehicle status. 2) 3) 4) d. Vehicle and ARFF equipment. ARFF personnel shall be responsible for the operational checkout of the airport firefighting vehicle. Corrective maintenance shall be undertaken under the County's vehicle program ARFF personnel shall likewise be responsible for the operational checkout of any communication equipment installed or issued. Self- contained breathing apparatus and structural suits shall be maintained to applicable use and safety standards by the contracted frrefighting service. ARFF personnel will maintain the appropriate inventory lists of required spares, supplies, and ancillary equipment. 1) 2) 3) 4) e. Records, Inspections, and Audits Records, Inspections and Audits shall be accomplished in accordance with the Airport Certification and Emergency Procedures manual and other applicable directives, to include, but nc limited to: 1) Monthly ARFF activities reports. 2) Equipment inspections. 3) Equipment malfunctions. 4) Fire Safety Inspections. 5) 6) Inventory reports. 7) Training records. 8) Environmental response reports. RescueIResponse and other emergencylincident reports. RELEASE OF INFORMATION 11 m oc Information shall be released only through the -01% Manager, in accordance with the certification manual. ADDITIONAL GOVERNING DOCUMENTS FederaI Aviation Regulations Parts 107, 108, 139 Airport CertificationEmergency procedures manual Airport Security manual Airport Standard Operating ProceduresA-ograms manual 12 ' 0 QP COUNTY OF SAN DIEGO, DEPARTMENT OF PUBLIC WORKS AIRCRAFT RESCUE & FIRE FIGHTING SERVICES SECTION D - OPERATIONAL BUDGET CONTRACTOR: City of Carlsbad CONTRACT #: EFFECTIVE DATE: PERSONNEL: The City of Carlsbad will be reimbursed for actual salary expenses (1.5 actual hourly rate, as all work will be done on an overtime basis) plus 10 percent for administrative costs. Positions utilized will include Firefighter, Fire Engineer and Paramedic Firefighter. Hourly rate salary for theses positions and the associated County expense are: 11/1 1/96 to 6/30/97 City Hourly Overtime 10% Overhead Total Hourly Rate Rate Expense Firefighters: $ $ $ $ Fire Engineer: $ $ $ $ Paramedic Firefighter: $16.2 1 $ 24.32 u $2636 Personnel budget expenditures calculated using the maximum hourly rate (Paramedic Firefighter) are: November 12.1996 through December 1,1996 (week davs only) Hourly rate $26.76 X 4hoursperday X 2Firefighters X 14 days = $ 2.997.12 December 2.1996 through June 30, 1997 Hourly rate $26.76 X 17 hours Der day X 1 Firefighter X 211 davs = $ 95.988.12 Maximum total personnel wages ............................................................ = $ 98,985.24 13 - e- b AaudL /+ern #/ J Ai// ?e&?- I vc THE CITY COL"CIL/ CITY MANAGER a{, Lp LL DATE: November 7, 1996 +LLp+ TO: 7's CI SECRETARY FROM: Fire Division Chief ARFF AGENDA BILL REVISION Attached is a revision to the proposed agreement between the city and thr county for aircraft firefighting services at Palomax Airport. The agenda bill containing this agreement is scheduled for the council meeting of Novemt 12th. The revision adds Section 4.27 Audit and Inspection, to the agreement submitted with the agenda bill. This revision has been discussed with and agreed to by Jane Mobaldi. The revision adds only one section to the agreement but affects pages six and seven of the agreement. a Brian Watson Division Chief ~ , .. - a 5.2 INVOICES OR CLAIMS AND PAYMENT 5.2.1 A copy of Invoices(s) shall be addressed to: County Auditor and Controller 1600 Pacific Highway Room 306 San Diego, CA 92101 5.2.2 Invoices shall be accompanied with receipts and documentation as appropriate. 52.3 PAYMENT, The County is precluded from malung payments prior to receipt of servi or supplies (advance payments). Payment shall be NET 30 days from receipt and approval of invoice. 5.3 CONDITIONS PREREQUISITE TO PAYMENTS. Notwithstanding any other provision of Agreement, County may elect not to make a particular payment on the Agreement if 5.4 UNAUTHORIZED ACTIONS BY CONTRACTOR. Contractor shall have taken any action pertai to this Agreement which required County approval, without having first received said approval. WITHHOLDING OF PAYMENT. County may withhold payment until reports required under Agreement are received and approved by County. County may also withhold payment if, in Coi opinion, Contractor is in noncompliance with this Agreement. 5.5 5.6 DISALLOWANCE. In the event Contractor claims and receives payment from County for a service reimbursement for which is later disallowed by the County, Contractor shall promptly refund the disallowed amount to County on request. 6. AVAILABILITY OF FUNDS. CHANGES. AND TERMINATION 6.1 CHANGES. The Contracting Officer may at any time, by written order, make changes within gen scope of this contract in the definition of services to be performed, and the time @e., hours of the 1 days of the week, etc.) and place of performance thereof. Such changes, including any increase or decr in the amount of Contractor’s compensation which are mutually agreed upon by and between County Contractor, shall be effective when incorporated in written amendments to this Agreement. 6.2 TERMINATION FOR CAUSE. Upon breach of this Agreement, either party shall have the righ terminate this Agreement, by giving written notice of such termination and specifying the effective thereof, at least ten (IO) days before the effective date of such termination. Prior to the written notic termination, written notice specifying the reasons for default and giving the Contractor 20 calendar ( to cure the specified default shall be provided. 7 I I I 1 I I I I I 1 I I I I I I I ONTENTS McCLELLAN-PALOMAR AIRPORT Carisbad, California AIRPORT MASTER PLAN INTRODUCTION AIRPORT USERS STUDY OBJECTIVES.. ........................................ I THE AIRPORT’S ROLE ........................................ ............................................ Chapter One INVENTORY AIRPORT SEJTlNG AIRPORT DEVELOPMENT HISTORY HISTORICAL AIR TRAFFIC ACTlVlN .............................. EXISTING AIRPORT FACILITIES .................................. Airfield Facilities Landside Facilities ...................................... Airport Support Facilities AIRSPACE AND AIR TRAFFIC CONTROL .......................... Area Airports ......................................... Airspace Structure Restricted Areas ....................................... 1 Ainuays ............................................. .......................................... .............................. ....................................... ................................. ..................................... Airport Cover Photo Courtesy of Lenska Aerial Images Chapter One INVENTORY (Continued) Instrument Approach Procedures ........................... 1-13 Air Traffic Control Tower ................................ 1-13 SOCIOECONOMIC DATA .................................... 1-13 Population .......................................... 1-14 Income ............................................. 1-16 LAND USE AND ZONING .................................... 1-17 Generalized Land Use .................................. 1-17 City of Carlsbad Zoning Ordinance ......................... 1-17 Employment ......................................... 1-14 CLIMATE ................................................ 1-17 SUMMARY ............................................... 1-18 Chapter Two AVIATION DEMAND FORECAST FORECAST METHODOLOGY ................................... 2-2 TRENDS AT THE NATIONAL LEVEL .............................. 2-4 General Aviation ....................................... 2-4 Air Carrier and Regional/Commuter Airline Trends and Forecast ................................ 2-5 1975 Palomar Airport Master Plan ........................... 2-7 FAR Part 150 Study ..................................... 2-8 Comprehensive Land Use Plan ............................. 2-8 San Diego Air Carrier Airport Site Selection Study . * . * * . * . . * . . * . . 2-9 The California Aviation System Plan .......................... 2-9 Regional Transportation Plan ............................... 2-9 San Diego County Board of Supervisors Policy F-44 .............. 2-10 City of Carlsbad Ordinance 21 -53.01 5 ....................... 2-11 Policies and Issues Summary .............................. 2-11 OTHER AVIATION STUDIES .................................... 2-7 POLICIES AND ISSUES ........................................ 2-9 POPULATION TRENDS AND FORECASTS ......................... 2-12 GENERAL AVIATION ACTIVITY ................................. 2-13 Based Aircraft ........................................ 2-14 Aircraft Fleet Mix ...................................... 2-16 General Aviation Operations .............................. 2-17 .MILITARY ACTIVIIY FORECAST ................................ 2-19 LOCAL VERSUS ITINERANT OPERATIONAL SPLIT ................... 2-19 .. I1 I I -I 8 1 I ;I 1 I I il I :I I i I ;I I Ill I Chapter Two I AVIATION DEMAND FORECAST (Continued) COMMERCIAL SERVICE FORECAST ............................. 2-2 2-: AIR TAXi OPERATIONS ...................................... 2-: ANNUAL INSTRUMENT APPROACHES ........................... 2-: PEAKING CHARACTERISTICS 2-: Annual Enplaned Passengers .............................. 2-2 Annual Commercial Service Operations and Fleet Mix ............ .................................. General Aviation Peaking Chlaracteristics ...................... 2-: Commercial Service Peaking Characteristics ..................... 2-: SUMMARY 2-: ............................................... Chapter Three DEMAND/CAPACIlY AIRFIELD CAPACITY .. a ...... as a .... . .... . .. .. - . .. 3 Methodology .......................................... 3 CAPACITY ANALYSIS ......................................... 3 Hourly Runway Capacity 3 Annual Service Volume ................................... 3 Annual Delay 3 SUMMARY 3 ................................. ......................................... ................................................ Chapter Four 1 FACILITY REQUIREMENTS .. Runway L AlRSlDE FAClLIlY REQUIREMENTS.. ............................. 4 Taxiway 4 Marking and Lighting ........... *. ...... , .... , .. , ........ 4 Navigational Aids 4 GENERAL AVlATlON REQUIREMENTS 4 Hangars ............................................. 4 Aircraft Parking Apron 4 General Aviation Terminal Ehilding 4- Automobile Parking ..................................... 4- Airline Terminal Building 4- Airline Gate Positions and Apron Area ....................... 4- Automobile Parking 4- ............................................. .. ............................................. ........................................ ............................ ................................... ! ......................... AIRLINE TERMINAL REQUIREMENTS ............. : ............... 4- ................................. .................................... t '. ... Chapter Four FACILIW REQUIREMENTS (Continued) .......................................... ........................................ AIRPORT ACCESS 4-16 SUPPORT FACl LIT1 ES 4-16 Airport Rescue and Firefighting ............................ 4-16 ......................................... Fuel Storage 4-17 CONCLUSIONS ........................................... 4-18 Chapter Five DEVELOPMENT ALTERNATIVES AIRPORT DEVELOPMENT ISSUES ................................ 5-1 CONCEPTUAL DEVELOPMENT ALTERNATWES ...................... 5-1 No-Build Alternative ..................................... 5-2 Transfer Service to Other Airports ........................... 5-2 Develop Existing Airport Site ............................... 5-2 AIRSIDE CONCEPTS ......................................... 5-3 Displaced Threshold ..................................... 5-4 5-4 Airside Development Cost Comparison ........................ 5-4 Airside Development Recommendations ....................... 5-5 Noise Contour Comparison ................................ 5-6 LANDSIDE DEVELOPMENT ALTERNATIVES ......................... 5-7 Landside Alternative A ................................... 5-8 Landside Alternative €3 ................................... 5-< Landside Alternative C ................................... 5-! Landside Development Cost Comparison ..................... 5-1( Landside Development Recommendations .................... 5-1 . AIRPORT DEVELOPMENT SUMMARY AND CONCLUSIONS ............ 5-1' Policy Decisions Affecting Airport Development ................. 5-1: Development of Constrained Aviation Forecasts ....................................... Land Acquisition ................ 5-1 Chapter Six AIRPORT PLANS DESIGN STANDARDS ........................................ 6 AIRPORT LAYOUT PLAN 6 Runway6-24 .......................................... 6 ...................................... Avigation Easement ..................................... 6 Airfield Development Staging .............................. 6 IV [l :I i :I il !I c !. Chapter Six AIRPORT PLANS (Continued) TERMINAL AREA PLAN ....................................... 6 PART77AlRSPACEPLAN ..................................... 6 Primary Surfaces ....................................... 6 Transition Surfaces ...................................... 6 Horizontal Surface 6 ConicalSurface E APPROACH ZONE PLANS E RUNWAY PROTECTION ZONES PLANS ........................... f ON-AIRPORT LAND USE'PIAN ................................. t ...................................... ........................................ ..................................... i AIRPORT PROPERTY MAP e d SUMMARY ................................................ t ..................................... i Chapter Seven FINANCIAL MANAGEMENT AND DWELOPMENT PROGRAM CAPITAL IMPROVEMENT PROGRAM ............................. : Airport Development Schedule ............................. : Airport Development Cost Summary : AIRPORT DEVELOPMENT AND FUNDING SOURCES ................. : Federal and State Aid To Airports : California Aid To Airports ................................. , I Airport Operating Revenue and Expenditures ................... ' Cash Flow Analysis 7. Financing the Local Share of Capital Improvements .............. 7, CONTINUOUS PLANNING ................................... 7 Continuous Planning Aids 7 SUMMARY AND CONCLUSIONS ............................... 7 I I 1 I i I I I 1 I r I I v i i ......................... ........................... ..................................... ................................ I EXHIBITS 1A AIRPORT SETTING after page 1 B AIRCRAFT OPERATIONS SUMMARY .................. after page IC MONTHLY OPERATIONS AND ENPLANEMENT ............................... DISTRIBUTION (1993) ............................ after page 1D EXISTING FACILITIES ............................. after page I 1E TERMINAL AREA FACILITIES'. after page 1F AiRSPACE after page . ....................... .................................... i EXHIBITS (Continued) IC AIRSPACE ClASSlFlCATlON ....................... after page 1-1 2 1H GENERALIZED LAND USE ......................... after page 1-18 lj WINDROSE ................................... after page 1-18 after page 2-8 2B BASED AIRCRAFT FORECAST ...................... after page 2-16 2C GENERAL AVIATION OPERATIONS .................. after page 2-18 20 ENPLANEMENTS ............................... after page 2-22 2E OPERATIONS FORECAST SUMMARY ................. after page 2-28 3A DEMAND/CAPACiTY METHODOLOGY FACTORS ......... after page 3-2 4A AIRSIDE FACILITY REQUIREMENTS .................. after page 4-18 48 GENERAL AVIATION FACILIW REQUIREMENTS ......... after page 4-18 4C COMMERCIAL SERVICE FACILITY REQUIREMENTS ....... after page 4-18 SA RECOMMENDED AIRSIDE ALTERNATIVE ............... after page 5-6 58 NOISE CONTOUR COMPARISON ............... * * . * @ after page 5-8 5C LANDSIDE ALTERNATIVE A ......................... after page 5-8 5D LANDSIDE ALTERNATIVE B ........................ after page 5-10 5E LANDSIDE ALTERNATIVE C ........................ after page 5-10 after page 6-7 after page 6-7 after page 6-7 after page 6-7 after page 6-7 after page 6-7 2A MAJOR AND REGIONAL AIRLINES FORECAST PASSENGER ENPLANEMENTS ....................... SHEET NO . 1 . AIRPORT DATA SHEET SHEET NO . 2 . AIRPORT LAYOUT PLAN ................... SHEET NO . 3 . TERMINAL. AREA PLAN SHEET NO . 4 . PART 77 AIRSPACE PLAN SHEET NO . 5 . APPROACH ZONES PROFILES ............... SHEET NO . 6 . RUNWAY PROTECTiON ZONES PLANS ........ after page 6-7 SHEET NO . 7 . ON-AIRPORT LAND USE PLAN SHEET NO . 8 . AIRPORT PROPERTY MAP .................. after page 6-7 7A CONTINUOUS PMNNINC CHART ................... after page 7-1 5 .................... .................... .................. .............. 78 CONTINUOUS PLANNINC CRAPH ................... after page 7-15 APPENDIX A- GLOSSARY APPENDIX 6- ECONOMIC BENEFIT ANALYSIS APPENDIX C- ENVIRONMENTAL REVIEW vi I I I 1 I 1 I 1 I I 1 u I* [NTRB.DUCT[;( ~~~~EL~AN~P~O~AR 8 fi*~*~*p*@*~*q-f I I I I I 1 1 1 8 I i 8 1 I I I 1 1 I I 1 1 I I MtC1LWUI.PlllOMI ~.~.~.p.@.~. he McClellan-Palomar Airport AIRPORT USERS Master Plan is being financed as a cooperative effort between Aviation Administration (FAA) and the County of San Diego, Department of Public Works, Airports Division. The master plan is a comprehensive analysis of airport needs and alternatives with the purpose of pro- viding direction for the future develop- ment of this facility. The Master Plan for McClellan-Palomar Airport must address the specific needs of the airport, evaluate its role within the regional aviation system, and recommend future development projects. The County of San Diego recognizes the importance of aviation in long-term planning and the associated challenges inherent in provid- ing for future aviation needs. With a sound and realistic Master Plan, certificates. McClellan-Palomar Airport will continue its role as both an economic asset and a Air Taxi or Commercial Operators source of pride to the residents of the City Operators of airplanes with of Carlsbad and the County of San Diego. maximum seating (excluding pilot) The FAA currently defines three bro categories of aviation activity: general a ation, air carrier, and military. Air Carric are those airlines which provide sche uled carriage of passengers or freig under restricted permits issued by tl FAA. Air Carriers may be divided into tv major groupings. Certificated Route Air Carriers - An i carrier engaged in interstate or overse transportation under a Certificate Public Convenience and Necessi issued by the DOT. Certain no scheduled or charter operations m also be conducted by these carriers, i passenger carriers, and combinatic. carriers operating under Feder Aviation Regulation (FAR) Part 1; 1-1 ~ -. -~~ . - -~ . __ ~- 30 passengers or a maximum payload capacity of more than 7,500 pounds. They operate under FAR Part 135 certificates. made the shift to smaller communities feasible and extremely attractive. STUDY OBJECTIVES Because the airport belongs to the public and is intended to serve the entire region, a comprehensive analysis of the airport and the surrounding area will be made. To accomplish the objectives of this study, the Master Plan will supply the following: General aviation includes every type of civil flying other than certificated air carriers and military. General aviation flying or usage falls into four major categories: Business - The use of an aircraft for executive or business transportation. This category consists of aircraft used by an organization and operated by Inventory of Existing Conditions - professional pilots to transport its Assemble and organize relevant employees and property (not for information and data on McClellan- compensation or hire), and aircraft Palomar Airport and the surrounding used by an individual for transportation area. required for his or her business. Forecast - Develop detailed projections Commercial - The use of an aircraft for of future air traffic, by quantity and commercial purposes (other than the commuter and air carrier), including: air taxi, aerial application, special Facility Requirements - Identify the industrial usage, aerial surveys, facility requirements needed to meet advertising, aerial photography, and projected demands for the airport for emergency medical transportation. existing, short, intermediate, and long term time frames. Instructional - The use of an aircraft for flight training under the supervision of Airport Alternatives - Produce concepts an instructor. of the various alternatives for airport development. Personal - The use of an aircraft for a variety of personal reasons. Airport Layout Plan - Refine the recommended airport development concept into the airport’s plan for 0 VPe- * General aviation is the largest and the most significant element of the national air development. National Plan of Integrated Airport Systems Financial Plan - Prepare a capital (NPIAS) 1990-1 999, general aviation aircraft improvement program to assist in the constitute 98 percent of all aircraft in use implementation of the recommended today. Certificated airlines serve fewer than development plan. Establish 700 airports in the country, while there are develop men t priori ties, sc hed u le over 16,000 general aviation airports in the proposed development items, and country. General aviation provides the time estimate development costs. saving link for corporate travel that has transportation system. According to the 1-2 I 1 I I I I 1 1 1 I 1 I 1 1 I I I I I - Economic Benefit Analysis - Prepare a present comments or concerns. With th economic benefit analysis which assistance of local input, the Master Plan fc evaluates the direct and indirect McClellan-Palomar Airport wilt reflect th economic benefits of the McClellan- necessary future development needed t Palomar Airpott. meet the growing aviation demands of bot the community and the region. Environmental Review - Prepare a overview of various environmental factors associated with the future THE AIRPORT'S ROLE airport development. The McClellan-Palomar Airport is classifif One of the most important elements of the in the National Plan of Integrated Airpc planning process is the direct involvement Systems, 1990-1999, as a Primary Airpo of those parties who could potentially be Primary Airports are defined as those havii most affected by the results of the study. more than 10,000 annual passeng This is accomplished through the use of a enplanements (boardings). Technicial Advisory Committee (TAC), which reviews the work of the study team. This Master Plan study will examine ai In addition, two public information consider all of the activities currently taki workshops will be held prior to the place at McClellan-Palomar Airport a completion of the Master Plan Study, strive to produce a plan that will support providing the public with an opportunity to airport users, and meet the needs of t understand the planning process as well as com mu nity. 1-3 I I I I I I I I I B 1 1 1 I 1 1 I I I Chapter f A*H*B*P*@*W*V 1 I D I U I 1 I I 1 1 1 I I I 1 1 I 1 Chapter One McClEllW~P~O#II Q. E. pJ. 9.0. pz. c he development of a Master Plan for McClellan-Palomar Airport required the collection and evaluation of various data related to the airport, the community, and the surrounding area. This information included the following. Physical inventories and descriptions of facilities available and services provid- ed at the airport. determine their potential influence ( the development and implementatic of the Airport Mater Plan. An accurate and complete inventory essential to the success oi a master pl, study. The conclusions, findings and re ommendations made in the master pl; are dependent on the information collec ed during the study. Therefore, the da concerning conditions on and around tl airport must be as reliable and current possible. The information acquired during tl inventory phase was obtained through o site investigations of the airport, and intt views with airport management and re resentatives from the City of Carlsbad ai the County of San Diego. Information w also obtained from historical records ai available documents and studies concer ing the local communities and the airpoi Background information pertaining to the airport, the City of Carlsbad, and the County of San Diego. Population and other socioeconomic statistics which might provide an indi- cation of future development in the County of San Diego. A comprehensive review of the existing local and regional plans and studies to 1-1 AIRPORT SETTING McClellan-Palomar Airport (CRQ) is owned and operated by the County of San Diego, Department of Public Works, Airport During the 199O’s, high intensity approach Division, and is located within the city lights were installed on Runway 24 and limits of the City of Carisbad. The airport, airport perimeter fencing was installed. located approximately 35 miles northwest of San Diego, 8 miles southeast of Currently, the County is in the process of Oceanside, 5 miles west of San Marcos, installing a permanent noise monitoring and 6 miles southwest of Vista, is accessible system at the airport. This system will be from Interstate 5 via Palomar Airport Road. used in conjunction with noise abatement Exhibit lA, Airport Setting, locates the procedures to minimize aircraft noise on airport within the regional setting. the surrounding communities. The airport manager is responsible for the daily aperations of McClellan-Palomar HISTORICAL AIR TRAFFIC ACTIVITY Airport and reports to the County of San Diego Assistant Deputy Director of Airports. Air traffic statistics at McClellan-Palomar An administrative staff of eight, (an assistant Airport are recorded by the airport airport manager/noise abatement officer; an management staff from information supplied administrative secretary; maintenance by the Federal Aviation Administration worker I; two (2) airport interns, one (FAA) air traffic control tower (ATCT) staff. agent), oversee the daily operation of report aircraft operations (takeoffs and h/lcClellan-Palomar Airport. landings). Annual operations reached a peak in 1990 at 254,061 and have fluctuated over the last three years with a AIRPORT DEYELOPh/lENB HISTORY total of 217,739 operations recorded in 1993. Table lA, Airport Operations/ In 1957, the current airport site was Enplanernent Data, and Exhibit 1 B, Aircraft selected to replace Del Mar Airport. In Operations Summary, present a summary of 1959, construction was completed on a operational figures since 1980. 3,700 foot long, 100 foot wide runway (Runway 6-24) at what is now the The airport management staff also collects McClellan-Palomar Airport. and records data concerning commercial passenger activity at the airport. Between During the 1960’~~ the terminal building 1991 and 1993, when American Eagle extended to 4,700 foot in length and McClellan-Palomar Airport have nearly widened to 150 feet, and runway lighting doubled from 7,561 to 14,455. Table IA, was installed. Airport Operations/Enpianernent Data, presents the total enplanements since 1980. In 1973, the FAA installed and currently Table 1 B, Monthly Passenger Enplanernents operates an Air Traffic Control Tower (1991-1993), presents a month-by-month (ATCT) at the airport. An Instrument breakdown of total passenger enplanements 1-2 Landing System (ILS) and approach lighting system was installed on Runway 24 in 1977. student worker; and a real properties ATCT personnel at the airport collect and was constructed, Runway 6-24 was initiated service, enplanement levels at - % cu 1; - 1 I 1 u 8 I 1 I 1 I B i I I I I a H I - NORTH E: AIRPORT S I AIRCRAFT OPERATIONS (1 980.1 993) 1 1980 1981 1982 1983 1984 1985 1986 1987 1988 1989 1990 1991 1992 E, AIRPORT OPERATIONS SU I 1 i ; i 1 i i 1983 196,622 0 1984 197,290 0 1985 185,270 0 1986 195,538 0 1987 192,225 0 1988 206,692 0 1989 230,744 0 1990 254,061 0 1992 225,041 1 1,090 1993 21 7,739 14,455 1991 220,621 7,561 Sources: McClellan-Palomar AT0 records and the Airport Administration Staff i i June 81 7 700 1,253 8.67% July 887 1,097 1 ,I 60 8.03% August 93 4 1 ,183 1,210 8.3 7% September 882 1,011 1,200 8.30% October 895 1,032 1,342 9.28% November 929 1,070 1,158 8.01 % December 802 1,001 1,200 8.30% Tota I 7,561 1 1,090 14,455 1 00% Source: Airport Administration : EXISTING AIRPORT FACILITIES serving the airport. In addition, Exhibit 1 D, kisting Facilities, illustrates the location of airside facilities. An airport can be divided into three distinct areas: airside, landside, and support. The airfield area consists of the parts of the airport which accommodate the movement Runway 6-24 of aircraft. This also includes the navigational and communication equipment McClellan-Palomar Airport, situated at an designed to facilitate aircraft operations. elevation of 328 feet mean sea level (MSL), Landside facilities include terminal facilities, consists of one runway which is oriented hangars, and other structural development east-west and designated as Runway 6-24. as well as areas for the movement and Runway 6-24 is 4,700 feet long and 150 parking of vehicles. Airport support feet wide. According to the March 1994 facilities include those for utility delivery, Department of Commerce/National aircraft rescue and firefighting, and airport Oceanic and Atmospheric Administration operations and maintenance. Each of these (DOG'NOAA) AirportjFacility Directory, the three areas are further described in the runway has a strength rating of 60,000 following sections. pounds single-wheel loading (SWL), 80,000 pounds dual-wheel loading (OWL), and 110,000 pounds dual-tandem wheel AIRFIELD FACILITIES loading (OWL). The runway is constructed of asphalt and has a porous The airfield facilities at McClellan-Palomar friction course (PFC) overlay. The runway Airport include the runway, taxiways, has an effective runway gradient of 0.31 aprons, and airfield lighting. The airfield percent sloping down to the east. Table facilities section also include a discussion of IC, Runway Data, presents a summary 01 navigational and communication aids facility data for Runway 6-24. 1-4 0 0, I I 1 I I 1 I 1 I I I I I I I I I I N rj 1; 2 m =- = Total Enplanements =***-- Total Operations E MONTHLY OPERATIONS AND ENPLANI DlSTRlBUTlC -I 'I 9 :I 1, i *:b c 'r b i i 0 I 3 1 1 i 150 :'C Surface Material 80,000 Runway End Identifier Lights (REIL) Very High Frequency Omnidirectional Range NOR) Non-Directional Beacon (NDB) .b Approach Lighting System Taxiways and two for Runway 24. The 1 The existing taxiway system consists of one between the parallel taxiway and full-length parallel taxiway and five runway at the runway ends. exit/connecting taxiways. The full-length parallel taxiway is 75 feet in width. At the approach end of Runway 24, an aircraft holding area is incorporated with the parallel taxiway. Three high-speed exits are provided off the runway, one for Runway 6 .* remaining taxiways provide connecti Lighting and Marking A variety of lighting and marking aids available at McClellan-Palomar Airpor 1-5 facilitate airport identification, approaches and landings both at night and during adverse weather conditions. These systems are categorized by function and are further described in the following paragraphs. (Runway 6 at 3.0 degrees and Runway 24 at 3.2 degrees) to provide visual decent guidance information to the pilot during the final approach to the runway. The approach end of Runway 24 is equipped with a Medium Intensity Identification Linhting Approach Lighting System with runway The location and presence of an airport at MALSR system provides visual guidance to night is universally indicated by an airport landing aircraft by radiating light beams in beacon equipped with an optical system a directional pattern by which the pilot that projects two beams of light, one green aligns the aircraft with the extended and one white. At Mdlellan-Palomar centerline of the runway. Airport the airport beacon is located on the southwest side of the airport, Runway 24 is also equipped with Runway End Identifier Lights (REILs). REILs are high The airport is equipped with four intensity strobe lights that provide the pilot windcones, one lighted windcone with a positive identification of the runway incorporated with the segmented circle on threshold. These lights are particularly the north side of the runway, two non- useful during periods of low visibility or at lighted windcones at the runway ends, and night. one non-lighted windcone at mid-field. alignment indicator lights (MALSR). The Pavement Markinm Runway and Taxiwav Lighting Pavement markings are used on runway Runway 6-24 is equipped with High and taxiway surfaces to identify a specific Intensity Runway Lighting (MIRL) which runway, runway threshold, a centerline, a outline the runway with white lights. In holdline, etc. Runways are marked with addition, threshold lighting is installed to white markings in accordance with the identify the ends of the runway. The approach type available to each runway parallel taxiway and all connecting taxiways end. At McClellan-Palomar Airport, are equipped with Medium Intensity Runway 6 has pavement markings Taxiway Lighting (MITL) which outline the representing visual approach capabilities, taxiways with blue lights. while Runway 24 has markings representing precision approach capabilities. Approach Lighting The taxiway system at McClellan-Palomai Airport is marked with yellow centerline Runway 6 is equipped with a two-box and edge lines, In addition, the paralle~ Visual Approach Slope Indicator (VASI-2) taxiway is marked with the word "TAXI" ai on the left side of the runway end. the approach end of Runway 24. Thi: Runway 24, however, is equipped with a marking is used to distinguish the taxiwa) VASI-4 (four-box VAS1 system). These from the runway to aircraft approachinf systems consist of two-color, high intensity Runway 24, due to glare and visibilit lights, focused at predetermined angles extinction caused by the setting sun. - - 1-6 I Navigational Aids TACAN, a Ultra High Frequency (UH transmitter, are limited to line-of-sigl Navigational aids (navaids) provide transmissions; their ranges are affected t direction, range and/or position information the altitude of the aircraft. to pilots. Navaids are usually classified as either enroute or terminal. The enroute There are three commonly used enrou navaids provide point to point navigation, navaids in the McClellan-Palomar Airpr while the terminal navaids provide area: the Oceanside VORTAC, located approach and landing guidance. Some NM northwest of the airport, the Missi navaids may serve as both enroute and Bay VORTAC, located 21 NM south of t terminal navaids. airport, and the Julian VORTAC, located NM east of the airport. Table 1 Navigational Aid Data, summarizes I enroute navaids in the McClellan-Palon Airport area. Terminal Area Navaids I I ! i t 8 Enroute Navaids Enroute navaids are comprised of two basic types of equipment, the Very High Frequency Omnidirectional Range (VOR) and the Very High Frequency Omnidirectional Range Tactical Air Terminal navaids are those located at Navigation (VORTAC). The VOR provides near the airport, which assist pilots in fl) bearing (direction) information to pilots the appropriate path to the runway e while a VORTAC produces both bearing Currently there are three terminal navi and distance information. The VOR is in the McClellan-Palomar Airport area: commonly linked with Distance Measuring Instrument landing System (ILS), Equipment (DME) to provide nearly Oceanside VORTAC, and the Esconc identical information as the VORTAC. The Nondirea-onal Beacon (NDB). VOR transmits radio signals every degree to instrument approach procedures associ provide 360 individual courses from the with these three navaids will be descri transmitting facility. Both the DME and later in this chapter. Table TACAN provide slant range distance to the Navigational Aid Data, summaries station in nautical miles (NM). The VOR, a Very High Frequency (VHF) facility, and the i 1 i i i i i i i r’ i terminal area navaids at McClellan-Pak Airport. i 7 -7 Escondido NDB McClellan-Palomar Airport ILS EKG 374 N/A 70 NM to the E On-Ai rport I-CRQ 108.7 N/A m e I Im il I 1 1 I I I I 1 1 I I I I 1 1 1: $! a 5 EX TERMINAL BUILDING FAC 1 I McClellan-Palomar Airport, selling fuel and foot). With 10 employees, Western Flig oil, conducting aircraft maintenance is also responsible for emergency aircr (including major engine and major avionics removal and has an agreement with t repair), and also provides 25 aircraft County to inspect the airport during thc tiedowns and 45 port-a-port hangar spaces. times when the airport administration offi Cinema Air Jet Center facilities consists of a holidays). 12,000 square foot office building with an attached 44,000 square foot conventional hangar used for storage and maintenance activities. In addition, Cinema Air Jet Center has three other conventional The apron areas are located on the SOI hangars, totaling 56,000 square feet, which side of the runway, and are accessed fr( are also used for aircraft storage and the parallel taxiway. The apron are maintenance. which includes those facilities identified FB0 facilities, provides a total of 1 aircraft tiedowns. Exhibit ID, €xis1 Facilities, illustrates the locations of aircraft parking facilities located McClellan-Palomar Airport. is closed (Le., afterhours, weekends, a i i i 8 I i i i i i i i, I’ 1 I’ d d Apron and Aircraft Parking Areas Gibbs Aviation Services, Inc. Gibbs Aviation Services, Inc., located in the Mission West Complex in the southwest portion of the airport, sells fuel and oil, and provides for aircraft storage in three Fuel Facilities executive hangars, 10 multi-engine aircraft hangars, 1 2 single-engine aircraft hangars, Fuel storage at McClellan-Palomar Air[ and one 20,000 square foot conventional consists of a total storage capacity hangar. Gibbs Aviation Services, Inc. also 32,500 gallons of AvGas and 60,000 gall leases 51 aircraft tiedown positions. In of Jet A fuel. Cinema Air Jet Center 01 addition, Cibbs Aviation Services, Inc. and operates one 20,000 gallon Avi provides major engine and minor avionics storage tank and one 20,000 gallon JE maintenance out of their conventional storage tank. Western Flight owns hangar. operates one 12,500 gallon AvCas stoi tank and two 20,000 gallon Jet A stoi Cibbs Aviation Services, Inc., along with 18 tanks. Gibbs Aviation Services, Inc. c other businesses subleases office space not own fuel storage tanks, howe within the Mission West Complex. purchases fuel from Western Flight E operate fuel trucks to transfer fuel aircraft. In addition, two 10,000 gallon AV Western Flight, located east of the terminal kerosene fuel storage tanks are locate building, sells fuel and oil, conducts major the airport, however, these tanks arc airframe and engine maintenance, and private use only. The fuel facilities provides aircraft storage on 60 tiedowns identified on Exhibit 1 D, Existing Facil and in two conventional hangars (one 16,000 square foot and one 14,000 square of the three FBOs, however, own I ,? Western Flinht 1-9 Automobile Parking determining the development potential of the airport property. Of primary concern in Vehicle parking for the terminal building the inventory investigation is the availability area serve not only the public, but also the of water, sanitary sewer, gas, electricity and terminal area employees, and the rental car telephone. Some, if not all, of these company. The adjacent 53 space parking utilities will be necessary for any future lot includes 36 short-term spaces, five (5) development at McClellan-Palomar Airport. employee spaces, and 12 rental car spaces. The airport is sewed by the following An additional 63 space long-term parking uti I i ties. lot is located south of the terminal parking lot. In addition, each FBO and some The City of Carlsbad provides water specialty shops provide automobile parking service to McClellan-Palomar Airport facilities. utilizing a gravity distribution system. The current pipeline capacity is 260,3 22 gallons/minu te. AIRPORT SUPPORT FAClLlTIE Airport support facilities are those that are not classified as airside or landside facilities, but do play an important role in the function of the airport, Airport access and available utilities are two support facilities Natural gas and electric power is which will be described in the following provided by San Diego Cas and Electric pa raga p hs. Company. Sanitary sewerage treatment and disposal is also provided by the City of Carlsbad through the use of a 22.5 million gallon sewerage plant facility. Telephone service is provided b: Airport Access Pacific Bell Telephone. Access to McClellan-Palomar Airport is available via Interstate 5, to the Palomar Airport Road Exit, to Yarrow Drive at the airport entrance. interstate 5, the major highway link between San Diego and Los Angeles, is approximately two miles west of the airport. Palomar Airport Road, a six lane paved road, provides the connection between Interstate 5 and the airport via Yarrow Drive, a two lane paved road. Additional access is provided via El Camino Real, linking Highway 78 with Palomar Airport Road. AIRSPACE AND AIR TRAFFIC CONTROL An analysis of the airspace structure in th( vicinity of McClellan-Palomar Airport i necessary to determine the operation; interaction among the various types ( airspace and airspace users. Flights in an out of McClellan-Palomar Airport at conducted using Visual Flight Rules (VFI or Instrument Flight Rules (IFR). VF conditions exist when flight visibility is thre miles or greater and the cloud ceiling is < least 1,000 feet above the ground. IF conditions exist when visibility or cloi levels are reduced below VFR conditior Currently, McClellan-Palomar Airport has i Utilities The availability and capacity of utilities serving the airport are important factors in 1-10 I l air traffic control tower (ATCT) providing all necessary communications and navigational assistance to pilots operating in and out of Effective on September 16, 1993, t the airport. The terminal and enroute ATC airspace classifications in the United Sta services are provided by San Diego changed to conform to the lnternatioi Terminal Radar Approach Control Civil Aviation Organization (ICAO) airspi (TRACON) and the Los Angeles Air Route classifications of A, B, C, D, E, and G (C1 Traffic Control Center (ARTCC) facilities. F will not be used in the United Statt The ICAO airspace classifications q As depicted in Exhibit IF, Airspace, other anticipated to become a worldw located within the region surrounding McClellan-Palomar Airport. The airspace Exhibit lG, Airspace Classificati( and airports that are associated with the illustrates the new classifications i McClellan-Palomar Airport area are terminology and their relationship to discussed in the paragraphs that follow. old system. The following paragral describe those new classifications associa AIRSPACE STRUCTURE ' c i i i i i i 1 I' li I' li I' \ I airports (both public and private) are standard. with McClellan-Palomar Airport. AREA AIRPORTS There are four public airports, three private San Diego Class B Airspace airports, and two military airports within a 20 nautical mile (NM) range of McClellan- The San Diego Class B Airspace consist Palomar Airport. The following four controlled airspace, extending from airports are public airports: Fallbrook surface or higher to specific altitudes, wil Airport, 14 NM north, with a 2,100 foot which all aircraft are subject to paved runway; Ramona Airport, 19.5 NM operating rules and pilot/equipn east, with a 4,000 foot paved runway; requirements specified in FAR. Part Montgomery Field, 20 NM south-southeast, This airspace requires specific IFR ari with three paved runways, a 3,402 foot, and departure procedures as well 3,400 foot, and a 3,399 foot runway; and operative avionics equipment for all air( Oceanside Airport, 6.5 NM northwest, with operating within the Class B Airsp a 3,000 foot paved runway. The following While operating within Class B Airsp are the three private airports in the area: pilots are provided radar separation Blackinton, 12 NM northeast, with a 2,200 sequencing from the San Diego Apprc foot unpaved runway; Pauma Valley, 18 Control Facility, and if time permits NM northeast, with a 2,700 foot paved provided VFR traffic advisories. runway; and Lake Wohlford, 14.5 NM east, with a 1,300 foot unpaved runway. The The San Diego Class B Airspace consis hyo military airports are MCAS Camp numerous defined areas which are loc Pendleton/Munn Field, 11 NM northwest, at specific distances from a numbe with a 6,000 foot paved runway, and NAS navigational facilities in the area. Spc Miramar, 17 NM southeast, with three "floor" and "ceiling" altitudes are associ paved runways, a 12,000 foot, a 8,000 with each airspace sector. Each of foot, and a 6,000 foot runway. airspace sectors provides contrc i i 1-11 airspace for the associated airport, arrival Activities within these areas must be route, departure route, or terrain clearance. confined because of their nature or limitations imposed upon aircraft operations McClellan-Palomar Airport is located that are not a part of those activities or most portion of the San Diego Class B existence of unusual, often invisible hazards Airspace. The San Diego Class B Airspace to aircraft such as artillery firing, aerial is depicted on Exhibit lF, Airspace. gunnery, or guided missiles. If the Restricted Area is active, the ATC McClellan-Palomar Airport Qass D Airspace facility having jurisdiction over the area will issue clearances to aircraft in order to avoid Class D Airspace is associated with airports the restricted airspace unless it is on an with operating control towers. The approved altitude reservation mission or has McClellan-Palomar Airport Class D Airspace obtained prior permission to operate in the includes that airspace within a horizontal airspace. Penetration of Restricted Areas radius of five statute miles of the airport, without authorization from the controlling extending from the surface up to 2,500 feet agency may be extremely hazardous to the above the airport elevation (2,800 feet aircraft and could result in the loss of the are required to contact the ATC prior to Restricted Area is not active and has been entering. During the times that the ATCT is released by the controlling agency, the ATC closed, this airspace reverts to Class G facility will allow aircraft to transitior Airs pace (uncontrolled airs pace). The through the airspace without issuing specia McClellan-Palomar Airport Class D Airspace is depicted in Exhibit lF, Airspace. approximateJy 4 NM from the northern both. Restricted Areas generally denote the MSLL The operating aircraft in this airspace pilot's operating certificate, If the clearances. Two Restricted Areas (R-2503 and R-2533 are located approximately 9 NM north o McClellan-Palomar Airport. These areas arc primarily used by MCAS Camp Pendletor; Munn Field for a variety of military trainin exercises. McClellan-Palomar Airport Class E Airspace Class E Airspace is associated with airports with instrument approach procedures which need additional airspace protection. During the time that the air traffic control tower (ATCT) is operational at McClellan- Palomar Airport, a Class E Airspace sector is active. This airspace provides the ATCT with additional airspace protection during instrument approaches. AIRWAYS Aircraft operating on an IFR flight plar whether in actual instrument meteorologic conditions or not, are governed by the IF instrument procedures. Most all air Carrie business jets, and military operations ai RESTRICTED AREAS conducted under IFR procedure Published procedures for instrumei Restricted Areas contain airspace identified approaches outline the required flight pati by an area on the surface of the earth and altitudes. within which the flight of aircraft, while not wholly prohibited, is subject to restrictions. 1-12 m e I 15 1 I 8 I I I I I I D 1 8 1 I I 1 $ iz a Q) I - Class B Airspace Class E Control Zone % Greater than 8069 ft. SCALE IN MILES - Victor Airways Ex AIR 8 z . I p - 1 I 1 I I 1 1 I 1 t 1 1 I I I 1 6 a 5 I Gi!dmE LEGEND AGL - Above Ground Level FL - Flight Level in Hundreds of Feet MSL - Mean Sea Level NOT TO SCALE Source: "Airspace Reclassification and Charting Changes for VFR Products," National Oceanic and Atmospheric Administration, National Ocean Service. Chart adapted by Coffman Associates from AOPA Pilot, January 1993. Terminal Control Area (TCA) Airport Radar Service Area (ARSA) Control Zone with Tower, Airport Traffic Area Continental Control Area (part), Transition Areas, Control Zones without Tower m CLASSD 0 CLASSE Me a.n.m.p.@. W 4LI Ex1 AIRSPACE CLASSlFlC I I Aircraft normally travel between airports via electronic airways. These airways are marked on aeronautical charts, connecting enroute navigational aids that assist pilots in controlling their aircraft along these visibility down to three-quarter mile. specified routes. There are two types of airway systems: the Low Altitude System (Victor Airways); and the High Altitude AIRPORT TRAFFIC CONTROL TOWER Airway System (jet Routes). The Victor Airway System begins at 1,200 feet AGL The McClellan-Palomar Airport Tra and extends upward to 18,000 feet MSL. Control Tower (ATCT) operates daily frc The Jet Routes, layered above the Victor 6:OO am to 9:OO pm, controlling airci Airways, begin at 18,000 feet MSL and movement within a five statute mile rad extend upward to 45,000 feet MSL. of McClellan-Palomar Airport up to altitude of 2,500 feet ACL. This facility : Three Victor Airways, Victor 165, Victor 23- coordinates 9FR arrivals and departures v 597, and Victor 208-458, are located in the the San Diego Approach Control Facilit area of McClellan-Palomar Airport. Victor 165, a north-south airway, is located In addition, during ATCT operating ho approximately 6 NM west of the airport. the ATCT staff ads as a Limited Avial This airway is used to navigate between the Weather Reporting Station (LAW' Oceanside VOR and the REDIN or SARCS providing information on cloud he fntersect*ons. Victor 23-597, a north-south weather, obstruction to vision, sur airway, is located approximately 4 NM west winds, and altimeter setting. During ti of McClellan-Palomar Airport. This airway when the ATCT is closed, some air is used to navigate between the Oceanside information is provided on the Auton VOR and the Mission Bay VOR. Victor Terminal Information Service (ATIS). 208-458, an east-west airway, is located This airway is used to navigate between the Oceanside VOR and the Julian VOR. ceiling and visibility down to one mile. TI NDB RWY 24 approach is provided fro the Escondido NDB in weather conditio at or above a 1,437 foot cloud ceiling ai 0 i i i i 'i i i tl Y 8 hi c' 1 I :i approximately 6 NM north of the airport. '\ SOCIOECONOMIC DATA A variety of historical and for information related to the McCk INSTRUMENT APPROACH PROCEDURES Palomar Airport area is used in va elements of the Master Plan prc There are three instrument approach Detailed analysis of this data, i procedures currently available at McClellan- pertained to the City of Carlsbad an Palomar Airport, the ILS RWY 24, the VOR- County area, will be used in subsel A, and the NDB RWY 24. The ils RWY 24 chapters. This information may be u: approach procedure is a precision forecast the airport activity includin instrument approach to Runway 24 in number and type of aircraft operatior weather conditions at or above a 250 foot the number of passenger enplaneme cloud ceiling and visibility of one mile (CAT McClellan-Palomar Airport. Socioecoi I approach). The VOR-A DME approach, factors which have a significant imp provided from the Oceanside VOR, allows the demand for air transportation v for a circling approach in weather analyzed in computing airport oper conditions at or above a 532 foot cloud 1 ii 1-13 Population growth trends and the economic base of the entire community are the most important factors to consider in forecasting airport activity. information for the Cities of Carlsbad, Oceanside, San Marcos, Vista, and the County of San Diego. As shown in Table lE, Historical Population Statistics, the City of Carlsbad has an average annual growth rate of nearly 5.8 percent in the 1980's. The City of Oceanside had a slightly lower growth rate of 5.3 percent, while the Cities of San Marcos and Vista had greater growth rates of 8.3 and 7.2 percents respectively. The County has shown a slightly lower growth rate than that of the Cities of Carlsbad and Oceanside during the same POPULATION An analysis of population growth in the Carlsbad area was obtained from the U.S. Department of Commerce, the San Diego Association of Governments, and the City of Carlsbad. Table 1 E, Historical Population Statistics, illustrates the population period (3.0 percent). EMPLOYMENT The City of Carlsbad has exhibited strong economic growth over the years due to continued economic development in the area. This economic development has provided a location for a variety of majo employers. Table 1 F, Major Employers identifies the major manufacturing and non manufacturing companies with 90 or mor' employees within the Carlsbad area. 1-14 hl il I Beckman Instruments Medical Products Watkins Manufacturing Corp. Medical Products Sierracin-Magnedyne, Inc. Electronic Motors I i c il i i B i :ti 'i i i La Costa Hotel and Spa Car Country Carlsbad Govern men t Carlsbad unified School District San Diego Gas & Electric Farmer's insurance Group Pea Soup Andersen's Restau rant/Ho te I The employment sector in the City of Table lG, Employment Sector Percentz Carlsbad is comprised mainly of the indicates the employment breakdowr Manufacturing (25.0%)' Retail Trade percentages of each of the empioyr (21.6%), and Services (24.0%) sectors. sectors for the City of Carlsbad. 1-15 Wholesale Trade Retail Trade FIRE2 Services Government and Military Total 575 2.5% 5,055 21.6% 1,410 6.0% 5,632 24-00! 1,183 S.O% 23,444 100% 1 1 LAND USE AND ZONING facilities, and eating and drinkir establishments. An evaluation of land uses and zoning regulations in the vicinity of McClellan- In addition, the City of Carisbad Municip Palomar Airport aids in determining the Code regulates expansion of the airport 1 compatibility of the airport with its way of Ordinance 21 53.01 5; as follows neighbors. This information will be used to develop an airport master plan which is "21.53.01 5 Voter authorization requirl for airport expansion. compatible with local, regional and state long-range planning goals, objectives and a) The city council shall not appro policies; and to evaluate the strengths and any zone change, general pl amendment or any other legislati weaknesses of local regulatory control to ensure continuing compatibility of the enactment necessary to authori surrounding community with the airport. expansion of any airport in the city I shall the city commence any action spend any funds preparatory to or GENERALIZED LAND USE anticipation of such approvals with1 having been first authorized to do McClellan-Palomar Airport is located within by a majority vote of the qualif the corporate boundaries of the City of electors of the city voting at an elect San Diego. The airport is located in an b) This section was proposed area of industrial and mixed uses (i.e., initiative petition and adopted by industrial, commercial, and utilities), The vote of the city council witt closest residential development areas are submission to the voters and it shall located approximately one mile south of be repealed or amended except t vote of the people." the airport. Undeveloped parcels south of the airport are currently planned for industrial uses. Exhibit 1 H, Generaiizd Land Use, illustrates the land uses and airport influence area as identified in the current City of Carlsbad General Pian. c i i c i i i I 1 y 1 i $ Carlsbad, California, within the County of for such proposes. CLIMATE Weather conditions play an important in the planning and development o airport. Temperature is an important f; in determining runway length, while 1 'i ZONING ORDINANCE speed and direction are used to deter1 the optimal runway orientation. percentage of time that visibility is imp due to cloud coverage of other cond is a major factor in determining the i CIIY OF CARLSBAD The site plan, land uses, and conditions of approval for the McClellan-Palomar Airport are set forth in the conditional use permit (CUP 172) approved by the Carlsbad for navigational aids and lighting. Planning Commission. Certain structures and facilities require approval by the The Carlsbad area provides a mild Carlsbad Planning Commission prior to around temperature with low humidit construction. These facilities include airport light rainfall. The temperature range: administration buildings, airport passenger an averages of 48 degrees in January 1-17 i i degrees in August. Annual rainfall averages approximately nine inches, most of which falls between November and March. Table 11, Weather Summary, depicts the weather summary for the San Diego area. According to the ATCT staff, prevailing SUMMARY winds are primarily out of the west, favoring the use of Runway 24. The This chapter has provided an inventory 01 windrose illustrated in khibit 1 J, Windrose, those facilities that would effect the futurf was constructed from historical wind data development of the McClellan-Paloma recorded at McClellan-Palomar Airport. An Airport. The data collected for this chapte analysis of the hourly weather observations provides the information necessary t( during the period, 1968-1 977, reveals that perform subsequent analysis. It alsc Runway 6-24 provides 97.95 percent provides the proper perspective from whicl coverage of the 12 mile per hour (mph) to develop a realistic Master Plan that wil crosswind component, a 98.65 percent meet the needs of both the County of Sal coverage of the 15 mph crosswind Diego and the City of Carlsbad. The nex component, and a 99.75 percent coverage chapter will examine the current demanc of the 18 mph crosswind component. for aviation facilities and how thes, 1-18 0 . II. #: r I 1 5 1 8 1 I I I 1 1 I I 1 I 1 N a z 0, 1 COMMERCIAl/PROFESSIONAl t = GOVERNMENTAL FACIlITIES/PUBlIC UTlllTES LI NON-RESIDENTIAL RESERVE OH0 SCALE IN FEET - AIRPORT INFLUENCE AREA SOURCE : General Plan Land Use Map, City af Carlsbad - Oct., 1990 EI GENERALIZED LA Ir I 1s ? 1. I 1 I 1 3 I I 1 1 H I I 2 m ? 3 n & I 4+ Ai T 4 SOURCE. McCLELLAN- PALOMAR AIRPORT C ARLSBAD, CALIFORNIA OBSERVATIONS. Hourly Observations 1968-1977 a ~.a-i.c-m.~- Exhibi R WINDRC 1 demands can be expected to change in the future. Projections of aviation activity required to meet this demand. through the year 2015 will be prepared in order to identify the necessary facilitit f i i i i i i b c i i i i 3 i Is 1-19 1 t 1 1 1 b I II 1 1 I 1 I 8 1 1< u I I 1 1 Chapkr -1 A f! FQREg-AQ .z M M~~~E~~A~BP~~MA~ I A.B.B.B.@ij.B.Q ! I I I R 1 I f t I t I I 1 1 I 1 1 I- Chapter Two ~.n.n.p.o.n Met 1 ILMN.PR1OA AVIATION DEMAND FORECAST he proper planning of a facility of any type must begin with a definition of the needs that the facility can reasonably be expected to serve over the specified plan- ning period. At McClellan-Palomar Airport, this involves the development of a set of forecasts that may best define the potential of future aviation demand. Forecasts of aviation activity at the airport can be used as a basis for determining the types and sizes of facilities required to meet the aviation needs of the airport’s service area through the year 201 5. The primary objective of a forecasting effort is to define the magnitude of change that can be expected over time. Because of the cyclical nature of the economy, it is virtually impossible to predict with cer- tainty aviation activity on a year-to-year basis over an extended period of time. A growth curve can be established, howev- er, to predict the overall long-term growth potentia I. While a single line is often usec express the anticipated growth, i important to remember that actual gro may fluctuate above and below this li actual growth in activity seldom follow simple straight line or mathemati curve. It is also important to recognize that fc casts serve only as guidelines, and pl ning must remain flexible to responc unforeseen events. Aviation activity at airport is influenced by many exter factors, as well as by the facilities and vices available. Since its inception, industries have seen as dramatic a cha as the aviation industry. Major technolc cal advancements, regulatory and el nomic actions, and artificial infusions pilots as a result of armed conflict, h, resulted in erratic growth patterns plac significant impacts upon aviation activi The following sections attempt to def historical aviation trends and discuss ot 2-1 influences which may affect the future use passenger enplanements and fuel sales of McClellan-Palomar Airport. The results were obtained for the analyses. Similarly, of these analyses are presented as the "best socioeconomic factors such as population, estimate" or selected forecasts for the income, and employment are also analyzed facility. for their effect on aviation activity. The identification and comparison of the In addition, it must be realized that the relationships between these various forecasts presented in this chapter are indicators provides the initial step in the physical or policy constraints at McClellan- Palomar Airport will not be taken into consideration during the development of Trendline projection is probably the these forecast numbers. Chapter Five, simplest and most familiar of the forecasting Development Alternatives, will begin to techniques. By fitting classical growth address the physical and policy constrains curves to historical demand data, then and will identify the "constrained" aviation extending them into the future, a basic forecast. trendline projection is produced. A basic assumption of this technique is that outside factors will continue to affect aviation FORECASTING METHODOLOGY demand in much the same manner as in the past. As broad as this assumption may The systematic development of aviation be, the trend line projection does serve as forecasts involves both analytical and a reliable benchmark for comparing other judgmental processes. A series of projections. It is also important to mathematical relationships are tested to remember that this methodology is time establish statistical logic and rationale for sensitive and only as accurate as the data projected growth. The judgement of the points entered into the formula. forecast analyst, based upon professional experience and knowledge of the situation, Correlation analysis provides a measure of is important to the final determination of direct relationship between two separate the selected forecast. sets of historical data. An analysis is run which determines whether a change in one The most reliable approach to estimating data base has historically reflected a aviation demand is through the utilization corresponding change in the other data of more than one analytical technique. base. Should a reasonable correlation Methodologies frequently considered between the two data sets be determined, include: trendline projection, correlation a regression analysis would then be analysis, regression analysis, and market employed to forecast future changes to one share analysis. of the data bases. The relationship between two data bases is considered to be The analysis begins with the assessment of reliable when the resulting R2 value is close historical trends as data is collected and to 1.0. The R2 value can be considered the sorted on a variety of aviation indicators at relationship value: the higher the number, the local, regional, and national level. Data the stronger the correlation between the on aviation related factors such as aircraft data bases, the lower the number, the operations, based and registered aircraft, weaker the relationship. Low R2 values mean that the two data bases are not "unconstrained" in nature. The existing development of realistic forecasts of aviation demand. 2 -2 1 related and that changes in one data base Using a broad spectrum of local, region are not reflected by changes in the other and national socioeconomic hformath data base. Forecasters prefer to see R2 surveys and aviation trends, forecasts wt values of greater than 0.95; however, lower developed for several key aviation ad\ numbers can be used recognizing that categories, including the following. correlation and, therefore, reliability is not as strong. General Aviation Based Aircraft in regression analysis, values for the aviation demand element such as based aircraft, Military Activity operations, etc., (the dependent variable) Passenger Enplanements are projected on the basis of one or more Commercial Service Operations of the other indicators such as population, Air Taxi Operations per capita income, etc., (the independent Annual Instrument Approaches variables). Historical values for all variables Peaking Characteristics are analyzed to determine the relationship between the independent and dependent The forecasting process also consic with projected values of the independent intangible factors before determining variable(s), to project corresponding values selected forecast. These additional fac of the dependent variable. include the following. Market share analysis involves an historical Uses for which the forecast is bi review of the activity at an airport or airport developed system as a percentage share of a larger Character of the community and ser statewide or national aviation market. A area trend analysis of this historical share of the Potential changes in the ger market is followed by projecting a future business environment market share. These shares are then State-of-the-art advances in avi; multiplied by forecasts of the activity within related technology the larger geographical area to produce a Impact of new facilities or imprc market share projection. This method has services the. same limitations as a trendline Policies of the airport owner projection, but can provide a useful check operator on the validity of other forecasting tech niq ues . For planning purposes, two impo considerations impact the final In addition, another "cross-check" technique forecasts. First, due to both economic is to review and consider the forecasts technological changes, one cannot as made by other agencies. Although these a high level of confidence in forecast! agencies often utilize different data bases extend beyond five years; however, and variables, they generally use the same than five years is often needed to corn general techniques for forecasting aviation a facilities development program, ai activity. This review of other forecasting least twenty years is necessar) efforts, can assist in making subjective adequately amortize most ci judgments concerning short term forecast improvements. The second considera! trends. the level of optimism reflected ir 1 i Based Aircraft Fleet Mix General Aviation Aircraft Operations i I I i i i i i 1 i i i i i i variables. These relationships may be used, various other growth elements and sev i I 'I 1 2 -3 forecasts; aviation forecasting typically licensing of pilots as well as aircraft indicates some growth in the use of the maintenance regulations, thus ending the facility, regardless of recent historical era of the barnstormer. A number of these activity. This allows for comprehensive former barnstormers established businesses planning of the airport facility. To counter known as fixed based operators (FBOs), this unrestricted growth, the planning efforts providing flight instruction, aircraft sales, to follow (e.g. Facility Requirements) must fueiing, and maintenance. incorporate a degree of flexibility that will be responsive to deviations from the In the 1920's, Wichita, Kansas became selected forecasts (e.g. timing of facility known as the "largest natural airport" improvement and upgrades). because of the vast area of flat terrain. The start of private aircraft manufacturing began here with the Weaver Aircraft Company TRENDS AT THE NATIONAL LEVEL (WACO), soon to be followed by the Travel Air Manufactwing Company. In the Each year, the FAA publishes a national 1930's, Wichita became the home to the forecast of aviation activity. Included in Beech Aircraft Corporation and Cessna these projections are categories for air Corporation. carriers, air taxi/commuters, general aviation, and military activity. The forecasts After World War 11, the term "genera are prepared to meet budget and planning aviation" was coined to remove the needs of the constituent units of the FAA, imagined onus of the term "private flying' and to provide information that can be from the industry. General aviatiot used by state and local authorities, the denoted aviation used for vital, useful aviation industry, and the general public. general purposes, much like the privatc automobile. In the late 1940's, the genera The current edition of the FA4 Aviation aviation manufacturers began to look at thc Forecasts, Fiscal Years 7 994-2005, was used development of aircraft to be used a as a basis for the development of a series of reliable business transportation. This ide forecasts for McClellan-Palomar Airport. A did not catch on until 1953, when the ligt synopsis of the FAA report of both existing twin engine aircraft started to becom and anticipated future conditions in the popular. aviation sector is presented in the paragraphs that follow. By the end of the 19SO's, the light plan industry was starting to reach maturity. Th continued through the 1960's with tt GENERAL AVIATION development of a wide-range of light sing and Win engine aircraft. By this tin As World War I ended in late 1918, general aviation became a major part of tt thousands of military aircraft were sold as country's transportation system, with i surplus. These aircraft were purchased by inventory of light aircraft that were ful former World War I pilots who became capable of flying 1,500 miles comfortabl known as "barnstormers", putting on airshows and providing rides for the local General aviation continues to dominate t community. The passage of the Air aviation industry. In 1992, there were Commerce Act in 1926 required the total of 17,846 airportdheliports availat for general aviation aircraft, of these or 2 -4 664 airports were served by scheduled airlines. In terms of active aircraft, there were a total of 184,433 active general aviation aircraft in 1993, compared to According to the FAA Forecasts, Fiscal Yea 4,200 commercial jet aircraft and 6,200 1994-2005, single engine piston aircraft ai military aircraft. Of the 682,959 projected to decrease in the short-ter certificated pilots in 1993, general aviation from 143,580 in 1993 to 131,100 in 195 accounted for nearly 84 percent of the and remain relatively stable during tt total. In 1992, general aviation operations remaining forecast period. The short-ter accounted for approximately 100.8 million, decline is anticipated to be due to the larj nearly 75 percent of the total 134.7 million numbers of retirements and/or shifts nonactive status of many of the old operations. aircraft in the general aviation fleet. MU A number of changes have occurred in the engine aircraft are also expected to dedi general aviation industry since the 1960% in the short-term from 18,536 in 1993 that have affected and continue to affect 17,300 in 1998. The multi-engine fleet the future growth rate of general aviation. however, expected to increase sligh Historically, the economic cycle of the during the! remainder of the forecast peri general aviation industry closely paralleled to 17,600 in 2005. Reflecting 1 that of the nations economy. Theories increased convenience of general aviati abound as to why the decline in aircraft flying to businesses and their push sales and pilots has not responded to the technology, turbine-powered aircraft i recent economic growth in the early projected to increase by an average ann 1990's. Some cite the high aircraft costs, growth rate of 2.4 percent from 3,s which have continued to increase even aircraft in 1993 to 5,800 aircraft in 200. during periods of relatively modest inflation. Others cite high operating and increased liability costs. In addition, the Veteran's Bill AIR CARlRlER AND REGIONAL/ (GI. Bill), which provided financial COMMUTER AIRLINE TRENDS assistance for flight training, also expired AND FORECAST resulting in the number of pilots to no longer be artificially supplemented by the October 1993 marked the fiftee armed services. anniversary of the Airline Deregulation i perhaps lone of the most important evc On a positive side however, recent in aviation history. Since enactment of legislation on manufacturers liability has legislation, we have witnessed a numbe stimulated the interest in the resurrection of significant structural and operatic general aviation aircraft manufacturing. The changes in the commercial avia last decade has seen a dramatic growth in industry. During this period, the air ca the development of "kit" or "home-built" industry has gone through three dis aircraft. In addition, use of general aviation phases (expansion, consolidation aircraft by business is on an increase. As a concentration) and begun the fc result, the character of the general aviation fleet continues to change. The more expensive and sophisticated turbine- The initial phase of deregulation powered components of the general characterized by the expansion of airline industry. After the Ai aviation fJeet is expected to grow muc faster than piston aircraft. T 1 c I F I t i & (globalization). v 2 -5 i Deregulation Act of 1978, a record number carriers increasing from 210 in 1978 to 250 of new airlines entered the marketplace. in 1981, then declining through 1993 to The number of large air carriers grew from 136. In an effort to consolidate operational 30 to 105, including America West, costs, the regional/cornrnuter airlines have Southwest and USAir. become increasingly integrated with the large, scheduled air carriers through code- With competition among airline companies sharing agreements. As some of the being fierce, there was a proliferation of remaining regional airlines have developed low air fares to stimulate demand and to profitable route structures, another compete with the low fares offered by emerging trend is the actual acquisition of airlines such as Southwest and Morris. some of these airlines by their larger These low fares were partially responsible partners. for the dramatic increase in passenger traffic in the 1980's. During this period, many The latest strategy emerging from the smaller markets experienced improved air airlines is that of "concentration." In effect, service with increased frequencies through the airlines are becoming increasingly connecting hub airports to multiple sensitive to regional, national and global destinations. The onset of airline hubbing passenger traffic trends, and are seeking to at an airport translated into substantial maximize the profitability of individual investment into communities across the routes. With consolidation, a greater nation. Although initially rejected by the concentration of airline market share has flying public as inconvenient, the "hub and occurred. The four largest U.S. carriers spoke" system of airline travel has since accounted for 60 percent of the domestic become the norm. revenue passenger miles in 1990, compared to 52.5 percent in 1978. The three largest Growth in the late 1970's through mid U.S. carriers (American, United and Delta) 1980's led the airline industry to continue now carry over half of the domestic traffic. to invest in new aircraft, technology and the hub-and-spoke concept. These strategies The industry trend of concentrating on passenger traffic demand; however, this airlines aircraft orders, including sales and demand began to diminish and the nation leasing. Only a few years ago, the airlines became involved in an economic recession. continued ordering new and larger aircraft. As a result, between the late 1980's and In part, these orders were necessary to early 1990's 11 5 airline companies either replace the Stage 2 aircraft fleet with ceased to exist, merged with other airlines, quieter Stage 3 aircraft by the legislated downsized their service to a regional/ date of December 31, 2003. Many aircraft commuter status, or filed for protection orders, however, were placed when short- under the Chapter 11 bankruptcy laws. In term national and worldwide growth in an effort to remain afloat in the 1980's and passenger traffic was still expected to be early 1990's several airline companies strong. merged. This trend of consolidation among the larger airline companies in continuing. Recently though, new orders for aircrafi have focused on reducing excess seating The regional/co m m u te r ai r 1 i nes have capacity by utilizing more narrow-bodiec experienced similar changes as a result of aircraft. This trend is reflective of industq industry expansion, with the number of concerns over future passenger traffic were premised on continued robust airline successful markets has also impacted the 2 -6 demand and market concentration. As an air carriers and regional/commuters suggest example, the Boeing company has recently that the smaller carriers benefit fron slowed production of its 777 aircraft, and working relationships with the large the McDonnell Douglas manufacture of its airlines. in future years, the same could b MD-11 has also been recently reduced. true for competition in internation; markets. Commuter airlines have stepped up to place new orders in the regional jet market The FAA projections for passengf with passenger seating capacities in the enplanements on both the major an 40+ seat range. This represents a regional/commuter airlines remains stror significant upscaling of the regional/ through the year 2005. bchibit 2A, Majc commuter fleet from the standard 19 to 40 and Regional Airlines Forecast Passengc seat range of the recent past. The Canadair Enplanements, illustrates the anticipatt Regional Jet, the Fokker 70, and the EMB- growth in these two areas. 145 regional jet are examples of new aircraft expected to fill a niche in regional air travel route structures. OTHER AVIATION STUDIES The US. commercial aviation industry In order to develop aviation forecasts 1 recently entered into a fourth phase of the McCfellan-Palomar Airport, other aviati deregulation process -- Globalization. This, related documents were reviewed. Each combined with other 'free market" the following studies provides an insight movements around the world, such as the the anticipated levels of various aviatil deregulation of the European Common related activities. Each of these studies i Market in December 1992 and the political briefly summarized in the followi shift in the former Soviet Bloc Nations, sections. opens up the possibility of the creation of multi-national "mega-carriers" throughout the world. With the dramatic increase of 1975 PALOMAR AIRPORT MASTER PL international mergers and alliances since 1989, some have predicted that there will The last airport master plan completed only be a dozen world airlines by the McClellan-Palomar Airport was conduc twenty-first century. The race among the in 1975. As was stated earlier, the aviat world's air carriers is now on to see who industry has evolved through many chan can put together the most effective global since this document was complet system. however, the projected aviation advi are described in the following paragrap Global airline strategies include marketing stakes in other carriers. What this means "unrestricted" demand to be approxim: for the commercial aviation industry is 500,000 annual operations by the currently open to speculation. One thing is 1990. The Master Plan identified a nun certain, however, the airline industry of improvements that would be neede worldwide will continue to exhibit strong meet this anticipated growth. TI growth rates well into the twenty-first improvements were examined in sc century. Also, the U.S. experience with alternatives, of which the recommer code-sharing agreements between the large B @ 8 I I 1 i II 1 I' il 1 i agreements, "code-sharingn, and/or equity The 1975 Airport Master Plan anticipz 2 -7 alternative included the construction of a operations at McCIellan-Palomar Airport parallel runway, the extension of the were anticipated to level-off at 290,000 existing runway, construction of additional annual operations by 1995, although the taxiways, and improvements to the lighting "unconstrained" demand would be and navigational approach aids. approximately 326,000. The difference in operations are due to the limited airport Out of those improvements recommended property and anticipated air traffic in the 1975 Master Plan, the most congestion in the area. The "unrestricted" significant were the construction of the forecast for the number of based aircraft existing runway. Since the completion of again, due to the limited amount of airport that Master Plan, certain management and property, only 600 based aircraft could be local policies have been established that accommodated. This study indicates an place controlling measures on the types of average annual growth rate of 3.5 percent development and operational levels that in operations until the year 1995, at which can occur at McClellan-Palomar Airport. point it is expected that the operational These management and local policies will level would be maximized at 290,000 be reviewed later in this chapter. With the annual operations. The based aircraft exception of the construction of the parallel "constrained" forecast indicates an average runway and the extension of the existing annual growth rate of 5.0 percent to 1995. runway, most of the recommended development items identified in the previous Master Plan have been completed to date. parallel runway and the extension of the was determined to be 786 by 1995, Once COMPREHENSIVE LAND US€ PLAN In April 1994, the San Diego Association of Governments (SANDAG) updated the 1986 FAR PART 150 STUDY Comprehensive Land Use Plan (CLUP) for McClellan-Palomar Airport. This report was In 1990, an Federal Aviation Regulation prepared to assist in ensuring the (FAR) Part 150 Noise Compatibility Study compatible land use development in the was completed for McClellan-Palomar area surrounding the McClellan-Palomai Airport. The purpose of this document was Airport. to determine the noise impacts on surrounding land uses and, if necessary, According to the 1994 CLUP, aircrafi recommend changes to the flight patterns operations are projected to increase from or operational restrictions to potentially 225,000 in 1992 to 290,000 annually b; reduces th.ese impacts. The 1995. This increase in operations results ii recommendations from this Study included an average annual growth rate o operational changes and encouraged approximately 8.8 percent. changes to existing zoning ordinances and General Plans. Within the 1994 CLUP, a Noise lmpac Notification Area (NINA) was identified During the development of the FAR Part This area represents nearly 90 percent of a 150 Study, forecast of aviation activity at noise and overflight related residential area McClellan-Palomar Airport were prepared. impacted by aircraft operations to and fron Using 1989 as a base year, aircraft McClellan-Palomar Airport. The NINA i operations were projected for 1995. The composed of a three mile radius around thl 2 -8 I 0 . 1 Rz a 5 E 1 I 1 1 1E P I I I t It I It It I1 m MAJOR AIRLINES REGIONAL AIRLINES 1987 ‘88 ‘89 ‘90 ‘91 ‘92 ‘93 ‘94 ‘95 ‘96 ‘97 ‘98 ‘99 2000 ‘01 ‘02 ‘03 ‘04 2005 IC FISCAL YEAR E: MAJOR AND REGIONAL AI FORECAST PASSENGER ENPLANE I ;I i airport, as well as the instrument corridors projected number of based aircraft ar associated with the VOR and Its operations were 563 and 309,6! approaches. All new residential respectively. This would indicate i developments located within the NINA average annual growth rate of 1.9 perce shall require a notice concerning the in based aircraft and 2.6 percent potential aircraft environmental impacts, operations. No commercial servi clarifying that the property is subject to operations or enplanements at McClella aircraft overflights, sight and sound of Palomar Airport were forecast in this stuc aircraft operating from McClellan-Palomar Airport. I 'B REGIONAL TRANSPORTATION PLAN il ? i' B 1 SAN DIEGO AIR CARRIER AIRPORT SANDAG is mandated to peridia SITE SELECTION STUDY update the Regionaf Transportation PI (RTP) by State Government Code. T The purpose of this 1990 study was to Plan is a set of policies, plans, a identify a preferred site for the programs to guide the effect development of an air carrier airport to coordination and orderly programming replace Lindbergh Field (San Diego transportation improvements among lo( International Airport). The study, prepared regional, state, and federal agencies. by SANDAC, included annual enplanement and operation forecasts for Lindbergh Field. Within the 1993 "Draft" RTP, Chapte With 10.1 million annual passengers (MAP) identified the aviation portion of the PI in the based year of 1987, the study Using 1991 as a base year, the forec predicted an increase to 19.8 MAP by the based aircraft and operational level year 2010. This would indicate an average McClellan-Palomar Airport were prepar annual growth rate of approximately 3.0 The based aircraft and operati percent. anticipated at McClellan-Palomar Air! were identified as 584 and 316,3 respectively, by the year 2005. This wc indicated an average annual growth ratc approximately 4.8 percent in based airc and 1.9 percent in operations. THE CALIFORNIA AVIATION SYSTEM PLAN Statewide aviation planning for the State of California is accomplished by the California Department of Transportation, Division of Aeronautics (CalTrans). In 1987, CalTrans began updating the 1981 California McClellan-Palomar Airport is in the unL Aviation System Plan (CASP), with a position of not having traditional, rei projected completion date in 1989. identifiable, solutions to resol "unconstrained growth" problc Element II: Forecasts, Volume 1, dated july Landlocked on top of a mesa, its phy based aircraft and operational levels surfaces, are dictated by terrain, and anticipated at McClellan-Palomar Airport by the year 2005. By the year 2005, the POLICIES AND ISSUES 1989, of the CASP identified the forecast features, including the runway and tax of the surrounding land mass is develo supporting a large, light industrial com 2 -9 '~ j In addition to physical constraints, capacity development of McClellan-Palomar Airport. and demand are also tempered by The following eight items are identified in environmental constraints which, translated Policy F-44. This Policy is scheduled to into political action, (Le., local control due "sunset" on December 31, 1995, however, to noise and safety concerns), have created the Policy can be reviewed for continuance an environment in which expansion of the by the Board of Supervisors prior this date. ai r po r t req u i res constituent i n put. Therefore, the discussion of a second 1. The role of McClellan-Palomar runway for example, must be viewed by Airport shall be to provide air another kind of "demand" perspective. transportation for the residents of North While there may be demand for additional San Diego County and to facilitate capacity, there must be a corresponding General Aviation activities while demand from the community to want and minimizing noise impacts on accept the necessary changes which result as a matter of course in creating such capacity. 2. Scheduled commuter airline operations are limited to aircraft having There is also a practical side to the 30 or fewer seats. Commuter airline equation, having to do with economies of aircraft shall meet the FAA stage 111 scale, diminishing returns and return on noise criteria. investment. It will be necessary to equate any significant changes to a cost-benefit 3. The airport will operate with one analysis. Annual forecasts for based aircraft, runway at its present length. forecast operations and . passenger enplanements, may not necessarily justify 4. The County will take a pro-active the cost of implementing changes to meet role working with local agencies and the demand. In fact, it appears that future FAA FAA to protect the airspace around the funding may soon require such cost-benefit airport from encroachment and to analysis. promote compatible off airport land development, and to insure the future Should, as discussed above, the need arise safety and compatibility of the existing for increased capacity, including a second runway length. runway or runway extension, both constituent approval and environmental 5. The County will operate the airpod documentation will be required prior to in accordance with any adopted FAP implementation. While it is not within the Part 150 Noise Compatibility Progran- scope of this document to discuss and in full compliance with any State 01 alternatives to demand in great detail, a Federal mandated noise standards short synopsis of each policy follows: relating to the operation of a public airport. The program will recognize thc City of Carlsbad's Noise Policy #I 7 anc SAN DIECO COUNW BOARD OF implement mitigation measures tc SUPERVISORS POLICY F-44 minimize noise impacts. In 1991, the San Diego County Board of 6, The County will monitor aircral Supervisors established Policy F-44 to noise and verify the Community Noisc provide guidelines for the operation and Equivalent Level (CNEL) noise contour surrounding areas and communities. 2-1 0 1 I 11 8 1 I E I I I within the airport influence area as "21 S3.015 Voter authorization require( described in the Palornar Airport for airport expansion. Comprehensive Land Use Plan as well a) The city council shall not approvl as monitor pilot compliance with any any zone change, general plai adopted FAA Part 150 Noise Abatement amendment or any other legislativ Program. The County will also monitor enactment necessary to authoriz Single Event Noise Exposure Levels expansion of any airport in the city nc (SSENEL) in the form of a noise shall the city commence any action ( monitoring system and institute spend any funds preparatory to or i procedures to mitigate single event anticipation of such approvals withoi noises. having been first authorized to do so t a majority vote of the qualified electo 7. The Airport Manager will produce, sf the city voting at an election for su< distribute and promote a detailed noise proposes. abatement program for the airport. The b) This section was proposed t program will contain specific flight initiative petition and adopted by ti information and a chart identifying noise vote of the city council withc sensitive areas. The noise abatement submission to the voters and it shall r program will be updated annually and be repealed or amended except by distributed to pilots. The Airport vote of the people." with the program. 8. This policy recognizes SANDAG's Airport Land Use Commission Plan. 1 I Manager will request pilot compliance POLICIES AND ISSUES SUMMARY ;I As stated in the previous policies, cert limitation are currently in place development at McClellan-Palomar Airp CITY OF CARESAD While each of these policies will need ORDINANCE 21 -53.01 5 be examined based on both demand i capacity at McClellan-Palomar Airport, The site plan, land uses, and conditions of chapter will provide unconstrained aviat approval for the McClellan-Palomar Airport forecasts. The following chapter are set forth in the conditional use permit examine the facilities necessary to fulfill (CUP 172) approved by the Carlsbad u nconstrai n ed de man d , while Planning Commission. Certain structures subsequent chapter will examine alterna and facilities require approval by the means to accommodate th Carlsbad Planning Commission prior to u nconstrai n ed demands. If construction- These facilities include airport unconstrained demands can not administration buildings, airport passenger accommodated due to physical constri facilities, and eating and drinking or policy decisions, the "constraii establishments. In addition, Carlsbad aviation forecast levels will then Municipal Code regulates the expansion of McClellan-Palomar Airport by way of the following ordinance: determined. I 2-1 1 i POPULATION TRENDS serve the needs of the residents in these AND FORECASTS areas. Since the City of Oceanside has a general aviation airport, it is anticipated Historical as well as forecast population that, for the most part, those residents in data normally provide a good indication of Oceanside and Fallbrook area would utilize future aviation demand at an airport. Since the Oceanside Municipal Airport for general previous population growth of a community aviation purposes, however, could use or service area can be tracked, past growth McClellan-Palomar Airport for commercial service (commuter) purposes. activity. A service area growth rate in population will normally produce a demand Table 2A, Forecast Population Growth, for airport services. Conversely, a service indicates the population forecast for those area with little growth or a net population areas determined to be located in the decrease will generally not produce an McClellan-Palomar Airport Service Area increased demand for airport services. based on the San Diego Association of Governments (SANDAG) Series 8 forecasts. To determine the aviation demand for The SANDAG Series 8 forecasts, however, McClellan-Palomar Airport, the role of the are not expected to be officially adopted airport and the geographic extent of the until the end of 1994. The population of area the airport serves was identified. The the General Aviation (CA.) Service Area Service Area of an airport is defined by its and the Commercial Service (C.S.) Service proximity to other airports providing similar Area are also presented in Table 2A. service to the public, rather than by any jurisdictional boundaries. The McClellan- The average annual growth rates of these portion of San Diego County and in Marcos has the highest at 2.98 percent, southern California, therefore, for the followed by Carlsbad with 2.45 percent. purposes of this study the airport service Encinitas had the lowest growth rate of area was generally defined as the 0.41 percent. The CA. Service Area and population centers of the communities of the C.S. Service Area had average annual Carlsbad, Oceanside, San Marcos, Vista, growth rates of 1.34 percent and 1.40 Encinitas, Escondido, and Fallbrook. It is percent, respectively. anticipated that the airport will continue to trends can then be correlated to airport Palomar Airport is located in the northwest population forecasts, indicate that San 2-1 2 ' E LT I 1 1 City of Oceanside' 145,404 148,l 23 162,498 171,358 180,701 .190,553 City of San Marcos' 45,991 48,735 65,113 71,211 77,880 85,174 City of Vista' 79/51 1 80,089 83,045 85,026 87,054 89,130 City of Encinitas 58,011 58,318 59,946 61,027 62,127 63,247 City of Escondido 116,938 11 8,181 127,308 130,513 133,799 137,167 City of Fallbrook' 34,755 35,600 40,000 44,944 50,499 56,740 G.A. Service Area3 368,374 376,202 423,118 443,175 464,625 487,583 C.S. Service Area4 548,533 559,925 625,616 659,477 695,825 734,876 Notes: ' 1995, 2005, and 201 0 interpolated by Coffman Associates 3 General Aviation Service Area includes Carlsbad, San Marcos, Vista, Encinitas, Escondido, and Failbrook 4 Commercial Service Area includes GA. Service Area and Oceanside San Diego Association of Governments, "Draft" Regional Transportation Plan; County of San Diego 2 1994, 1995, 2005,201 0, and 201 5 interpolated by Coffman Associates Sources: 1983 1984 1985 1986 1987 1988 1989 1990 1991' 1992' 1 993 367 394 41 3 448 428 422 447 447 398 351 495 Linear regression analyzes were 1993. This trend of based aircraft pe the General Aviation Service Area for continue throughout the planning period a McClellan-Palomar Airport. The historical the population within the service are and forecast population for the CA. Service increases at a greater growth rate than thl Area was utilized as the independent number of based aircraft within the sam variable, while the historical based aircraft region. It is anticipated that by the yea was the dependant variable. The results of 2015 the ratio will be 1.25. As a result, th this analysis is included in Table 2C projected based aircraft for the year 201 5 I estimated to be 609. The results of thi Market share analysis was also evaluated for market share are included in Table 2C McClellan-Palomar Airport. The historical and forecast active general aviation aircraft Forecasts from the National Plan ( in the United States and the AWP Region Integrated Airport systems (NPIAS) was als were compared to the historical based reviewed. The forecast number of base aircraft at McClellan-Palomar Airport. aircraft in the NPlAS for 1995 and the ye: Based on the percentage of the aircraft 2000 (351 and 355 respectively) we1 based at McClellan-Palomar Airport to that considerably lower than the existir in the AWP Region, the forecast market number of based aircraft (493, therefoi share of based aircraft for McClellan- the data from this source was considere a constant market share throughout the planning period, the forecast resuits ranged from 504 in 1995 to 541 in the year 201 5. Those other aviation related studi( The results of this market share analysis are discussed earlier in this chapter th included in Table 2C projected based aircraft numbers are al: shown in Table 2C Another method used to determine market share is the ratio of based aircraft per 1,000 The selected based aircraft foretz population in a specific region. Utilizing indicated in Table 2C, illustrates a 1.( the C.A. Service Area historical and forecast percent average annual growth rate throul population, based aircraft projections were the planning period. Exhibit 2B, Basc determined. Over the last ten years the . . . Aircraft Forecast, illustrates the select( based aircraft per 1,000 population ratio based aircraft forecast with the results frc has decreased from 2.53 in 1980 to 1.36 in the other forecast methods. I 1 accomplished using population statistics of 1,000 populati~n decieasing is expected tc # 4 1 [ I I I I 1 t E 1 Palomar Airport was determined. Assuming poor. The data from this source presented in Table 2C ! I I I (I il il lc m 2-1 5 t 1983-1990 (R2=0.71) Forecast Based Aircraft Notes: ' Does not include 1991 or 1992 based aircraft data in calculation. 2 includes the population data for 1987-1990 and 1993. N/A - Not Available AIRCRAFT FLEn MIX forecast general aviation fleet mix. Tk fleet mix trend at McClellan-Paloml Knowing the aircraft fleet mix expected to Airport is similar to that of the nation utilize the airport is necessary to properly trends, with a trend towards a slight plan the facilities that will best serve not higher percentage of more sophisticatc only the level of activity but also the type and higher performance aircraft in tt of activities occurring at the airport. The future. The single engine aircrz mix of based aircraft at McClellan-Palomar percentage is expected to decrease frc Airport was determined by an analysis of approximately 70 percent to 62 percent the types of aircraft historically and the end of the planning period. The mi currently based at the Airport. This was engine, turboprop, and turbojet percenta compared with the FAA existing and are expected to increase from 16 percem 2-1 6 T E 15 m I- II 1c I I 4 ll I 1 Y I P I P B t 2 Q N a z - Trendline (1 988-1 993) - G.A. Service Area m E> BASED AIF I I c 4.4 percent, 4.2 percent, respectively, to 19.5 percent, 7.2 percent, and 5.7 percent, respectively. Rotorcraft mix is also Fleet Mix Projedons. expected to increase from 3.2 percent to 3.7 percent. The existing and forecast fl mix are shown in Table 2D, Based Airc i t i ? .I : I -! GENERAL AVIATION OPERATIONS records were available from the ail records, and the FAA Terminal d An aircraft operation is defined as any Forecast. takeoff or landing performed by an aircraft. There are two types of operations, local An historical trendline analysis for and itinerant. A local operation is a takeoff period 1983-93 produced a or landing performed by an aircraft that will correlation with a coefficient of 0.6: operate within the local traffic pattern, in projection of operations using the tren sight of the airport, or will execute analysis method is illustrated in Tabk simulated approaches or touch-and-go General Aviation Operations. operations. itinerant operations are all arrivals and departures other than local. Linear regression analysis of general avi Generally, focal operations are comprised operations at McClellan-Palomar A of training operations and itinerant was conducted using the population operations are those aircraft with a specific for the General Aviation Service Area. destination away from or to the airport. analysis resulted in a good corre Typically, itinerant operations increase with coefficient of 0.82. The forecast ope1 business and industry use of the airport results from this analysis is indicat since business aircraft are used primarily to Table 2E. move people from one location to another. Another commonly used forecasting m traffic control tower, actual operations data the use of a ratio of operations to was utilized. In addition, other historical aircraft. Based on the 1983-1993 Since McClellan-Palornar Airport has an air for projecting general aviation operat i i 2-1 7 i Annual GA. Operations 21 6,000 225,000 235,000 247,000 260,000 f I 1$ 0 R- 1 1 I 1 1 i z 1 I E 1 I J I . x 2 h a a E, GENERAL AVIATION OPER I I MILITARY ACTIVITY FORECAST between these two types of operations G provide important insight to the types Based on the FAA Air Traffic Control Tower facilities needed at the airport (i, (ATCT) records, military activity at tiedowns, hangars, navigational aids, etc: McClellan-Palomar Airport has increased from approximately 1,600 operations in According to the ATCT logs, the gene 1983 to approximately 2,800 in 1993. The aviation operational split at McClell: majority of the military operations are Palornar Airport in 1993 was approximat instrument training flights conducted by 66 percent itinerant and 34 percent ~OC helicopters and a variety of fixed-wing Due to the tourism industry and 1 aircraft. The military operations are business activity in the surrounding area anticipated to remain relatively constant at is anticipated that the current amount 2,900 annual operations throughout the itinerant operations would increase dig1 planning period. The forecast military to 70 percent by the end of the planr operational level for the planning period period. are indicated in Table 2F and in Table 2M at the end of this chapter. The distribution of local versus itinel operations for the planning period illustrated in Table 2F, local Ve 1 1 1 LOCAL VERSUS ITINERANT itinerant Splits. OPERATIONAL SPLIT I ! i As previously stated, there are two types of operations; local and itinerant. The split I; i 2-1 9 i COMMERCIAL SERVICE FORECAST Airline activity into McClellan-Palomar Enplaned passengers are those that board a Airport is provided by regional/cornmuter commercial service aircraft for departure airlines. At the present time, the airport is from the airport. This statistic is the most being served by two commuter airlines; basic indicator of demand for airline American Eagle and United Express. activity. American Eagle operates 19 passenger Jetstream 31 aircraft, and United Express The 1993 origin-destination data for operates 19 passenger Jetstream 31, and is McClellan-Palomar Airport was used to capable of using 30 seat Brasilia aircraft. evaluate the top 20 markets. The top 20 markets for McClellan-Palomar Airport are The determination of commercial service presented in Table 2C, Origin-Destination forecast numbers for McClellan-Palomar Data. The data was comprised from a 10 Airport must be based upon a number of percent passenger sampling of those assumptions. This includes the assumption passengers originating or final destination that Lindbergh Field (San Diego was McClellan-Palomar Airport. Of the top International Airport) can resolve any 20, there are nine destinations (Los Angeles, capacity issue that may exist, and secondly, San Jose, San Luis Obispo, Fresno, the forecast assumes that there are no Monterey, Santa Maria, Santa Barbara, San physical or policy constrains that would Francisco and Oxnard) located within the restrict the ability to accommodate the State of California. These eight destinations unconstrained commercial service forecasts. totaled approximately 60.5 percent of the total passengers to and from McClelfan- In order to determine the type and size of Pafomar Airport Currently, the commuter facilities necessary to accommodate airline airlines serving McClellan-Palomar Airport activity at any airport, several elements of only operate to and from Los Angele: this activity must be forecast. The two International Airport (LAX). It woulc elements considered most important appear that destinations other than Lo! include Annual Enplaned Passengers and Angeles could potentially generate i Annual Commercial Service Operations. demand for direct service from McClellan- Palomar Airport. ANNUAL ENPLANED PASSENGERS 2-20 I i c B 3 .. # i i i i 1 6. New York, John F. I .! ! 1 To develop new enplanement forecasts, increase in enplanements during thc several of the analytical techniques outlined three years. The forecast resulting fro previously were examined for their trendline analysis is provided in Tab1 applicability. These include historical trend Forecast Enplanements. analyses, regression analyses, market share analyses, and a review of other sources. One of the more common forec practices involves linear regression a A trendline forecast based upon available with population as the indepf historical enplanement data produced a variable. The C.S. Service Are; excellent correlation (R2=0.99), which was analyzed in an attempt to obtaii expected considering the relatively steady correlation upon which to make 2-21 projections. The correlations proved to be beyond the first five years due to the excellent, and the resulting forecast is impacts of outside forces on the airline indicated in Table 2H. industry (e.g. economy, political changes, changes in technology, etc.). Enplanement forecast from the FAA Terminal Area Forecast, FYI 993-FY2005 Both the national economy and airline was also examined. The results of this industry will be major factors that influence study project enplanement levels through the enplanement forecast. Although the the year 2005. The results from this national, state and local economies are forecast are included in Table 2H. slowly recovering from the recent recession, the airline industry is struggling and The selected enplanement forecast dramatic changes in the airline structure indicated in Table 2H is predicated on a may occur in the future. The factors that 7.1 percent average annual growth rate affect airline operations will directly impact from the 1993 total of 14,455 to 65,000 in enplanement forecasts. It is important to the year 2015. The larger percentage of note, however, that the most stable portion annual growth is in the short-term, due to of the airline industry has occurred in the the ability of the airlines to attract regionai/commuter air carrier segment, an additional users in the service area. In the airline segment which serves the McClellan- long-term, however, it is expected that the Palomar Airport area. With continued growth rate will level off. Exhibit 20, improvement in the economy and balance Enpfanements, illustrates the selected within the airline industry, enplanement forecast, however, as stated earlier one growth at the McClellan-Palomar Airport should not assume a high level of should be expected to continue through the confidence in those forecasts developed planning period. Forecast Enplanements McClellan-Palomar Airport FAA Terminal Area Forecasts FY1993-Fy2005 2-22 Q m . I 1% n im I I I I 1 I I I I I I 1 I I I 1 ; a 5 LEGEND: = Trendline (1991-1 993) - C.S. Service Area - - - - Selected Enplanement Forecast El ENPLANE 1 1 ANNUAL COMMERCIAL SERVICE average number of seats per aircraft fc I OPERATIONS AND FLEET MIX regional/comrnuter airlines in the Unite States is forecast to be between 22.9 an \ In addition to passenger enplanements, 35.5, with an average BLF between 48. there are other factors which affect and 49.8 percent. This would result in a forecasts of airline facilities. The number of average 7.5 percent growth in annu airline operations can be determined from en planements by regionakommuter airlinr the average ratio of passenger in the United States. The 6LF f( enplanements per departure. This ratio is McClellan-Palomar Airport has historical dependent upon the size of the aircraft and been lower than the national average ar the average percentage of seats that are has been projected to increase from 43 filled for each departure. The percentage 54 percent during the planning perk of enplanements to available seats is called Table 2J, Commercial Airline Fleet Mix a the Boarding Load Factor (BLF). Operations, depicts the anticipated airli operations based on various seati The BLF is important to airline companies capacities of commercial aircraft. Exhi because it serves as a measure of airline 2E, Operations Forecast Summa profit from a given market. When the BLF presented at the end of the chap is high, an airline will often consider illustrates the projected commercial serv increasing the number of seats or the operations throughout the planning perk number of flights available. The BLF, the One must realize, that the enplaneme type of aircraft and the number of aircraft and operational levels identified available, determine an airline’s marketing strategy. According to the FAA Aviation Forecasts, 7994-2005, between 1993 and 2005, the i i I \ i r i 1 r commercial service activity is unconstrainc The existing physical and policy constrai are not reflected in this forecast. j & i 1 i 2-23 McClellan-Palornar Airport AIR TAXI OPERATIONS ANNUAL INSTRUMENT Air Taxi activity (an operator certified in accordance with Federal Aviation Forecasts of annual instrument approaches Regulation (FAR) Part 135 and authorized (AIA) provide guidance in determining an to provide, on demand, public air airport's requirements for navigational aid transportation of persons or property for facilities. An instrument approach is hire, using small aircraft) at McClellan- defined by FAA as "...an approach to an Palomar Airport in 1993 accounted for airport with intent to land by an aircraft in 7,909 operations. This is approximately 69 accordance with an lnsfrument Flight Rule percent of the total commercial operations. (IF@ flight plan, when the visibility is less It is anticipated that this percentage will than three miles andlor when the ceiling is decrease slightly to approximately 60 at or below the minimum initial approach percent by the end of the planning period. altitude. n This would be expected due to the increased and improved commuter In determining the number of AIA's operations. The forecast of the air taxi conducted at the airport, the number of operations were presented in Table 21. instrument operations needed to be examined. Utilizing the 1993 Air Traffic APPROACHES 2-24 'b Control Tower activity logs, it was Utilizing the number of instrume determined that 65 percent of the airline operations determined, the number of AlA and air taxi operations, 52 percent of the were calculated for the planning perio, military operations, and 28 percent of The number of AIA's are expected increGe gradually throughout the plannii itinerant general aviation operations were fogged as instrument operations. These period as commercial operations increa operations included actual instrument and more sophisticated general aviati operations and instrument training activity. aircraft operate at the airport. The forec of AIA's at the airport are described Instrument weather condition in the Table 2K, Annual Instrument Approa McClellan-Palomar Airport area occur Forecast approximately 10 percent of the time. ,.E t c .i i PEAKING CHARACTERISTICS Design Hour - The peak hour wi the design day. Design hour is I Many airport facility needs are related to particularly in airfield demand/capi the levels of activity during peak periods. analysis as well as for terminal buil, The periods used in developing facility and access requirements. requirements for this Master Plan are: Peak Month - The calendar month It is important to note that only the month is an absolute peak within a 1 year. All the others will be exceed6 various times during the year. How they do represent reasonable plar standards that can be applied without ( building or being too restrictive. when peak aircraft operations occur. Design Day - The average day in the peak month. Normally, this indicator is easily derived by dividing the peak month operations by the number of days in the month. Busy Day - The busy day of a typical week in the peak month. This descriptor is used primarily to The general aviation peaking characte determine general aviation ramp space at McClellan-Palomar Airport needs. estimated from an analysis of esti monthly operations in the year 1993 1. GENERAL AVIATION PEAKING CHARACTERISTICS 2-2 5 peak month, August, was approximately 9.2 percent of annual general aviation CH ARAClERISTlCS operations. For planning purposes, the peak month has been projected to remain For this analysis, commercial service at 9.2 percent of annual general aviation peaking characteristics has been divided operations throughout the planning period. into two sections; enplanements and operations. The commercial service The Design Day will vary depending on the peaking characteristics are described in the number of operations during the peak following paragraphs. month. At McClellan-Palomar Airport, the average day was determined by dividing the peak month operations by 31 (the Enplanement Peaking Characteristia number of days in the peak month). According to 1993 enplanement data, the General aviation Design Hour operations peak month for enplaned passengers occurs typically range between 10 and 15 percent in the month of April with approximately of the average day depending on the total 10.0 percent. For planning purposes, the activity. The Design Hour activity at peak month is projected to remain relatively McClellan-Palomar Airport has been constant at 10.0 percent throughout the projected to remain at a constant 15 planning period. percent throughout the planning period. The Design Day, also referred to as the The definition of general aviation average day of the peak month, will vary passengers (Design Hour Passengers), as from year to year depending on the used in this section, refers to the average number of enplanements during the peak number of pilots and passengers expected month. At McClellan-Palomar Airport, the to utilize the airport's general aviation design day enplanements were determined terminal facilities during a given time. by dividing the peak month enplanements Touch-and-go operations would be an by 30 (the number of days in the peak exception to the higher passenger levels month). anticipated. Pilots conducting touch-and-go operations may only use the terminal Design Hour enplanements are used to facilities at the start and finish of their establish peak hourly demand affecting training activity. According to Air Traffic terminal facilities. The Design Hour Control logs, approximately 33 percent of enplanements at McClellan-Palomar Airport the general aviation operations are training are affected by the airline schedules. By in nature. In order to ensure that space the end of the planning period, the requirements are not overestimated in the percentage is expected to be 15 percent of planning effort, these operations were not the Design Day. considered in determining design hour passengers. in calculating the design hour The forecast of enplanement peaking passengers, an average of 2.5 passengers characteristic at McClellan-Palomar Airport per design hour operation, excluding are presented in Table 2L, Forecast Peaking training operations, was assumed for the Characteristics. existing condition. It is anticipated that this assumption would remain constant throughout the planning period. COMMERCIAL SERVICE PEAKING 2-26 I Commercial Service Operation Current Design Hour operations we Pea king Characteristics estimated to be 10.0 percent of the Desij Day operations. This percentage According to the 1993 commercial service expected to remain constant throughout tt operational data, the peak month for planning period. The commercial operatic: i commercial service operations occurred in peaking characteristics for commerci the month of July with approximately 10.4 service are depicted in Table 2L, For= Peaking Characteristics. 4 percent of the total. As with the enplanement peaking characteristics, this percentage is expected to remain relatively The peaking characteristics were applied constant at 10.4 percent throughout the the forecasts of general aviation operatio planning period. annual enplanements, and ann1 commercial service operations to obt The Design Day percentage was future peaking data at McCJellan-Palon determined by dividing the peak month Airport, A summary of the to1 commercial operations by 31 (the number commercial service, and general aviati of days in the peak month). peaking characteristics are presented Table 2L, Forecast Peaking Characteristi E i ' i i i i i i i ii i i il i 2-27 Annual Peak Month Design Day Design Hour 14,455 79,000 33,000 45,000 55,000 65,000 1,444 1,900 3,300 4,500 5,500 6,500 48 63 110 150 1 a3 21 7 7 10 17 23 27 33 * !? D 12 -2 7 I- I I 1 1 I 8 I 1 1 I i 1 1 I I I c! a ANNUAL OPERATIONS 5 LEGEND: = Commuter/Air Taxi m General Aviation m Military E. OPERATIONS FORECAST SU Annual Instrument Approaches 2,284 2,491 2,ai 1 3,018 3,256 3,4( I I I I 1 1 1 I 1 1 I I I 1 1 I 1 I 1 Chapter 1 * M~~~E~~N~P~OM~~ &*f3*m*p*@*m*p 1 B I 1 I I I 1 8 I 1 11 I I 1 1 1 I I Chapter Thsee Me~LLlBW.PPLOM pJ.pB.p.@).B DENIAND/C CITY n the previous chapter, forecasts of u n con st ra i n ed aviation demand were presented for McClel Ian- Palomar Airport through the year 201 5. These forecasts include airport An airfield capacity analysis operations, annual enplanements, based McClellan-Palomar Airport was condl aircraft, peaking characteristics, and air- ed to determine the existing capacit; craft fleet mix, With this information, the the airfield and to identify any presen capability of the airfield can be evaluated potential deficiencies in the airfield 1 to determine if it is adequate to accom- tern. Capacity and delay will be exami modate the forecast aviation demands in this master plan using FAA Advi5 without significant delay or deterioration Circular (AC) 150/5060-5, A iri of service levels. Capacity and Delay. The methodol presented in this advisory circular and The demandkapacity analysis provides a lized here produces statement of airf basis to assess the capability of the exist- capacity in these major terms. ing airport facilities to accommodate cur- rent and future levels of activity. Analysis 0 Hourly Capacity of Runways: - of this relationship results in the identifi- maximum number of aircraft opt cation of deficiencies that can be alleviat- tions that can take place on the run! ed through planning and development system in one hour. activities. AlRFl ELD CAPACITY METHODOLOGY 3-1 Annual Service Volume: The annual and departing aircraft increase in length capacity or maximum level of annual and the capabilities of the airfield system to aircraft operations that may be used as accept operations is reduced. reference in planning the runway system. The Airfield Capacity and Delay Advisory Circular (AC 750/5060-5) recognizes three Annual Aircraft Delay: The total delay categories of ceiling and visibility incurred by all aircraft on the airfield in minimums. VFR conditions occur whenever one year. the cloud ceiling is at least 1,000 feet above ground level and the visibility is at As indicated on Exhibit 3A, Demand/ least three statute miles. IFR conditions Capacity Methodology Factors, the capacity occur whenever the reported cloud ceiling of an airport is determined by several is at least 500 feet but less than 1,000 feet factors, including airfield layout, and/or visibility is at least one statute mile meteorological conditions, aircraft mix; but less than three statute miles. Poor runway use, percent arrivals, percent touch- Visibility and Ceiling (PVC) conditions exist and-go's, and exit taxiway locations. Each whenever the cloud ceiling is less than 500 airfield capacity are discussed in the mile. following paragraphs. of these elements and their impact on feet and/or visibility is less than one statute At McClellan-Palomar Airport, VFR conditions occur approximately 90 percent of the time and IFR conditions occur the remaining 10 percent. PVC conditions occur approximately one percent of the time at McClellan-Palomar Airport. The annual percentage of VFR, IFR, and PVC conditions for McClellan-Palomar Airport was estimated from historical weather data. Airfield Layout The airport layout refers to the location and orientation of runways, taxiways and the terminal area. The layout of McClellan- Palomar Airport, as illustrated on Exhibit lD, consists of a single runway oriented east-west. Runway 6-24 has a parallel taxiway and four connecting taxiways. All landside facilities are located on the Aircraft Mix southside of the runway/taxiway system. The airside capacity methodology identifies four classes into which aircraft are Meteorology categorized. Classes A and B include small propeller aircraft and jets weighing 12,500 Weather conditions can affect runway pounds or less. Classes C and D consist of utilization due to changes in cloud ceilings large jet and propeller aircraft generally and visibility. When weather conditions associated with airline and military use. deteriorate below Visual Flight Rule (VFR) The aircraft operational mix used in conditions, the instrument capacity of the calculating the capacity of McClellan- airport becomes a factor in determining Palomar Airport, based upon the forecasts airport capacity. of aviation demand, is presented in Table 3A, Aircraft Operational Mix Forecast During Instrument Flight Rule (IFR) conditions, separations between landing 3-2 - a, 8; 2 a 3 B I 8 1 I 1 1 1 I 1 1 I I I f 1 I brt hyout Meteorology Aircraft Mix Percent Arrivals Touch & Go's Fit Taxiways - . ~- ~ ~~ ~- ~___ ~ -~~~ ~~ ~ ~~ ANNUL SERTiIcE VOLUME Runway Hody Capadty Annual .4lrdi Deky ~ __ 30WPUT 1 - - MeC1E11A#IPIII m*u*m-p*@ E DEMANDICE METHODOLOGY FI II c I I I ! I I i 1 1 Aircraft Operational Mix Forecast I Mdlellan-Palo Percent Arrivals Touch-andG Operations E The percentage of arriving aircraft also A touch-and-go operation refers to influences the capacity of runways. In most aircraft which lands then makes cases the higher the percentage of arrivals immediate takeoff without coming to a 1 during the peak period, the lower the stop or exiting the runway. TI service volume. At McClellan-Palomar operations are normally associated ' Airport, there was no information that training and are classified as I 'I indicated a disproportionate share of operations. Touch-and-go's currently arrivals to departures during peak periods; estimated to comprise approximately therefore, it was assumed that arrivals equal percent of general aviation operatioi departures during peak periods. McClellan-Palomar Airport. 1 I 8 I 3 -3 percentage is expected to decrease during percent of total general aviation operations. capacity during VFR and IFR conditions. between aircraft under IFR conditions, VFR hourly capacity is normally much higher. From these calculations, a weighted hourly capacity can be calculated. The airfield capacity is also influenced by the runway configuration, Parallel runway systems provide greater airport capacity than a single runway or two intersecting runways. The weighted hourly capacity for the existing runway system is 91 operations, as depicted in Table 3B, Airfield Demand/ Capacity and Delay Summary. This hourly capacity is expected to decrease by the end of the planning period to 86, if no further airfield improvements are provided. the planning period to approximately 30 Because of increased separations required Exit Taxiways In addition to the runway configuration, the most notable characteristic considered in the airside capacity model is the number and types of taxiways available to exit the runway. The location of exit taxiways affects the occupancy time of an aircraft on the runway. The longer a plane remains on the runway, the lower the capacity of that runway. The aircraft mix index determines Ehe distance the taxiway must be located from the runway end to qualify as an exit taxiway. At the mix indexes determined for the planning period, only those exits located 2,000 and 4,000 feet off the ANNUAL SERVICE VOLUME runway ends qualify as exit taxiways in the capacity analysis. Using the mix index Once the hourly capacity is known, the criteria, there is one qualified exit taxiways annual service volume (ASV) can be for approaches to Runway 6 and two for determined. The ASV was calculated using approaches to Runway 24. the following equation. ASV = C x D x H C = weighted hourly capacity D = CAPACITY ANALYSIS The preceding information was used in conjunction with the airside capacity ratio of annual demand to average methodology developed by the FAA to daily demand during the peak determine airfield capacity for McClellan- month Palomar Airport. From these results, it is possible to determine the adequacy of the ratio of average daily demand to current aitfield to accommodate potential average peak hour demand during demand scenarios and to determine the the peak month range of aircraft delay associated with each demand level. H = The existing weighted hourly capacity (C) for McClellan-Palomar Airport is 91 operations. The daily demand ratio (0) is HOURLY RUNWAY CAPACITY determined by dividing the annual operations by average daily operations The first step in capacity analysis involves during the peak month. The hourly ratio the computation of an hourly runway (H) is determined as the inverse of the percent of daily operations occurring during 3 -4 R I I 1 1 I 1 f delay to aircraft operations. Delays occur SUMMARY the peak hour. The data used for these reaches 289,110 operations, as forecast ratios was based on the peaking the year 2015, delays will average ne; characteristics developed in Chapter Two. 31.5 minutes per aircraft operations a will total 151,783 hours annually. The ASV for McClellan-Palomar Airport's existing configuration is 154,000 operations. In general, the FAA recommei This ASV indicates that the airport is consideration of developme currently operating at approximately 141 improvements to increase capacity wt percent of the ASV and would be expected annual aircraft operations reach 60 perc to reach an ASV of 144,600 or 202 percent of ASV or delays exceed three minutes 1 by the year 2015. aircraft operation. Operations McClellan-Palomar Airport currently exce the Asv; therefore, some type development that will increase the airpo capacity should be examined. ANNUAL DELAY Even before an airport reaches the ASV, it begins to experience certain amounts of to arriving traffic that must wait in the VFR traffic pattern or in the IFR holding pattern, waiting their turn to land. Departing traffic apron while waiting for the runway and Table 38 provides a summary of operational capacity and delay analysis capacity at McClellan-Palomar Airport therefore, airport capacity improveme As an airport's level of operations increases, will be needed in the short-term. delay increases exponentially. According to discussed in the previous chapter, there the FA4 model, with 217,739 annual management policies and other issues t operations for 1993 at McClellan-Palomar wiil needed to be considered. 1 Airport, aircraft experience an average feasibility of providing capac delay per aircraft operation of about 8.8 en hancementsat McClellan-Palomar AirF minutes. At peak periods, delays at will be examined in Chapter Fi Mdellan-Palomar Airport can average Development Alternatives. The follou between 30 minutes and one hour. chapter wiil identify those facilities that present operational levels, total annual needed to support the unconstraii delay to aircraft at McClellan-Palomar forecast. Airport is 31,935 hours. When the airport ' must hold on the taxiway or the holding McClellan-Palomar Airport. Aid? final approach to be clear, inadequate throughout the planning perk 1 0 I 1 1 1 I 1 1 At m 3 -5 McClellan-Palomar 3 -6 I R I t 1 I 0 1 1 I I 1 I I 1 I 1 I 1 .PIL1OMRR A*B*B*@*@*fB*P I I 1 I I I 1 I I I 1 I I 1. I 1 I I 1 o properly plan for the future of McClellan-Palomar Airport, it is necessary to convert forecast aviation demand into the speci- fied types and quantities of facilities that can adequately serve this identified demand. This chapter uses the results of the demandkapacity analyses conducted in Chapter Three and established plan- nirig criteria to determine the airside (i.e., airfield capacity, runways, taxiways, navi- gational aids, marking and lighting) and landside (i.e., hangars, terminal buildings, aircraft parking apron, fueling, automobile parking, and access) facility requirements. the most functional and efficient me for implementation. AIRSIDE FACILITY REQU IREMEN Airside facilities are those that are rela to the arrival and departure of aircr These facilities are comprised of the lowing items. Runways Taxiways Navigational Aids Marking and Lighting The objective of this effort is to identify, in general terms, the adequacy or inadequa- cy of existing airport facilities, outline what new facilities may be needed, and priate FAA design standards when these may be needed to accommo- date forecast demands. Having estab- lished these facility requirements, alterna- tives for providing these facilities will be evaluated in Chapter Five to determine The FAA has established criteria use in the sizing and design of airfi facilities. The selection of the apF the development of airfield facilii is based primarily upon the charac istics of the aircraft which are expec to use the airport. The most import characteristics in airfield plann __. .. 4-1 ~ ~- -~ - -~ - ~ __ -- are the approach speed and the wingspan of the critical design aircraft anticipated to use the airport now or in the future. Planning for future aircraft use is particularly Croup 11: 49 feet up to but not important because design standards are used to plan separation distances between facilities that could be extremely costly to relocate at a later date. The FAA standards include airport design criteria relating to the size of an aircraft as well as its performance and speed. According to FAA Advisory Circular (AC) Croup V: 171 feet up to but not 150/5300-13, Airport Design, an aircraft’s approach category is based upon 1.3 times its stall speed in the landing configuration at the particular aircraft’s maximum including 262 feet. certificated weight. The five approach categories used in airport planning are FAA AC 150/5300-73, Airport Design, described below. identifies a coding system which is used to relate airport design criteria to the Category A: Speeds less than 91 knots. operational and physical characteristics of the airplanes intended to operate at the Category B: Speeds 91 knots or more airport. This code, called the Airport but less than 121 knots. Reference Code, has two components: operational and physical characteristics. Category C: Speeds 121 knots or more The first characteristic is the aircraft but less than 141 knots. approach category, defined above, and is depicted by a letter; the second is the Category D: Speeds 141 knots or more airplane design group, also defined above, but less than 166 knots. and is depicted by a Roman numeral. Category E: Speeds 166 knots or more. In general, one type of aircraft may determine runway length, while another Categories A and B include small, propeller may determine runway pavement strength aircraft and certain smaller business jets, or other appropriate design parameters. Categories C, D and E consist of the Typically, aircraft approach speed applies to remaining business jets as well as larger jet runways and ru nway-related faci I i ties, while and propeller aircraft generally associated airplane design group categories primarily taxiways and taxilanes. In order to The second basic design criteria relates to determine facility requirements for the the size of an airplane. design of an airport, the Airport Reference Design Group (ADC) is based upon Code (ARC) should first be determined so wingspan. The six groups are as follows. that the airport design criteria contained within AC 150/5300-13 can be applied. Group I: Up to but not including 49 feet. including 79 feet. Group Ill: including 11 8 feet. Croup IV: including 171 feet. 79 feet up to but not 118 feet up to but not including 214 feet. Group VI: 214 feet up to but not with commercial and military use, relates to separation criteria involving The Airplane 4-2 I R The FAA recommends designing airport Runway Orientation functional elements to meet the requirements of the most demanding ARC Wind conditions are of prime importancc for that airport. Corporate jet aircraft determining runway orientation. Whl currently uti I izi ng McClel Ian-Palomar prevailing winds are consistently from c Airport fall into Category C and D or below direction, runways are generally orientec (approach speeds of less than 166 knots). that direction. In most areas, howel aircraft using the facility fit into Groups I In such instances, a multiple run? and II (wingspans less than 79 feet), system, with crosswind runways, may however, the trend for newer business required. The FAA has establis aircraft is towards larger Group 111 aircraft guidelines indicating that an airport run’ (i.e., Gulfstream V or aircraft with system should provide 95 percent usah wingspans less than 118 feet). In addition, of the runway. The 95 percent v there are large Group 111 aircraft (Le., coverage is computed on the basis of Convair 580) currently based at McClellan- crosswind not exceeding 10.5 knots Palomar Airport. As a result, it is Airport Reference Codes (ARC) A-I and recommended that design standards at 13 knots for ARC A-ll and B-11; anc McClellan-Palomar Airport conform to the knots for ARC A-ill, B-lli, and C-1 thrc requirements of an ARC of 0-111. Such 0-111. design standards will provide a primary runway which accommodates approach According to the all-weather wind category D aircraft, and provides separation illustrated in hhibit lB, Runway 1 distances between airfield elements which meets the recommended wind cove1 accommodates Design Group 111 aircraft. There is no indication at this time that f is a demand or need for a cross The airfield facility requirements outlined in runway at McClellan-Palomar Airport. this chapter correspond to the design standards described in FAA’s AC 150/5300- 13, Airport Design. The following sections describe the scope of facilities that would be necessary to accommodate the airport’s The evaluation of airfield caf role throughout the planning period. presented in Chapter Three, Den Capacity, outlined the capacity 01 airport at current and future stages ( RUNWAY planning period. Operations at McCl Palomar Airport are currently at a le The adequacy of the existing runway system which additional capacity should be was analyzed from a number of a priority consideration. The ail perspectives including runway orientation, annual service volume (Asv) is CUI airfield capacity, runway length, and 154,000 operations, however, the esti pavement strength. From this information, operational level is currently abou requirements for runway improvements percent of the ASV. The unconst were determined for the McClellan-Palomar forecast levels for the year 2015 ir Airport. that the airport will reach 200 per( 1 i Most general aviation and commuter airline consistency of wind direction is not fou I f i 4-3 I ff i Airfield Capacity i 1 t i i i 1 1 i the ASV. FAA Order 5090.3B, Field considered to be at least 250 operations a Formulation of the National Plan of year. An analysis of the existing and future Integrated Airport Systems (NPIAS) indicates fleet mix indicates that general aviation that capacity improvements should be business jet aircraft influences the runway considered when operational levels reach length requirements at McClellan-Palomar 60 percent of the annual service volume; Airport. . therefore, consideration should be given to provide additional airside capacity. As Aircraft operating characteristics are affected stated in the previous chapter, the most by three primary factors. They are the common means of providing increased mean maximum temperature of the hottest airside capacity is a parallel runway. At month, the airport's elevation, and the McClel Ian -Pa I o ma r Airport, however, gradient of the runway. The mean physical and policy constraints control the maximum temperature of the hottest month development of a parallel runway. The is 77.7 degrees Fahrenheit. The airport means in which additional capacity can be elevation is 328 feet MSL and the runway accomplished, including alternatives, will be gradient is 0.31 percent. Aircraft over examined in Chapter Five, Development 60,000 pounds are also affected by the Alternatives. length of haul (the distance from airport to airport). Runway Length, Width Utilizing the FAA Computer Model for and Pavement Strength determining runway length req u irements, Table 4A indicates that a runway length The determination of runway length between approximately 4,700 feet and requirements for the airport are based on approximately 6,000 feet would be four primary factors. required to accommodate 75 percent of aircraft 60,000 pounds or less at useful Critical aircraft type expected to use the loadings between 60 percent and 90 airport. percent. Due to the physical and policy Mean maximum daily temperature of constraints, the potential of providing the hottest month. additional runway length will be further Runway gradient. examined in the following chapter. Airport elevation. The recommended length for a runway is determined by considering either the family of airplanes having similar performance characteristics or a specific airplane needing the longest runway. In either case, the are forecast to use the runway on a regular basis. According to FAA Advisory Circular 750/5325-4A, Runway Length Requirements for Airport Design, a "regular basis" is business jet aircraft. The runway should be capable of accommodating aircraft in design group D- Ill. This would resulting in a required runway width of 100 feet. The existing runway width is currently I50 feet and it is recommended that the 150 foot width be strength should be maintained at 60,000 pounds single wheel loading (SWL), in order to accommodate a wide variety of choice should be based on airplanes that maintained. The existing runway pavement 4-4 I I 1 I i 100 percent of these small airplanes 1 j I 1 75 percent of these large airplanes at 90 percent useful load i 1 i TAXIWAYS MARKING AND LIGHTING 1 Taxiways are constructed primarily to In order to facilitate the safe movemc facilitate aircraft movements to and from aircraft about the airfield, particulai the runway system. Some taxiways are night, airports use markings, lightin8 necessary simply to provide access between signage to alert pilots as to their ioc apron and runways, whereas other taxiways Runway markings are designed accord become necessary as activity increases and the type of approach available or safer and more efficient use of the airfield runway. Taxiway and apron area is needed. Parallel taxiways greatly marked to assure that aircraft remain ( enhance airfield capacity and are essential pavement. FA4 Advisory Circular McClellan-Palomar Airport, Runway 6-24 is Airports, provides guidance necesi supported by a full-length parallel taxiway design airport markings. and four exit taxiways. The runway at McClellan-Palomar 1 The construction of additional exit taxiways currently has precision and visual c and a parallel taxiway to the north of the markings. These are utilized to il runway would provide a slightly higher Runway 24 as having precision ap airside capacity. The locations of these exit capability and Runway 6 as havin taxiways and the potential of providing an visual capability. These markings additional parallel taxiway will be examined meet the marking requirements f in the following chapter. existing instrument approach capa to aircraft movement about an airfield. At 5340-7F, Marking of Paved Are? i i i i i 4-5 If, however, additional navigational aids are periods of low visibility. Runways with installed (i.e., CPS), the runway markings precision instrument approach capabilities will need to be updated according to the are typically equipped with high intensity types of approaches established. runway edge lighting (HIRL); therefore, since McClellan-Palomar Airport is Airport lighting systems provide critical anticipating the continued operation of guidance to pilots during nighttime and low precision instrument approach equipment, visibility operations. An airport is the existing HIRL on Runway 16-34 should universally identified by a rotating beacon. be maintained. Visible for several miles, the airport rotating beacon consists of an alternating white and Effective ground movement of aircraft at green light to indicate a lighted, land night also involves the use of taxiway airport. The existing rotating beacon at lighting. Presently, medium intensity McClellan-Palomar Airport is located in the taxiway lighting (MITL) is provided along all southwest general aviation area. taxiway edges. MlTLs should be adequate throughout the planning period and should Visual glide path indicators are a system of be provided on any new or extended lights located adjacent to the runway which taxiways. provide visual guidance information during Palomar Airport, both ends of the existing visual alignment guidance to aircraft on runway are equipped with visual approach final approach. the presence of an slope indicator (VASI) lights. It is approach light system can effectively lower recommended that these lights ultimately the minimums for an instrument approach. be replaced with the new state-of-the-art A medium intensity approach lighting precision approach path indicators (PAPls) system with runway alignment indicator during the planning period. lights (MALSR) is installed on Runway 24. This system should be maintained at Runway end identifier lights (REILs) are McClellan-Palomar Airport. installed to provide rapid and positive identification of the approach end of the Airfield signage provides another means of runway. RElLs consist of one high intensity informing pilots as to their location on the flashing strobe light on each side of the airport. A system of signage strategically threshold. These visual aids are most located at several locations on the airport is where many ambient lights are prominent. Signs located at intersections of runways REILs should be considered for all lighted and taxiways provide crucial information to runways not equipped with an approach avoid conflicts between moving aircraft. lighting system. At McClellan-Palomar Directional signage instructs pilots as to the Airport, RElLs are currently installed on location of taxiways and terminal aprons. Runway 24. Signage placed in accordance with FAA criteria can minimize pilot confusion and Runway 6-24 is currently equipped with enhance airfield capacity. Most signage at high intensity runway edge lighting (HIRL), McClellan-Pafomar Airport does not meet providing a pilot with further identification FAA design standards and should be of the runway edge limits at night or in upgraded as soon as possible. an approach to the runway. At McClellan- Approach light systems provide positive effective at airports located near cities the method used to provide this guidance. 4 -6 1 I NAVIGATIONAL AIDS visibility. Terrain and other obstacles in t vicinity of the airport are some of t determining factors used to establish ceili Airport and runway navigational aid requirements are based on and visibility limits. These consideratic recommendations as depicted in DOT/fAA must be evaluated for there impact Handbook 703 7.2C, Airway Planning providing both the required clearan Standards Number One, and FAA Advisory required by Federal Aviation Regulat Circular 750/5300-73, Airport Des@. (FAR.) Part 77 and the integrity of Navigational aids provide visual, navigational signals. nonprecision or precision guidance to a A second type of precision instrum runway(s) or to the airport itself. The basic approach system is currently being tes difference between a nonprecision and by the FAA. The use of orbiting satellite precision navigational aid is that the latter confirm an aircraft's location is the la provides electronic decent, alignment military development to be made avail: (course), and position guidance, while the to the civil aviation community. GI( nonprecision navigational aid provides only positioning systems (GPS) uses two or IT alignment and position location information. satellites to derive an aircraft's locatior The necessity of such equipment is using triangulation. The accuracy of predicated on safety considerations and systems has been remarkable, with ir operational needs. The type, purpose and degrees of error of only a few meters. volume of aviation activity expected at the the technology improves, it is anticip airport are factors normally used in the that GPS may be able to provide acci determination of the airport's eligibility for enough position information to a navigational aids. Category II and 111 precision instrur approaches, independent of any exi The existing navigational aid at McClellan- ground-based navigational facilities. Palomar Airport 'consists of both precision addition, it has been estimated that and nonprecision instrument approach equipment will be much less costly capabilities to Runway 24. The precision existing precision instrument lar approach at McClellan-Palomar Airport is systems. provided by the use of an instrument landing systems (ILS). An ILS provides an The FAA is currently in the process of approach path for exact alignment and testing nonprecision GPS approaches i descent of an aircraft on final approach to scheduled to commission thousands o a runway. The system provides three approaches on existing nonprei functions: guidance, provided vertically by approaches within the next year. a glide slope (CS) antenna and horizontally by a localizer antenna (LOC); range, The FAA is also developing Catel furnished by marker beacons or distance precision instrument capability from measuring equipment (DME); and visual This is anticipated to involve a diffe alignment, supplied by an approach lighting GPS system that utilizes CPS g system and runway edge lights. monitors at known locations to detc The ILS facility at McClellan-Palomar error correction messages. Current Airport provides precision approach call for the establishment of CAT capability in weather conditions as low as a approaches beginning in 1998. 250 feet cloud ceiling and one mile McClellan-Palomar Airport, CPS tech ! i i i I 1 1 t i i i d i i i i 4-7 i I errors in satellite signals and to tr( is likely to provide a future means of aircraft owner more privacy and greater gaining additional instrument approach ease in obtaining access to the aircraft. The capability. It is recommended that CPS principal uses of conventional hangars at nonprecision approaches be provided to general aviation airports are for large both runway ends. In addition, CPS aircraft storage, storage during maintenance precision approach capabilities should be and for housing fixed based operator's provided to Runway 24 when it becomes activities. available. For planning purposes, it was assumed that Each of the airside facility requirements are 50 percent of the single engine aircraft, 80 presented in Exhibit 44 Ainide Facility percent of the twin engine aircraft and 100 Requirements, at the end of the chapter. percent of the helicopters and turbine powered aircraft would desire hangars. It engine, 60 percent of twin engine aircraft and 100 percent of the helicopters and turbine powered aircraft would be stored in conventional hangars. A planning standard of 1,500 square feet (SF) was used for T-hangars. Space requirements for conventional hangar space were based on 1,000 SF per single engine and rotary wing aircraft, 2,000 SF per twin engine and turboprop aircraft, and 2,500 SF per jet aircraft. In addition, service or maintenance hangar areas were estimated at 10 percent of the total hangar storage HANGARS in addition to the individual hangar facilities. The demand for hangar facilities typically depends on the number and type of aircraft Table 4B, Forecast Hangar and Hangar expected to be based at the airport. Based Apron Requirements, compares the existing upon an analysis of general aviation hangar availability to the future hangar facilities and the current demand at requirements at McClellan-Palomar Airport. McClel Ian- Paloma r Air port, percentages As shown in Table 4B, the number of T- representing hangar requirements for hangars needed by the end of the planning various types of general aviation aircraft period is approximately twice the number have been calculated. currently available. Similarly, the amount of conventional hangar space needed by the General aviation airports have been end of the 20-year planning period is experiencing an increasing trend toward the nearly three times the amount currently use of T-hangars. T-hangars provide the available. cc was also assumed that 30 percent of single GENERAL AVIATION REQUIREMENTS The purpose of this section is to determine the space requirements during the planning period for the following types of facilities normally associated with general aviation terminal areas. Hangars Local and Itinerant Apron General Aviation Terminal Building Vehicle Parking area. This maintenance hangar area will be 4-8 I r I i I -i 4 i I 1 AIRCRAFT PARKING APRON entities. The local apron should at meet the demand established by Adequate aircraft parking apron should be tnnhangared (andlor uncovered) b provided to accommodate those local aircraft. The number of based ail aircraft not stored in hangars as well as requiring local tiedown facilities transient aircraft, At McClellan-Palomar determined and the results depict€ Airport, the local and transient aircraft are Table 4C, Forecast Apron Requiren parked in different areas, the transient There are not a suficient number of parking to the east of the general aviation tiedowns at McClellan-Palomar Airpc terminal building and the local parking meet the demand. Additional adjacent the hangar facilities. There are tiedowns will be needed in the short- currently 136 local tiedown spaces and 104 transient spaces at the airport. Transient parking requirements ca determined from a knowledge of bus In determining future apron requirements, operations. The number of transient: it is necessary to examine local and required at McClellan-Palomar Airpo transient tiedown facilities as separate determined to currently be 30 perc I 1 i i i i 4-9 the busy-day general aviation itinerant presented in Table 4C. As shown, there operations due to the nature of the airport. are not a sufficient number of transient A planning criterion of 300 square yards tiedowns available to meet the projected (Sv) per local aircraft and 360 SY per demand. Additional transient tiedowns will transient aircraft was used for the analysis be needed in the short-term. Forecast Apron Requirements Maellan-Palomar A Total Aircraft Apron N/A 95,580 98,700 102,900 107,100 11 0,520 1 14,540 (Sv) Note: ' Approximately 60 aircraft are currently parked in nondesignated tiedown areas GENERAL AVIATION TERMINAL square footage requirements for terminal BUILDING facilities based on the number of design A general aviation terminal building has the facility. Space requirements were several functions which include providing determined using 75 square feet per design space for passenger waiting, pilot's lounge hour passenger. Table 4D, General and flight planning, concessions, Aviation Terminal Building Requirements, management, storage, and various other outlines the space requirements for a needs. This space is not necessarily limited general aviation terminal building facility at to a single, separate terminal building, but McClellan-Palomar Airport during the also includes the space offered by fixed planning period. The available lobby and base operators for these functions and flight planning areas of the FBO facilities do services. not appear to provide adequate area to meet the general aviation terminal needs The methodology used to evaluate terminal throughout the planning period. building capacity generally calculates the hour pilots and passengers forecast to use 4-1 0 I .I General Aviation Terminal Building Requirements ,1 k 1 ll .. 1 .I 1, AUTOMOBILE PARKING passenger and 350 square feet automobile parking space (providing b The requirements for automobile parking at the parking stall and a share of the par1 general aviation airports are largely aisles), dependent upon the level of operations in addition to the type of general aviation General aviation parking requirements M facilities and activities at the airport. calculated under the assumption that General aviation terminal area parking percent of the based aircraft will req facilities are determined under guidelines automobile parking positions at any set forth in FAA publications, while the time. The amount of parking area requ number of automobile parking spaces for per space is the same as that usec ‘1 other general aviation facilities would be determining terminal area par1 based on other factors. requirements. Table 4E, Public Vet Parking Requirements, reflects par The requirements for tenants and visitor facilities that are currently available parking at a general aviation terminal at those that will be required in the futur McClellan-Palomar Airport were based upon the number of design hour pilots and General aviation facility requirements passengers. The total number of public summarized in Exhibit 48, General AVii parking positions was projected based on Facility Requirements, at the end of one space per design hour pilot and chapter. i ! e i i !i, i i i 4-1 1 McClellan-Palomar Air AIRLINE TERMINAL REQUIREMENTS AIRLINE TERMINAL BUILDING Components of the terminal area complex The size of the terminal building will include the terminal building, gate positions depend upon the type of airline operation. and apron area. The following discussion it must accommodate as well as the peak outlines the facilities required to meet the activity periods that can regularly be terminal needs at McClellan-Palomar expected. As discussed in the Forecasl Airport throughout the planning period. Chapter, commercial airline service i: expected to not only continue, but expanc The analysis of facility requirements for throughout the planning period. various terminal complex functional areas at the McClellan-Palomar Airport was Utilizing the criteria established in the performed within the guidelines of FAA AC aforementioned FAA Advisory Circulars, thc 750/5360-9, Plannin6 and Design of Airport gross size of the commercial servict Terminal Facilities at Nonhub locations. terminal building was estimated. Table 4F This document was used along with results Commercial Service Terminal Buildin: of inventory, forecast, and demand/capacity Requirements, depicts the recommendec to prepare estimates of various terminal gross size of the terminal building basec building requirements. upon the forecast enplanement level: According to the table, the currei- Facility requirements were developed for commercial service trailer buildings an the planning period based upon terminal building are less than the siz enplanement levels projected for the 20- recommended for the current usage. year planning period. It should be noted larger airline terminal building is, thereforc that actual construction of any of the facility recommended over the short-term. Due t requirements should be related to the the projected enplanement levels, th enplanement levels rather than the forecast design of this facility should allow for i year. continued expansion to approximate 6,900 square feet. 4-1 2 1 Baggage Claim Counter N/A 18 20 22 23 24 25 (LO Food, Beverage and NJA 1,500 1,650 1,750 1,800 1,960 2,041 1 i ': B i Terminal Services' Airport Management NIA 900 1,100 1,250 1,400 1,550 1/70 Total Area (SF) 4,lOd 5,400 6,100 6,700 7,200 7,900 s,sa Notes: N/A - Not Applicable Terminal Services includes area for rental cars, retail shops, vending machines, restrooms, security, concessions, and maintenance and storage. 2 Includes the existing terminal building and both airline trailer buildings. Source: FAA Advisory Circular 750/5360-9, Planning and Design of Airport Terminal Facilities at Nonhi ' Locations. were based upon peak hour activity. Table amenities, concessions and services other 4F outlines the airline ticketing/operations than those provided by the airlines. For requirements for the McCJellan-Palomar planning purposes this area includes rental Airport over the twenty year planning car companies, retail shops, vending period. Approximately 1,500 square feet machines, restrooms, security, concessions, will be needed by the end of the planning and maintenance and storage operations. period. Total requirements are nearly It is expected that approximately 2,000 double the current capacity, including the square feet will be needed by the end of temporary trailers. the planning period. Table 4F outlines the terminal services facility requirements throughout the planning period. Baggage Claim Facilities Baggage claim facility requirements are depicted in Table 4F. These were based AND APRON AREA upon the anticipated peak hour activity at McClellan-Palomar Airport during the At the present time there is one gate planning period. position at the McClellan-Palomar Airport. Currently, this gate is not assigned to a Currently, the airport has a baggage claim particular airline. The two existing airlines counter located outside of the existing share this gate for loading and unloading of terminal building. It is estimated that passengers. As enplanements increase approximately 700 square feet of baggage during the planning period, additional gates claim area will be needed by the end of will be required. Table 4C, Airline Gate the planning period. A baggage claim and Apron Area Requirements, depicts the counter of 25 feet is also anticipated to be number of gates anticipated throughout the needed by the year 2015. planning period. AIRLINE GATE POSITIONS Food, Beverage, and Terminal Services Food, Beverage, and Terminal Services include passenger and visi to r-o rien ted 4-1 4 I Airline Gate and Apron Area Requirements McClellan-Palomar Airport '1 (aircraft with 19 seats or less) i' I n I i The size and configuration of the airline apron will vary with the level of airline service. A commuter airline generally can Vehicle parking in the terminal a Iess than 30 passenger seats, however, the passengers, visitors and employees. Park larger regional aircraft can seat nearly 70 spaces are classified as public, emplo] passengers. According to the table, the and rental car. Requirements for pu existing apron area at the McClellan- and rental car parking are dictated Palomar Airport will not be adequate to origin-destination passenger levels and meet the demand through the planning availability of other modes of grol period. Consideration should, therefore, be transportation. Employee parking given to providing additional apron area as dependent upon total passenger levels, the demand warrants. The requirements for public vehicle park Airlines serving McClellan-Palomar Airport was determines using Advisory Circi primarily serve origin-destination traffic with 750/5360-9, Planning and Design ofAirf minimum numbers of connecting Terminal. facilities at Nonhub Locatk passengers; therefore, a linear concept gate Approximately 1 45 public parking sp area with a minimum distance from curb to are needed by the end of the planr gate would work best. In this configuration, period. Employee parking was determi the aircraft would pull up to the face of the to be 10 percent of the spaces needed terminal building to load and unload public parking and rental car requiremt p :.$ passengers. The aircraft could then be were determined to be 25 percent pushed back from the gate for departure. AUTOMOBILE PARKING be expected to operate smaller aircraft with includes those spaces utilized public parking. Each parking space ii i ..I 4-1 5 Employee Parking Spaces 5 5 6 a 11 13 15 Total Parking Spaces 116 63 75 1 04 7 51 173 197 Parking Area (Sv) 4,500 2,500 3,000 4,100 5,900 6,800 7,700 Rental Car Parking Spaces 12 13 14 21 30 35 37 \ Note: NJA - Not Applicable J If commercial aircraft serving McClellan- requirements from both the State ai Palomar Airport in the future are capable of Federal government, related passenger capacities in excess of 30 underground fuel storage, have increas passengers, a ARFF facility will be required. significantly. The location of the ft The ARFF would have a ARFF rating of storage area depends upon the airpoi number of departures conducted by aircraft procedures. A remote location of the fi within a specific length category. The storage facility will require the use 01 service vehicle to make the fuel available longest length air carrier aircraft with an average of at least five daily departures the aircraft on the apron area. determines the required Index group for the airport. The equipment and fire fighting Future fuel storage requirements capability of the Index A category meets requirements for commercial airline aircraft with lengths less than 90 feet. Index A requires at least one vehicle carrying at least 500 pounds of sodium-based dry chemical or halon I21 1 , or 450 pounds of potassium based dry chemical and water with an equal quantity of foaming agent to total 100 gallon, for simultaneous application. Table 4J, Fuel Storage Requiremei provides a forecast of the bi-monthly f As stated in the previous chapter, Board storage capacity that will be required Policy F-44 currently limits the commuter McClellan-Palomar Airport. Stor aircraft to 30 seats or less. Should the 30- requirements are based on a No-week seat limit be eliminated at its sunset date on hand supply; however, more frequ December 31,1995, ARFF facilities may be deliveries can reduce the fuel stor considered as an option to current FAR. capacity requirement. As indicated Part 139 operating standards. Table 41, the current fuel storage capa of 92,500 gallons is not adequate to rr the bi-monthly fuel storage requiremenb FUEL STORAGE the 20-year planning period. It recommended that additional storage ta Fuel at airports is normally stored in be installed for both IOOLL and Jet A f underground tanks. This practice has when the demand to maintain more undergone a great deal of scrutiny in the each of these fuels exists. Once ag past few years because of the potential for more frequent fuel deliveries (wee fuel leaks and contamination of soil and would reduce the amount of fuel stoi grou nd water. Co nseq u e n ti y, t h e capacity required. installation, design and monitoring I c 8 i b I Index A. This index rating is based on the operational activity and managemf ! McClellan-Palomar Airport were projed following an analysis of the historical f use characteristics at the airport for the p year, both for jet A fuel and AvGas. 1 average rate of fuel consumption for I period was 8.0 gallons per operation. f ratio can be expected to increase as size of the aircraft fleet increases. I 3 1 i I h h b s \ b 3 -1 i 4-1 7 Operations Average Fuel Ratio Bi-monthly Fuel Storage Requirements (Gallons) I N/A 8.0 8.1 8.2 8.3 8.4 8.5 92,500' 80,100 87,300 94,500 101,300 108,400 114,900 I Ii Q Ia I I I I I I I I 1 I I I I I I I 9 x 5 h 110,000 lbs DTWL Met WHAI a.n.z.~.a. E AIRSIDE FACILITY REQUIRE I 15 il il I1 I I I I ll ‘I I il I I 1 1 I 4 ii E a -Existing capacity -Existing FBO area General Aviation N/A McIW4h /jJ.~.~.~.@. E, GENERAL AL e I I3 0 1.. I I I I U I 8 1 I 1 1 I I I I 4 ; a 2 Aircraft Gates El I COMMERCIAL SERVICE REQUIRE u I u 1 I I I I I I I I I 0 I I I 1 I Chapter WMAR Q*H*~*@3+@*~.~ I u Chapter Five M m.n.n.p.@).n t t LL1BW.PA1OM DEVELOPMENT ALTERNATIVE! fied. The next step in the planning process is to examine the options available within the existing resources of the McClellan-Palomar Airport and determine the airside and landside alternatives that will maximize use of these resources. Once the airside and landside alternatives have been selected, the level of aviation activity that can be accommodated can be approxi mated. I I 1 8 1 II I AIRPORT DEVELOPMENT ISSUES As identified in Chapter Two, Aviation Demand Forecasts, a number of policies exist that limit or restrict the development at McClellan-Palomar Airport (i-e., F-44, Ordinance 21.53.01 5, and Noise Policy #17). It is necessary, however, to continue tions in mind, both airside and lands alternatives will be developed. Based the recommendations determined dur this analysis, "constrained" forecast can approximated. CONCEPTUAL DEVELOPMENT ALTERNATIVES The overall purpose of this chapter is evaluate both airside and landsi alternatives based on environment economic, and aeronautical factors determine which alternatives bi accommodate as much of the local aviat demand as possible. Three concepti alternatives are described in detail in following sections, including a no-bu alternative, relocating demand to otl airports and developing the existing airport airports. The ability of other airports in the site. North County area to accommodate the McClellan-Palomar Airport forecast aviation activity is difficult to predict without an in- NO-BUILD ALTERNATIVE depth airport system analysis. It is assumed that, by virtue of the policy and physical In analyzing and comparing the costs and constraints at McClel Ian - Pal omar Ai rpor t, benefits of various development other area airports may need to alternatives, it is important to keep in mind accommodate that portion of aviation the consequences of no future development demand that can not be accommodated at at McClellan-Palomar Airport. The "no- McClellan-Palomar Airport. The capabilities build" alternative essentially involves of McClellan-Palomar Airport will be maintaining the airport in its present determined following the alternatives condition and not providing for eval u a ti o n . improvements to the existing facilities. The primary result of this alternative would be It appears, from a cursory review of airport the inability of the airport and the system to capacity in North County, that additional accommodate the demands being placed operations can be accommodated with the upon it by its users in the future. facilities presently available. The airports most likely to accommodate this "overflow'' The facility requirements chapter identified aviation activity from McClellan-Palomar the need for additional landside facilities Airport is Oceanside Municipal Airport, (Le., terminal space, T-hangars, tiedowns, Ramona Airport, Montgomery Field, and automobile parking, etc.). Without these Fallbrook Airport. Some of these airports facilities the users of the airport will be would require additional facilities in order constrained from taking maximum to accommodate this activity, however, the advantage of their air transportation determination of the facilities needed is capabilities. This would be contrary to the beyond the scope of this master plan study. policies of the County to provide air transportation facilities to the residents of North San Diego County. Just as important serve new users, especially potential As previously discussed, limitations imposed businesses and industries relocating to the by policy constraints and the physical size area. of the airport's property preclude full development of McClellan-Palomar Airport With these restrictions in mind, it would to meet the "unconstrained" forecast facility appear that the "no-build" alternative would needs. Undeveloped property on or not be in the best interest of the airport or adjacent to the airport and redevelopable the economy of the surrounding portions of the existing airport property will communities. only accommodate a portion of this demand. The amount and type of development that can be accommodated is TRANSFER SERVICE TO OTHER AIRPORTS the subject of further analysis in this chapter. This alternative addresses the potential for shifting forecast aviation demand to other DEVELOP EXISTING AIRPORT SITE will be the County's ability to attract or 5 -2 with the two portable trailers, do n satisfy the current or long-term facil demands. The ability to accommodz all commercial service activity in o II Without sufficient land to meet the forecast requirements, it would be necessary to prioritize the facility requirements and set parameters for future expansion before following criteria were developed after a thorough analysis of the facility's - Improve Ground Access: The existi deficiencies, "unconstrained" forecast airport access road is located along t demands and existing policies. southern edge of the airport prope and passes through a landfill si Runway Length: It is not feasible at this Extreme subsidence has occurred in t the to lengthen the existing runway. area causing the road to sink in varic Although additional runway length (to locations. The ability to provi 6,000 feet) would enhance safety and additional or other access points shol capacity, physical, practical and be examined. economic limitations eliminate this option within the "unconstrained/ constrained" analysis. AIRSIDE CONCEPTS 1 i analyzing development alternatives. The building should be examined. I I # z i i 1 i Parallel Runway: Likewise, although a Airside facilities are generally the parallel runway would enhance safety consideration in developing air1 and capacity, the same physical, alternatives because of their primary rol practical and economic consideration supporting and directing airc eliminate this option from analysis at movements. Airside development this time. typically dominates airport land I therefore, selection of an airside con( particularly Lots 36, 23, 24, 25, 42 and of other types of land uses. 50 of the Palomar Airport Centre business park will be key to the future Runways and taxiways must be designe success of the airport, as well as provide safely and efficiently assist the flow protection from encroachment into aircraft to and from the landside facili navigable airspace and Flight Activity The primary considerations in air Zones, as defined in the CLUP for the development are the runway oriental airport. operational capacity and runway lengl Conventional Hangar and T-hangar Earlier, in Chapter Four, it was determ Development: There is an existing need that the existing runway orientation n to resolve, to the extent possible, the the FAA standards; therefore, no cross landfill problems associated with the runway will be examined. It was "port-a-port" hangar area. In addition, determined that additional capacii the existing T-hangar area should be needed to meet the "unconstra redeveloped to make the best use of forecast demand. The most efficient n the available area. of acquiring additional capacity I provide a parallel runway. Due tc Commercial Service Terminal Building: physical constraints at McClellan-Pal I Land Acquisition: Land acquisition, will usually affect the amount and loca 1 i i i it: i a r; 5-3 The existing terminal building, along i Y Airport, it is not economical or practical to The 300 foot displaced threshold requires construct a parallel runway. Additional construction up to the edge of Landfill No. taxiway exits, however, can be added at 3 and only minor structural support would key locations to maximize the airfield be required to accommodate the displaced capacity. threshold. While the parallel taxiway would also require the displacement of the Runway length was also examined at landfill, the additional taxiway would not McClellan-Palomar Airport in an effort to increase the airfield capacity. Additional enhance aircraft safety level during both taxiway exits will slightly increase the arrival and departure. Currently, Runway overall airfield capacity. These taxiway 6-24 is 4,700 feet in length and would exits should be situated at points providing appear that physical, practical and the maximum airfield capacity as possible. economic constraints would eliminate the They can be acute-angled exits or high- runway length. There is, however, the the runway more quickly and decreasing ability to enhance operational safety with the time the aircraft is on the runway. the use of a displaced threshold. This concept is discussed in the following section. LAND ACQUISITION possibility to accommodate a 6,000 foot speed exits, thereby, allowing aircraft to exit Currently, some land within the existing DISPIACED THRESHOLD RPZ for Runway 24 is not owned or controlled by the County. It is A displaced threshold at the approach end recommended that this land be acquired to of Runway 24 is recommended to provide prevent any encroachment on navigable an additional margin of safety for airspace. In addition, land within the departures from Runway 24. A benefit of proposed nonprecision RPZ for Runway 6 the displaced threshold will be a slight will also need to be acquired. reduction in noise impact to the West, while concentrating the corresponding increase on airport property to the East. A discussion and an illustration of noise COST COMPARISON contours are presented later in this chapter. Table SA, Airside Development Cost Two alternatives were evaluated for Comparison, compares "order of magnitude" practical and economic feasibility. Both a development costs for providing a 500 foot 300 foot and a 500 foot displaced or 300 foot displaced threshold. These threshold were examined. A 500 foot reflect general cost estimates for site displaced threshold will require structural preparation and airside development and design for the portion extending into should be used for comparison purposes Landfill No. 3, while another option would only. As shown in Table SA, the cost of be to excavate the area and prepare an the two concepts range from $6.8'million engineered fill area in its place. Cost to $9.7 million. The major difference estimates for this option are shown in the between the two concepts is'that, because earthwork with the 500 foot displaced threshold. AIRSIDE DEVELOPMENT following section. of the landfill, there would be more 5 -4 h .; \ ,I i c \ i 1 Taxiway Extension 375,000 2 2 5,000 Taxiway Construction 225,000 225,000 Extend Taxiway Lighting 42,000 26,000 Install Taxiway Lighting 42,000 42,000 60,000 Install PAPls 60,000 Relocate RElLs 5,000 5,000 Runwayfiaxiway Markings 30,000 25,000 Extend Runway Lighting 35,000 2 1,000 Airside Subtotal $7,789,000 $5,454,000 Engineering & Contingencies 1,947,500 1,363,500 TOTAL AIRSIDE COSTS $9,736,500 $6,817,500 Takeoff Run Available (TORA) - The runway length declared available and suitable for the ground run of an aircraft taking off; Takeoff Distance Available (TODA) - The, TOW plus the length of any remaining runway and/or clearway Table SB, Dedared Distances, presents the beyond the far end of the TOW appropriate distances available under the existing condition and with the 300 foot Accelerate-Stop Distance Available displaced threshold to the east at (ASDA) - The runway plus stopway McClellan-Palomar Airport. length declared available for the acceleration and deceleration of an aircraft aborting a takeoff; and Landing Distance Available (LDA) - The runway length declared available and suitable for landing. As shown in Table SB, all distances will produce on the surrounding associated with Runway 6 are increased by community; therefore, the noise impacts 300 feet. The TORA, TODA and ASDA for associated with the proposed airside Runway 24 are also increased by 300 feet, development at McClellan-Palomar Airport however, the LDA remained the same. As were evaluated. In California, the basic previously stated, the aircraft arrival profiles methodology employed to determine noise for Runway 24 will not change, however, exposure from airports and aircraft is the departures on Runway 24 will have: the Community Noise Equivalency Level ability to gain additional altitude prior to (CNEL). CNEL is based on the Yearly Day- leaving airport property. Night Average Sound Level (DNL) metric which is currently accepted by the FAA, Environmental Protection Agency (EPA), and the Department of Housing and Urban Development (HUD) as an appropriate measure of cumulative noise exposure. The 65 CNEL is accepted as the threshold of NOISE CONTOUR COMPARISON Aircraft sound emissions are often the most noticeable environmental effect an airport 5-6 - .- . I S'.. I I incompatibility by both the FAA and the the FAA as one of two models acceptab State of California, meaning levels below 65 for federally funded noise analysis. TI CNEL are considered compatible with all previous F.A.R. Part 150 study 1 underlying land uses. McClellan-Palomar Airport utilized earlier version of the same computer moc CNEL is defined as the average A-weighted (INM Version 3.9). sound level as measured in decibels (dB$, during a 24-hour period; a 5 dB penalty is The 1NM is a computer model wh applied to noise events occurring during the accounts for each aircraft along flight tra evening (7:OO p.m. to 1O:OO p.m.) and a 10 during an average 24-hour period. Th dB penalty is applied to those events flight tracks are coupled with sepa occurring at night (1O:OO p.m. to 7:OO tables contained in the data base of a.m.). CNEL is a summation metric which INM which relate to noise, distances allows objective analysis and can describe engine thrust for each make and mode noise exposure comprehensively over a aircraft type selected. large area. Exhibit 58, Noise Contour Compar Since noise decreases at a consistent rate in illustrates two 60 CNEL noise contours, all directions from a source, points of equal based on the "unrestricted" ' CNEL noise levels are routinely indicated operational forecast and the other 01 by the means of a contour line. The "unrestricted" 201 5 operational forecad various contour lines are then the 300 foot displaced threshold tc superimposed on a map of the airport and east. AS shown in khibit 56, anticipated noise level in 2015 wit its environs. It is important to recognize that a line drawn on a map does not imply displaced threshold would slightly rt that a particular noise condition exists on some noise impact to the west. The one side of the line and not on the other. impacts to the east would slight increi CNEL calculations do not define noise airport property; however, they d impacts that precisely; nevertheless, CNEL appear to effect any noise-sensitiv contours can be used to: (1) highlight airport land uses. existing or potential incompatibilities between an airport and any surrounding development; (2) assess relative noise LANDSIDE DEVELOPMENT exposure levels; (3) assist in the preparation ALTERNATIVES of land use plans in the vicinity of the airport; and (4) provide guidance in the There are several landside function development of land use control devices, accommodated at McClellan-l such as zoning ordinances, subdivision Airport. General aviation, airlines al regulations and building codes. leaseholds are the primary fui sectors at the present time. In addi' The noise contours for NcClellan-Palomar ATCT, future ARFF, airport main1 Airport were developed from the Integrated fuel farms, rental cars, etc., are n Noise Model (INM), Version 4.11. The support facilities. INM was developed by the Transportation Systems Center of the U.S. Department of The interrelationship of these fc Transportation at Cam bridge, areas is important to defining a lo Massachusetts, and has been specified by b i i i v i 1 i i i i 1 II 1 ii i 7 i i 5-7 landside layout for the airport. Landside area, located near midfield, would be facilities should be grouped with similar redeveloped by removing the old hangars functions or uses. Each landside alternative and constructing new structures must be planned with airfield as well as perpendicular to the runway/taxiway ground access that is suitable to its function. system. The new T-hangars would be Runway frontage should be reserved for constructed in locations that would be those uses with a high level of airfield minimally impacted by the landfill area. in interface. Other activities, with lower levels addition, larger executive hangars have of aircraft movement, can be placed in been shown in this redeveloped area. The more remote areas. existing Conventional Hangar #3 is shown relocated to the southeast, next to The location of the commercial service Conventional Hangar #1, in an area terminal at McClellan-Palomar Airport is a unaffected by the landfill. key issue in developing landside alternatives. For this reason, three landside Tiedowns for locally based aircraft would alternatives have been developed that be located in the area south of the locate the commercial terminal facilities in redeveloped T-hangar area. Aircraft three different locations. Each of the three tiedowns are preferred in the landfill area alternatives are discussed in the following over T-hangars, due to the reduction of sections. additional weight from the T-hangar structure. The existing transient tiedown areas would remain unchanged. LANDSIDE ALTERNATIVE A Lot 36, adjacent to the west side of the Landside Alternative A, illustrated on Exhibit Airport, is shown to be acquired by the SC, Landside Alternative A, redevelops the Airport for the development of an existing terminal area. This includes additional T-hangar area. Because the constructing a new facility that incorporates amount of developable apron area is the functions of the existing terminal limited due to the landfill, Lot 36 would building and the two airline trailer facilities provide an area to accommodate some of into one building. The existing site would the additional hangar demand or the be reconfigured to accommodate the relocated port-a-ports. Access to this area ultimate terminal building, auto parking, would be via Palomar Airport Road to ground access and rental car parking. Camino Vida Roble to Kellogg Avenue. General aviation facilities such as tiedowns Ground access to the existing facilities is and hangars are also necessary to meet the another very important issue at McClellan- forecast demand. Aircraft parking areas Palomar Airport. One of the primary have been relocated and/or reconfigured to concerns is the access road crossing the make the best use of available apron space. landfill area on the south side of the airport In order to minimize the continued property. Because of various terrain problem with the landfill and part-a-port constraints in the airport area, there is no hangars, the port-a-ports could be relocated one solution to this problem. In order to to an adjacent FBO area on the west side provide access to all existing facilities, it is of the airport. If this area is unavailable for necessary to maintain the existing access this use, another proposed hangar area road. By limiting traffic on this access road could be utilized. The existing T-hangar 5 -8 _- - --_-___ - ..- ..- - .---. --- . . ..-. ..- .---.- -...,---- ----._.__ -- ..-. . . -. %.. .__, -.---- .__..___- - ~ . ..._.. ~.. __~ - ..~ I with gated access, automobile traffic may transient tiedowns would remain in i be reduced or eliminated. existing locations. Additional auto parking is shown south of Ground access to the new terminal i the existing access road within the Carlsbad can be accomplished via a relocation of Airport Centre Site Plan. Parcels 29, 30, existing access road. The portion of and 31 are owned by the County and access road across the landfill would should be !examined for transfer to the removed to provide additional area Airport for use as a satellite long-term tiedowns. A separate access road coulc parking area. Access to this area can be constructed from the west, through Lo1 provide via the existing access road through assuming this is available, praviding ac( a ramped access point to the parking area. to those businesses on the west side of This area coiJld also be accessed via Owens property- Avenue. Finally, additional long-term auto parkii shown south of the existing access I within Parcels 29, 30, and 31 simila Alternative A. Access would be provi The development of the commercial by a portion of the existing access road terminal facility is located in the existing T- Owens Avenue. hangar area under Landside Alternative B, shown in Exhibit SO, Landside Alternative B. This alternative would develop the LANDSIDE ALTERNATIVE C commercial terminal building between the Cinema Air FBO site and the existing Unlike the two previous alternat terminal area. The new terminal building Landside Alternative C, illustrated in Ex would be located so as not to be affected 5E, Landside Alternative C, acquires LC by the landfill; however, the associated for the development of the auto parking area would be located in the commercial service terminal. Since landfill area. terminal facilities would be located or 36, the existing tiedown and hangar i The port-a-port hangars would again be can be redeveloped utilizing the relocated, as in Alternative A, to the FBO terminal site for expansion. By locatin] area on the west side of the property (or terminal facilities on Lot 36, a defir Lot 36). New T-hangar development separation can be established betweei would occur in the existing terminal area com-m-ercial activities and the gei and Lot 36 would be utilizing for additional aviation activities. T-hangar development. Executive hangars are include as the last row of hangars in the The port-a-port hangars would be reloc existing terminal area. This alternative as in Alternative A and B. New T-ha1 would leave Conventional Hangar #3 in its are shown parallel to the runwayb existing location. system. These T-hangars are located minimize interaction with the landfill Local aircraft tiedowns would be located This alternative would leave Convent south of the new terminal area, within the Hangar #3 in its existing location. landfill area. Similar to Alternative A, the i i i I i i i i i i i i i i 5 -9 i ! LANDSIDE ALTERNATIVE B f EarthworldDrainage 1,000,000 1,500,000 1,000,000 Relocate Port-a-Port Hangars 360,000 360,000 360,000 Construct T-hangars 3,540,000 2,970,000 3 , 2 40,000 Construct Conventional 6,500,000 2,970,000 3,240,000 Hangars Install Tiedowns 27,000 25,000 48,000 Construct Auto Parking' 11 0,000 180,000 270,000 Construct Commercial 85 0,000 850,000 850,000 Terminal Building Construct Apron 850,000 900,000 440,000 Landside Subtotal $1 4,275,000 $1 0,353,000 $11,176,000 , Engineering & Contingencies 3 , 5 69,000 2,588,500 2,794,000 TOTAL LANDSIDE COSTS $1 7,844,000 $1 2,941,500 $1 3,970,000 Note: ' Does not include the long-term parking area Construct Access Roads 40,000 2 70,000 70,000 I - ---.._ --.._ .- - -~ __._. I ,-. ..- --. - -.. - .. ... .. - __ - ---.-- __.- .- ..- - - - ..-- - - ---- __. .. __ . -- -- ..__. ___ - . .. . - :::;.- - _-_.__ ~ - "I' > . .; 1 I i of conventnonal hangar construction in satisfy a significant portion of Alternative A is nearly double that of Alternatives B or C, since this alternative includes an additional conventional hangar (at a cost of approximately $3.0 million). The cost of land acquisition does not include the (cost associated with Lots 29, 30 and 31. The costs associated with these parcels may be resolved by transferring land between two County Departments. Lots 29, 30 and 31 are owned by the County's Solid Waste Department and could be traded for other properties. Lot 36 is not owned by the County, therefore, it would need to be purchased. "unconstrained" based aircraft forecast. AIRPORT DEVELOPMENT SUMMARY AND CONCLUSION This chapter has attempted to ou alternative solutions to the key developn issues at McClellan-Palomar Airport. TI key issues involved a displaced thresh the location of the commercial term facilities, the redevelopment of the ger aviation area, and the adequacy of gro access to the landside facilities. The recommended alternatives maintair functional separation of commercial general aviation activities. The followi a summary of the recommendations: - i 4 q i 1 IANDSIDE DEVELOPMENT RECOMMENDATIONS Because the existing commercial terminal Provide a 300 foot displaced thresl area is currently constrained and will addition to the east; become increasingly constrained, it is recommended that redevelopment of Acquire Lot 36 for the developmer McClellan-Palomar Airport occur as a T-hangar area; identified in Landside Alternative A. For the most ptart, the new terminal building will be in the same location as the existing facility. By leaving the terminal building in the existing location, convenient access can be providedl via Palomar Airport Road, with some improvements to the access loop for a long-term parking area in Lots 29, 30, and 31 will provide the Airport with the ability to accommodate long-range capacity. The existing tiedown and T-hangar area At this point, a basic recomrner would be redeveloped to eliminate, to the concept has been proposed for McCle extent possible, the interaction between Palomar Airport Pending review of structures and the landfill area. The chapter and input from the Techl acquisition of Lot 36 would provide an area Advisory Committee (TAC), the follo1 for additional T-hangar development chapters will present a refinement of outside the landfill area. The development basic concept into a final plan identified in Landside Alternative A would - Redevelop the existing general avk areas, eliminating to the fullest e) structure interaction with the far areas; Provide adequate ground access to I areas; Acquire land to protect the RPZs. 4 - through the terminal area. The potential commercial service and general avi; 5-1 1 I recommendations and timing for the "constrained" forecast. As shown in Table program . SD, the ability of the airport facilities to accommodate the "unconstrained" forecast number of based aircraft would appear to POLICY DECISIONS AFFECTING be the only significant difference in the two AIRPORT DEVELOPMENT forecasts. It is anticipated that the "constrained" based aircraft capacity, based In order to accommodate the on the recommended airport development recommended development items, the shown in landside Alternative A, would be existing policy decisions will need to be complied with. The San Diego County Board of Supervisors Policy F-44 is The operational level is anticipated to scheduled to expire on December 31, slightly decrease, due to the decrease in the 1995. A "sunset" review of this policy will number of based aircraft operations (local be initiated at that time. operations). It is anticipated that the annuai operational level would be reduced The requirements of City of Carlsbad by approximately 9,000 operations. The Ordinance 21.53.015 would need to be ultimate operational level of McClellan- met before the acquisition of Lot 36. The Palomar Airport will also be affected by the expansion of the airport into this area ability of air traffic control to accommodate development. approximately 575 based aircraft. requires voter approval prior to any the amount of traffic. It is anticipated that the "unconstrained" passenger enplanement level can be DEVELOPMENT OF CONSTRAINED accommodated at McClellan-Palomar AVIATION FORECASTS Airport. Based on the recommended development, the airport can be expected Based on the physical characteristics of the to accommodate the approximately 65,000 airport and the development annual enplanements by the year 2015. It recommendations, it was determined how should be noted, that the forecast much of the "unconstrained" forecast would enplanements do not take into account the be accommodated at the improved effect of air travel requirements as a result McClellan-Palomar Airport. Table SD, of the LEG0 Land and Point Resort Hotel Comparison of Foreas&, presents a and Conference facilities, scheduled to comparison of the "unconstrained" and open in 1999. rnpanson of Forecasb McClellan-Palornar Airport 5-1 2 1 I R B I I P 1 1 I 14 ht:Rpf-JRT .A pu 1 b I 1 1 I a I Chaptek ~~~~E~~~N~P~OMAR &*B+B*@*@*@+P B 8 II 1 I I li li a I I I I t 1 I 1c I I M~tl&tll!~P&OA( - Chapter Six p~.n.w.p.o.m. AIRPORT- . ~~ .. . PLANS. .~ n Chapter Five, a recommendation was made for the future develop- ment of McClellan-Palomar Airport. As determined in the previous chap- ters, new alirside and landside facilities will be necessary to meet the ultimate forecast demand. The purpose of this chapter is to describe, in narrative and graphic form, the recommended develop- ment through the 20-year planning period. A set of plans, referred to as Airport Layout Plans, has been prepared tograph- ical ly depict the recommended airfield layout, disposition of obstructions and uses of land within the proposed airport property. This set includes the following. Airport Data Sheet Airport Layout Plan Terminal Area Plan Part 77 Airspace Plan Runway Protection Zones Plans On-Airport Land Use Plan Airport Property Map The airport layout plan set has bt prepared on a computer-aided draft system for future ease of use. The comr erized plan set provides a detailed lay of existing and future facilities on multi layers that permit the user to focus in any section of the airport at any desira scale. The plan set can be used as b information for design and can be ea updated in the future to reflect n development. The plan set is also provic in 24-inch x 36-inch reproducible h copy in accordance with current F standards. DESIGN STANDARDS The design standards applied to the de? are prescribed in FAA Advisory Circi 0 Approach Zones Plans opment of McClellan-Palomar AirF 6-1 DESIGN STANDARDS runway should be maintained at 60,000 The design standards applied to the would accommodate the anticipated types development of McCl e I I an -Pa Io m a r Airport are prescribed in FAA Advisory Circular 150/5300-13, Airport Design. These The FAA design standards used in planning standards are based upon several factors the airside facilities are listed in Table 6A. which include the approach speed, Those existing facilities that do not meet the operating weights and wingspan of the current standards are identified within the design aircraft. "Modifications to FAA Standards" block on the Airport Data Sheet. Modifications to Based on forecast aviation demand, FAA Standards are methods of requesting McClellan-Palomar Airport would ultimately an FAA review of the specific standard(s) to be expected to serve aircraft in Approach determine if there are any actual hazards to Category D (approach speeds between 141 navigable airspace or overall airport safety. and 166 knots). In addition, a number of Examples of existing facilities at McClellan- would be in Airplane Design Group Ill standards include the runway safety area (aircraft with wingspans less than 11 8 feet). length beyond the end of Runway 6 and The airfield facilities were, therefore, the separation between the runway and designed to accommodate 0-111 aircraft. parallel taxiway, among others. These The load bearing strength of the primary pounds single-wheel loading (SWL), which of aircraft during the planning period. aircraft anticipated to operate at the airport Palomar Airport that do not meet design items are all identified in Table 6A. 6-2 1 I i i i I i i i i II ii 1 1 1 11 3 Runway Stren,gth (thousand Ibs) Runway Safety Area Length (beyond the end of the Runway Safety Area Width (ft) Runway Object Free Area Length (beyond the end of Runway Object Free Area Width (ft) I Runway Protection Zones Airport Data Sheet (Sheet No. I) an ALP (Sheet No. 2) to describe the a The Airpod: layout Plan (ALP) graphically development planning recommendati presents thle existing and planned airport layout and depicts the recommended The ALP is an overview of the pro1 development of the airport through thl improvements needed to meet forecast aviation demand. Detailed airport and 201 5. It does not depict the various runway data are provided on both the of development leading to the corn[ d AIRPORT MYOUT PLAN x.: 6-3 of the 20-year plan. Additional exhibits AIRFIELD DEVELOPMENT STAGING and plans in this report show these development stages in detail (see Chapter The 20-year planning period has been Seven). The following discusses the airfield divided into three stages: Stage I, Stage 11 related development recommendations. and Stage 111. Each stage and associated airside development item are described in the following paragraphs. Stage I, the first five year period of the development program, has been further variety of general aviation aircraft and divided into individual fiscal years, FYI996 commuter type aircraft. Airside through FY2000. Stage I includes the development includes the 300 foot following major airside development items: displaced threshold on Runway 24, as well the construction of the displaced runway as an extension of an additional 300 feet to threshold and taxiway extension, and the the parallel taxiway, In addition, the installation of PAPls, HIRLs, MlTLs and construction of two high-speed taxiway airfield signage. exits and runup areas are included. Projects identified in the Stage I1 The High intensity Runway Lighting (HIRL) development program encompass the five and Medium Intensity Taxiway Lighting year period from FY2001 through P(2005. (MITL) will be extended and Precision The major projects associated with Stage II Approach Path Indicators (PAPls) installed. development include the construction of Non-precision approach capability will be high-speed exit taxiways, and a lighted provided to Runway 6; therefdre, non- heliport. precision runway markings will need to be installed. Precision approach capability will Stage 111 contains projects for the longer continue to Runway 24 with the Instrument range needs of the airport that will be Landing System (ILS), as well as the accomplished during the period FY2006 to potential for additional capabilities utilizing -201 5. The airside project associated with the Global Positioning System (CPS) this stage relates to pavement preservation. technology. RUNWAY 6-24 Runway 6-24 is planned to be utilized by a TERMINAL AREA PIAN The Terminal Area Plan, Sheet No. 3, represents a refinement of the selected development configuration and provides a more detailed drawing of the terminal area AVlCATlON EASEMENT The ALP also depicts avigation easements proposed at McClellan-Palomar Airport. This property includes approximately 60 acres not currently under the airport’s jurisdiction (portions of each RPZ). The staging. avigation easements associated with the RPZ parcels should be acquired for stage I landside development consists o approach protection. the construction of a commercial setvicc terminal building, terminal access road facilities. The following is the suggestec 6-4 I 1 terminal auto parking, aircraft washrack, and apron rehabilitation. surfaces. Projects identified in the Stage II The obstructions recorded at McClell development program include the Palomar Airport are indicated on Sheet I installation of T-hangars, conventional 4. These obstruction are also identified hangars and tiedowns. Expansion of the the NOM Airport Obstruction Chart ( fuel storage capacity will also be conducted 5370). Those obstructions that pertaii during this stage. the runway protection zones and appro zones are explained in greater detail on Stage Ill terminal area development appropriate drawings that foll includes the continued expansion of the Obstructions to the other airspace surf; fuel storage capacity and pavement are describe briefly below. preservation. penetrate any of the protected airsp, , i c i i E i i ii i il ii -i i i 1 1 PRIMARY SURFACES PART 77 AIRSPACE PIAN The primary surface for Runway 6-2 The Part 77 Airspace Plan for McClellan- McClellan-Palomar Airport is 1,000 fel Palomar Airport, Sheet No. 4, is based on width, extends 200 feet beyond 4 FAR. Part 77, Objects Affecting Navigable runway end and is centered on the run' Airspace. The intent of these regulations is There are eight obstructions to the piir to protect the airspace and approaches to surface at McClellan-Palomar Air1 each runway from hazards that could affect These obstructions include bushes, ter the safe and efficient operation of the a sign, the glide slope antenna, a wind. airport. and a fence. It is recommended thi FAA Aeronautical Study be perform The Part 77 Airspace Plan is a graphic determine if any of these represe depiction of the imaginary surfaces hazard to navigable airspace. described for various airport geometric planes, such as the runway (primary and transition surfaces), approach (approach TRANSITION SURFACES surface) and the airport (horizontal and conical surfaces). Design criteria for surface The transition imaginary surface is a SI' heights, angles, and radii on this plan are used to join two other surfaces tog determined by the airport category and The transition surface has a slope of : runway approach classification. and joins the primary surface tc approach and horizontal surfaces. The Part 77 Airspace Plan for McClellan- are 10 obstructions to the transition SI Palomar Airport is based on large aircraft at McClellan-Palomar Airport. (aircraft over 12,500 pounds) precision obstructions are associated with a ni approach to Runway 24, and large aircraft of trees, the ATCT, a hangar, and i non-precision approach to Runway 6. This standard. It is recommended that ai drawing will permit the County to readily Aeronautical Study be performe determine if construction of a proposed determine if any of these repres structure in the vicinity of the airport would hazard to navigable airspace. I 1 :E 6-5 HORIZONTAL SURFACE instrumentation and the type of aircraft served. The horizontal surface is established at 150 feet above the highest airport elevation. The approach slopes for the precision The horizontal surface has a radius of approach to Runway 24 are 50 to 1, 10,bOO feet from the ends of each runway, beginning 200 feet from the runway end, with a tangent line connecting the arcs. for 10,000 feet and 40 to I for an There are eight obstructions to the additional 40,000 feet. The non-precision horizontal surface at McClellan-Palomar approach slopes to Runway 6 are 34 to 1 Airport. These obstructions include terrain, for 10,000 feet. There were 12 trees, bushes, light poies, and transmission obstructions identified within these towers. It is recommended that an FAA approach slopes. These include poles, Aeronautical Study be performed to bushes, light standards, trees, and terrain. determine if any of these are a hazard to It is recommended that an FAA navigable airspace. Aeronautical Study be performed to determine if any of these are a hazard to navigable airspace. CONICAL SURFACE The conical surface for McClellan-Palomar RUNWAY PROTECTION Airport is 4,000 feet in length and slopes ZONES PLANS away from the horizontal surface at a 20 to 1 slope to a height of 350 feet above the The Runway Protection Zones Plans, Sheet established airport elevation. Based on the No. 6, consists of a large scale plan and ultimate airport development, three profile view of the inner portions of the obstructions were identified within the approach surfaces. This plan is designed to conical surface at McClellan-Palornar facilitate identification of roadways, levees, Airport. These include two bushes and a utility lines, structures, and other possible tower. it is recommended that an FAA obstructions that may lie within these safety Aeronautical Study be performed to areas at the ends of each runway. determine if any of these are a hazard to navigable airspace. The runway protection zone (RPZ) dimensions are a function of the size of the aircraft and the runway instrumentation. APPROACH ZONE PLANS The RPZ for Runway 24 is sized for large aircraft providing precision instrument The Approach Zones Profiles, Sheet No. 5, approach capabilities. The RPZ for Runway represents the approach surface profiles off 6 is sized for large aircraft providing non- each end of the runway. The plan depicts precision approach capabilities. It is nor the physical features near each runway's anticipated that grading or leveling woulc extended cen terl i ne, including significant be conducted within the RPD, thus topographic changes, roadways, etc. The eliminating the potential for environmenta dimensions and angles of the approach impacts. There were a number o surfaces are prescribed in FAR. Part 77 obstructions identified within the RPZs a and depend upon the runway McClellan-Palomar Airport. 6-6 1 1 i 1 1 E I ! 1 ON-AIRPORT LAND USE PLAN making decisions related to on-air development at McClellan-Palornar Air1 The objective of the On-Airport Land Use Plan, Sheet No. 7, is to locate land uses within the airport environs so that they are AIRPORT PROPERTY MAP compatible and able to function without major constraints or annoyance. The Airport Property Map, Sheet Nc depicts the property that was acquirc Four major categories of land uses are order to construct McClellan-Palc depicted on the On-Airport Land Use Plan: Airport, along with the proposed/pote Airfield, Aviation Related Revenue Support, land acquisition during the 20- Non-Aviation Related Revenue Support, planning period. The documents recor use category refers to the runway and as the associated federal grant number I taxiway systems, as well as portions of the to acquire the property. RPZs. The Aviation Related Revenue Support land use category reserves space for aprons, terminal facilities, FBO facilities, SUMMARY hangars, etc. The Non-Aviation Related Revenue Support land use category refers The Airport Plans Set is designed to pro to those areas which support commercial/ basic guidance for the County in ma industrial tenants that do not require access decisions relative to future developrnei to the runway/taxiway. The Not to be McClellan-Palomar Airport. The plar Impacted designation includes those provides for development to satisfy environmentally sensitive areas that are not short-term and long-range needs. Flexil intented to be disturbed. will be a key to the future developn since demands may not occur exad forecast. and Not to be Impacted. The Airfield land the land acquisitions are described as i i i i i i i i As indicated on the On-Airport Land Use Plan, the approximate size of the Airfield, Aviation Related Revenue Support, Non- It is prudent for the County to ensure Aviation Related Revenue Support, and Not these plans remain current and that to be Impacted categories are appropriate authorities be adv approximately 163 acres, 67 acres, 28 whenever significant changes in air acres, and 230 acres, respectively. development occur that could affect land use planning. The On-Airport Land Use Plan is designed to provide basic guidance for the County in i i 6-7 I 6 - w J -- - Z 4 CL PL 2 ir 0 8z ;nici+uj - ~~ K L I U I s _____ -. -- .~.~ _----- ! -_ ---_ ____ _-c___-- - __-- b 'm h -2 $ % 2 b, h ia b h h b i* h h ,,,$ b 'N 44~nnnn~44~~k~~=++,*~~~~~~~~~~~~~~~~m~~~~ ++**+**ttOO . h='m-N-- L -07 '-4 b, -m -m 'm 'm a -- -m -m -m '+ - .- ~ _---- 0 pg @3 tZ uo $3 D ~ ~~ -f-o=-- - f P a Y 2 5 F m z E! 3 8 ~- - - a E 32 .? 8 E; - E5 u 0 w -O- 9, 8 8 N f :: (lSY(-lW ul) NOUVA313 ..~ ___ ~ . FJmm \ __--- I 1 I I 1 I 1 I 1 I 1 I 1 I 1 I I 1 Chapter SI CEAL MANAG.@&E F .I .<;. I A! &.I+mo@.@*B*P 14. Construct Taxiway (5,OOO m) 15. MlTL fitension (700 LF) 16. Install PAPls 17. Construct Aircraft Washracks FY1998Subtotal T ,I 225,000 202,500 22500 26,000 23,400 2,600 60,000 54,000 4000 1 50,000 135,000 15,000 $1,707,000 . $1,!i36,3o(p $1 70,700 McClellan-Palornar Airport 3. Apron Rehabilitation 4, Construct 80 T-hangars 5. Construct Conventional Hangar AIRPORT DEVELOPMENT COST SUMMARY The listing of projects under each stage in Cost estimates were developed fron the development program, as outlined in information provided by constructior Table 7B, represents the basic budget industry sources as well as a review o factors and priority assignments for the actual costs on similar airport projects. Th. airport development through the planning information was applied to pavemen period. Although development items have earthwork, and building size requiremenl been numbered, this should not be for McClellan-Palomar Airport to determin construed to indicate actual development the estimated construction costs. A 2 priority. The construction of any percent contingency for engineering, leg; development item should be based on tht current demand at that time. 7-4 I 8 fees, and unforseen costs are included in the estimates. Private funding, funding community. from businesses or entities operating or wanting to operate at the airport, is indicated for projects such as FBO facilities, T-hangars and conventional hangars. FAA installed facilities and engineering projects Airport development and funding (funded entirely by this federal agency) are California is accomplished through listed and included in the total funding for cooperative effort involving three levels each Stage. government: local, state and federal. brief description of the funding sources In future years, the cost shown in Table 7B provided in the following paragraphs. will need to be adjusted for inflation. This may be accomplished by converting the interim change in the United States Airport Improvement Program Consumer Price Index (USCPI) into a multiplier ratio through the following A major funding mechanism that formula: anticipated to exist throughout the 20-y program, is the Federal Airp Improvement Program (Alp). This progrz funded by airport users through user ta and fees, was recently reauthorized X = USCPl in any given year provide $2.105 billion in FY1994, $2.1 Y = USCPl in 1995 billion in Ff1995, and $2.214 billion Z = Change Ratio FY1996. This three-year bill also con8 a provision to increase the minim Multiplying the change ratio (Z) by any entitlement allocation from $400,000 1995-based cost estimate presented in this $500,000, for primary commercial ser study will yield the adjusted dollar amounts airports. appropriate in any future year. The local or state CPI may be used since the national AIP monies are distributed to airport CPI may not be representative of this two ways: in the form of entitlemt community. (based on actual levels of passer enplanements), and through discretioi grants. The County is currently eligiblc both entitlement and discretionary gr4 In California, Airport projects that mee' FAA's discretionary funds eligil requirements, could receive 90 percei the project cost from the AIP. Because airline passenger servicc available at McClellan-Palomar Air entitlement funding from the FAA is available. Through this mechanism, pri commercial service airports enplanir least 10,000 passengers annually operation of the airport will be the aviatio b y FEDERAL AND STATE AID TO AlRPORl 1 1 i i i i ii i P i ' 1 i I 3 - X - Z (Change Ra.01 Y i AIRPORT DEVELOPMENT AND FUNDING SOURCES As previously mentioned, financing for the development and operation of an airport does not typically come from only one funding source. Such is the case with McClellan-Palomar Airport, where federal, state, local, and private funding will be necessary during the next 20 years. The primary contributor to the development and 1 7-5 : guaranteed a minimum of $500,000 per PFCs may be used only on approved year. For the first 50,000 enplanements, projects for ail or part of the allowable the airport receives $7.80 per enplanement. costs. They may be used as matching funds For the next 50,000 enplanements, the for AIP grants or to augment Alp-funded airport receives $5.20 per enplanement. projects. PFCs can also be used for debt The next 400,000 enplanements provide service and financing costs of bonds for $2.60 per enplanement. For all eligible airport development Before enplanements over 500,000, the airport submitting a PFC application, the airport receives $0.65 per enplanement must give both notice and opportunity for consultation to airlines operating at the airport Passenger Facility Charges PFCs are to be treated similar to other The Aviation Safety and Capacity Expansion airport improvement grants rather than as Act of 1990 contained a provision for airport revenue, and will be administered airports to levy passenger facility charges by the FAA. Large and medium hub (PFCs) for purposes of enhancing airport airports (those airport that enplane more safety, capacity or security, reduce noise, or than 0.25 percent of the annual U.S. enhance air carrier competition. domestic enplanements) will be required to forego up to 50 percent of their AIP Title I4 CFR Part 158 (May 1991), passenger entidements if they levy a PFC. establishes the procedures that must be Based on the forecast enplanements for followed by airports choosing to levy PFCs. McClellan-Palomar Airport and the U.S., it The regulations specify that PFCS may be is not anticipated that the Airport will imposed by public agencies controlling a qualify as a medium hub airport during the commercial service airport with scheduled planning period. McClellan-Palomar service and at least 2,500 annual Airport, therefore, will be eligible to retain passengers. Authorized agencies may all of its entitlement funds as well as any impose a $1 .OO, $2.00, or $3.00 charge per enplaned passenger. Prior approval is required from the US. Potential PFC and Entitlement Revenues Department of Transportation (DOT) before an airport is allowed to levy a PFC. Any Table 7C, Potential Passenger Entidemenl AIP-eligible project, whether development Funds and PFCs, outlines the maximum or planning, is eligible for PFC funding. potential PFC and entitlement funding Noise Compatibility projects are also anticipated to accrue to the McClellan- eligible whether or not they are in an Palomar Airport during the planning period approved FAR. Part 150 program. Gates PFC revenues were based on the maximum and related areas for the movement of of $3.00 per enplaned passenger. Only 7: passengers and baggage are eligible as are percent of the enplaned passengers wen on-airport ground access projects. assumed to be eligible for a PFC chargc based on the current regulations. PFC revenue it receives. 7-6 1999 2000 2001 2002 i i I i 3 d 1 2003 2004 2005 2006 2007 2008 2009 201 0 201 1 201 2 201 3 201 4 201 5 30,200 500,000 67,950 567,950 33,000 500,000 74,250 574,250 35,400 500,000 79,650 579,650 37,800 500,000 85,050 585,050 40,200 500,000 90,450 590,450 42,600 500,000 95,850 595,850 45,000 500,000 101,250 601,250 47,000 500,000 105,750 605,750 49,000 500,000 1 10,250 61 0,250 51,000 500,000 I1 4,750 61 4,750 53,000 500,000 I1 9,250 619,250 55,000 500,000 123,750 623,750 57,000 500,000 128,250 628,250 59,000 500,000 132,750 632,750 61,000 500,000 137,250 637,250 63,000 500,000 141,750 641,750 65,000 500,000 146,250 646,250 airport projects. These grants can be local match for a A&D Grant can vary from accrued for up to five years. Since 10 percent the 50 percent. This percentage McClellan-Palomar Airport is identified as a is set annually by the California Primary Commercial Service Airport by the Transportation Commission (CTC). Over FAA, the airport is not eligible for these the last ten years, however, the percentage funds. has been ten percent. A&D Grant requests are adopted by the CTC every two years The AIP Matching Grants are available for for fund programming. McClellan-Palomar general aviation and reliever status airports Airport would be eligible for this funding, for matching the federal grants. Eligible however, due the uncertainty of the airport projects can receive 90 percent funding availability these grants will not be funding from the federal AIP, 4.5 percent used in the following funding analysis. from the State, and 5.5 percent local share. Once again, however, McClellan-Palomar Airport is not eligible for the AIP Matching AIRPORT OPERATING REVENUE Grants from the State. AND EXPENDITURES The A&D Grants are determined by the The County has established an Airport remaining State funds after the Annual Enterprise Fund accounting system for the Grants and AIP Matching Grants are operation of the County’s seven airports. distributed. This remaining monies can by The FYI989 through FYI993 actual used by general aviation, reliever and revenues and expenses associated with the commercial service airports. The maximum operation of McClellan-Palomar Airport are amount that can be allocated to an airport presented in Table 7D, Historic Revenues in a single fiscal year is $500,000. These and Ekpenses. The table includes the six funds cannot be used as AIP matching major revenue accounts and five major funds for a federally funded project. The expense categories. 7-8 Mai n tenance Operations Lease Ad mi n istratio n Utili ties TOTAL EXPENSES I i 95,805 139,778 223,318 234,303 258,828 133,144 174,867 125,989 11 9,579 83,524 53,438 104,957 124,547 120,312 186,159 8,852 9,186 8,003 5,887 11,237 $GO7,526 $786,148 $700,567 $832,913 $792,021 Aviation agreement with Coast Waste. The following cash flow analysis has indicated The Aviation category includes the fees an average lease revenue increase collected from land leases on the airport. throughout the planning period for this The fees collected from each of the aviation reason. It is expected that this category will related activities (i.e., airlines, FBO’s, account for approximately 16.6 percent by tiedown areas, hangar areas, etc.) are the end of the planning period. included in this category. This category would also include the potential lease revenues for the new commercial terminal County Animal Shelter building site. This revenue category currently accounts for approximately 59.4 The County of San Diego operates a percent of the total airport revenue. it is County Animal Shelter located on airport expected that it will account for property. The flat-fee land lease revenue approximately 62.9 percent by the end of generated from the County Animal Shelter the planning period. This slight increase is parcel are included in this category. The generally due the inclusion of the new following cash flow has indicated an terminal lease revenue. average lease revenue increase throughout the planning period. It is anticipated that this activity will continue through the Rental Car/Limousine planning period and will account for approximately 5.1 percent of the total Fees are charged to rental car agencies and airport revenue. limousine services which operate at the airport. This includes terminal building space rental, percentage of revenue and Fuel Flowage auto parking space leases. This revenue source is expected to increase over the Fuel flowage fees are one of the most planning period, due to the increase in common revenue sources for public 2.1 percent of the total airport revenue is a per-gallon basis and is collected from the expected to be comprised of this category fuel concessionaires on the airport. Care by the end of the planning period. must be taken in establishing a reasonable fee that will not discourage aircraft operators from refueling at the airport. it is Coast Waste anticipated that the FBO’s will continue to sell fuel at the airport. Currently, a fuel Portions of the airport property are leased flowage fee of $0.04 is being charged per to an independent solid waste collection gallon of fuel delivered to the FBO’s. company. This firm collects solid waste for Utilizing the forecast operation level during various agencies and cities in the local area. the planning period, estimated fuel flowage Coast Waste appears to be utilizing more revenues were projected. It is expected property than is indicated by the lease that 2.5 percent of the total airport revenue agreement, therefore, the County is will relate to fuel flowage fees. currently revaluating the existing lease airline passenger activity. Approximately airports. The fee is generally established on 7-1 0 1 I i # ! i I I i i i i i i i i i I' d t' Olympic Hotel Maintenance A portion of the airport property is leased Expenses in the Maintenance categc to the Olympic Hotel. Under the existing include the expenses of one full-tii lease agreement, the Olympic Hotel pays maintenance worker and associat the airport eight percent of gross sales. This benefits, occasional County maintenar lease agreement expires in 1995, however, staff, tools, equipment and suppl; no new terms have been established at this Maintenance expenses are anticipated to time. For this reason, the latest revenue approximately 30.5 percent of the tc amount of $155,000 will be used during airport expenses. the planning period. Approximately 10.7 percent of the total airport revenue is expected to be comprised of this category by the end of the planning period. i ODeration Operation costs include the airy: manager, noise abatement officer t Airport Operating Expenses student worker salaries and associi benefits. This category is expectec The County currently accounts for expenses account for 10.0 percent of the total air in the following five categories: expenses during the planning period. Administration b Maintenance Lease Administration b Operation b Lease Administration The Lease Administration expenses incl b Utilities one part-time real property agent, as as support for other leasing projects. expense category is anticipated to In addition, a sixth category (Terminal Building Space) will need to be included approximately 24.6 percent of the during the planning period due to the airport expenses. potential development of a privately- constructed terminal building. Utilities Utility costs include power and gas ch paid by the airport. This include one full-time secretary and associated building, as well as lighting of the p: benefits, as well as some office services and lot, security and airfield. With supplies. This expenses category is exception of terminal building tei expected to comprise approximately 29.9 tenants leasing areas on the airpoi percent of the total airport expenses. responsible for their own utilities. 1 Administration Administrative costs include the casts of utilities used by occupants of the ter (i 7-1 1 costs were calculated based on historical operation through self-generated user fees. utility costs provided by the County. Utility Reasonable fees should be established in cost are expected to average approximately order to keep the airport competitive with 1.1 percent of the total airport expenses. airports in the surrounding area. Utility cost would be expected to decrease in percentage of the total expenses, since There is a general tendency to raise rates the new terminal building will be privately and fees when income cannot meet the owned and operated. expenses of operation. Caution should be used when considering a rate or fee that is higher than the market condition. Higher Terminal Building Space fees may result in a short-term revenue increase but can be detrimental in the long- The airport development plan identifies the run by discouraging new business and/or construction of a larger commercial service causing the relocation of established terminal building in the present terminal businesses. building location. This buiiding is anticipated to be constructed by a private Long-term leases for tenants should contain developer, which would result in the automatic cost increases. Lease contracts County leasing ofice space within the new should also contain provisions for the building. For this reason, a Terminal acquisition of any privately constructed Building Space category has been added for buildings or hangars after a reasonable cash flow analysis. The lease fee of $1.80 length of time. Lease agreements should per square foot per month was used to allow sufficient time for the private investor calculate this potentia! expense through the to amortize the debt and include incentives planning period. This category is for complying with airport rules and anticipated to comprise approximately 3.9 procedures. percent of the total airport expenses during the planning period. Funding Sources CASH FLOW ANALYSK Table 7F, Funding Sources Analysis, illustrates the potential sources of funds to Table 7E, Cash Flow Analysis, illustrates the finance the capital improvement program revenue/expense projections throughoutthe throughout the planning period. As planning period. Some categories have indicated, approximately $1.5 million of increases identified which are averaged capital improvement costs will have to throughout the planning period. The cost come from federal discretionary grants, or of operating the airport, however, is not local debt financing. The major funding expected to exceed the anticipated sources depicted (Private, Entitlement revenues during the 20-year planning Funds, and PGCs) are anticipated to exceed period. The ideal and ultimate goal of any the capital improvement dollars after thc airport should be to support its own year 1998. 7-1 2 1 ! i I I i i q i ! 1 i. FINANCING THE LOCAL SHARE OF CAPITAL IMPROVEMENTS The County will need to consider other revenue of a particular project or from sources of funding for obtaining the local operating income of the issuing age share of its capital improvement projects. such as the County. Generally, they In addition to the revenues derived from outside statutory limitations on p1 airport operations, several other methods indebtedness and, in many cases, dc are available for financing the local share of require voter approval. Because of airport development costs. The more limitations on other public bonds, ai common methods involve debt financing sponsors are increasingly turning tc rev which amortize the debt over the useful life bonds whenever possible. of the project or a specified period. Methods of financing available to the Revenue Bonds, however, normally ci County are discussed below. higher rate of interest because they lac Revenue Bonds I 1. ! Revenue Bonds are retired solely from i .. i . i i . 7-1 3 security of tax supported General of development costs, a large portion of government bodies. Revenue Bonds are advantage to the FBO is that the more suited to airports that have sufficient development may qualify for investment tax cash flow and income to retire the debt in credit and that they would be allowed a reasonable time period. depreciation on . the facilities. The disadvantage with this option, however, is that the County will receive a smailer percentage of the revenue generated at the airport. For this reason, it is important to consider all possibilities before entering into Obligation (GO) bonds issued by other which is building construction. The Bank Financing Some airport sponsors have successfully used bank financing as a means of a specific lease agreement. providing airport development capital. Generally, two conditions are required: the airport must demonstrate the ability to repay the loan at current market rates, and the capital improvement must be less than the value of the present facility. These are McClellan-Palomar Airport Master Plan will standard conditions which are applied to require sound judgement by airport almost all bank loan transactions. This management Among the more important method of financing is particularly useful for factors influencing management decisions to smaller development items that will implement a recommendation are timing produce revenues and a positive cash flow, and airport activity. Both of these factors and for cases when no private financing is can be used as references in plan available. implementation. While it was necessary for scheduling and budgeting purposes to focus on the timing of airport development, the Third-party Support actual need for facilities is in fact established by levels of activity. Proper Several types of funding would be classified master plan implementation suggests the as third-party support. For example, consideration of the airport activity rather individuals or interested organizations may than time as a guide toward scheduling contribute portions of the required future airport development. development funds. Private donations are not a common means of airport financing; Experience has indicated that major however, the private financial contributions problems materialize from a rigid format for not only increase the financial support of master plans. These problems involve the the project, but also stimulate tenant and plan's inflexibility and inherent inability to community support to airport development. deal with new issues that develop from unforeseen changes that may occur during A slightly more common method of third the planning period. The format used in party support involves permitting the Fixed the development of the Master Plan has Based Operators (FBOs) to construct their attempted to deal with this issue. This own hangar and maintenance facilities on section is titled Continuous Planning foi property leased from the airport. The several reasons. The first reason is tc advantage to the airport in this type of an emphasize that planning is a continuous arrangement is that it lowers the local share CONTINUOUS PLANNING The successful implementation of the 7-1 4 1 I process that does not end with the accelerated, decelerated, or maintained completion of a major project. The second scheduled . is to recognize this fact without invalidating the overall Master Plan. The primary issues On an annual basis, airport manageme upon which this Master Plan is based are should compile this information ar expected to remain valid for a number of determine the actual number years. enplanements, total annual aircrz operations, and total amounts of fuel salc The real value of a usable master plan is Use of the Continuous Planning Cha that it keeps the issues and objectives in the Exhibit 74 and the Continuous Plannii mind of the user. Consequently, the Graph, Exhibit 7B, will enable manageme manager is better able to recognize change to visualize airport activity growth a and its effect. The continuous planning compare it to the forecast levels. Tht process can make the preparation of a exhibits are located at the end of t master plan much more cost effective by chapter. extending the period of time for which the plan is valid, and can eliminate the need With this information, adjustments in 1 for costly updates. development schedule can be made effectively deal with variations in forecasl Guidelines and worksheets are included in any unanticipated demand that may ari the following section for each future year By closely monitoring the activity E during the initial five-year stage of availability of funds with the workshe development from FYI996 to N2000. provided on the following pa€ Summary worksheets are also included for management will be able to effectit Stage II (FY2001-FY2005) and Stage Ill implement the McClellan-Palomar AirF (FY2006-FY2015). All estimated Master Plan. development costs are based on 1995 dollars; therefore, costs must be adjusted by the appropriate inflation rate factor in effect at the time of development 8 i i 8 1 i m I i I I SUMMARY AND CONCLUSION! As previously indicated, federal funding be the primary funding source CONTINUOUS PIANNiNG AIDS development of McClellan-Palomar Air and will be instrumental in The continuous planning process allows implementation of the plan. Air airport management to consistently monitor revenue and private funding will the progress of the airport in terms of contribute to financing airportdevetoprr growth in based aircraft and annual The airport will need to keep abreast c operations, because this growth is critical to potential funding sources, and will nee the specific timing and need for new airport research each source on a continuing t facilities. The information obtained from By closely monitoring the activity this monitoring process will provide the availability of funds with the works1 data necessary to determine if the provided at the end of this chapter development schedule should be Master Plan can be succes: i 1 -! 1- 4 i implemented. 1 t 7-1 5 i I I 6 i I EXHIBITS 7A AND 7B TO BE INSERT INTO i FINAL DOCUMENT i t \ I i I I ! i i i I 8 1 1 I R R 8 1 I 8 e AppW I& GLOSS& B 8 I 1 l 1 M~~~E~N~P~OMAR A*H*B*P*@*E3*EiJ 1 t i I R , 8 i c i i r i i i i i GLOSSARY Included in the following pages are a number of terms with appropriate definitions to assis' reader in understanding the technical language included in this document. Air carrier: an operator which: (1) performs at least five round trips per week betweer: or more points and publish flight schedules which specifjr the times, days of the week places between which such flights are performed; or (2) transport mail by air pursuant current contract with.the U.S. Postal Service. Certified in accordance with Federal Avi Regulation (FAR) Parts I21 and 127. Air Taxi: An air carrier certificated in accordance with FAR Part 135 and authorized to pr( on demand, public transportation of persons and property by aircraft. Generally operates aircraft "for hire" for specific trips. Airport Traffic Conbol Tower (ATCT): a central operations facility in the terminal air control system, consisting of a tower, including an associated IFR room if radar equipped, air/ground communications and/or radar, visual signaling and other devices, to provide sal expeditious movement of terminal air traffic. Air Route Trafic Conbol Center (ARTCC): a facility established to provide air traffic c service to aircraft operating on an IFR flight plan within controlled airspace and prin during the enroute phase of flight. Approach Lighting System (ALS): an airport lighting facility which provides visual guida landing aircraft by radiating light beams by which the pilot aligns the aircraft with the ext centerline of the runway on his final approach and landing. A-1 !a 1 Azimuth: horizontal direction or bearing; usually measured from the reference point of 0 degrees clockwise through 360 degrees. Base leg: a flight path at right angles to the landing runway off its approach end. The base leg normally extends from the downwind leg to the intersection of the extended runway centerline. Compass locator (LOM LMM): a low power low/medium frequency radio-beacon installed in conjunction with the instrument landing system at one or two of the marker sites. Control zone: airspace extending upward from the ground which may include one or more airports and is normally a circular area of five statute miles in radius with extensions, where necessary, to include instrument approach and departure paths. Displaced threshold: a threshold that is located at a point on the runway other than the designated beginning of the runway. Distance Measuring Equipment (DME): equipment (airborne and ground) used to measure, in nautical miles, the slant range distance of an aircraft from the DME navigational aid. DNL: day-night noise level. The daily average noise metric in which that noise occurring between 1O:OO p.m. and 7:OO a.m. is penalized by 10 times. Downwind leg: A flight path parallel to the landing runway in the direction opposite the landing di rection. Duration: length of time, in seconds, a noise event such as an aircraft flyover is experienced. (May refer to the length of time a noise event exceeds a specified threshold level.) Enplaned passengers: the total number of revenue passengers boarding aircraft, including originating, stop-over, and transfer passengers, in scheduled and non-scheduled airlines. Fixed Base Operator (FBO): a provider of service to users of an airport. Such services include, but are not limited to, fueling, hangaring, flight training, repair and maintenance. General aviation (a): that portion of civil aviation which encompasses all facets of aviation except air carriers holding a Certificate of Convenience and Necessity, large aircraft commercial operators military aircraft. Glide slope: electrical equipment that emits signals which provide vertical guidance by reference to airborne instruments during instrument approaches such as an ILS, or visual ground aids, such as VASI, which provide vertical guidance for a VFR approach or for the visual portion of an instrument approach and landing. Global Positioning Satellite System (GB): a navigational system utilizing satellites to provide non-precision guidance in azimuth, elevation, and distance measurement. A-2 I 8 u c Ground effect: the excess attenuation attributed to absorption or reflection of noise by mi made or natural features on the ground surface. Instrument approach: a series of predetermined maneuvers for the orderly transfer of aircraft under instrument flight conditions from the beginning of the initial approach tc landing, or to a point from which a landing may be made visually. It is prescribed r approved for a specific airport by competent authority. Instrument Flight Rules (IFR): rules governing the procedures for conducting instrument fli Also a term used by pilots and controllers to indicate type of flight plan. Instrument Landing System (ifi): a precision instrument approach system which norm consists of the following electronic components and visual aids: localizer, glide slope, o marker, middle market, and approach lights. Localizer (LOC): providing horizontal guidance to the runway centerline for aircraft dl approach and landing by radiating a directional pattern of radio waves modulated by signals which, when received with equal intensity, are displayed by compatible airb equipment as an "on-course" indication, and when received in unequal intensity are displi 1 I i 1 li as an "off-course" indication. Localiier type directional aid (LOA): a facility of comparable utility and accuracy to a loca but is not part of a complete ILS and is not aligned with the runway. Missed approach: an instrument approach not completed by landing. This may be dl visual contact not established at authorized minimums or instructions from air traffic co or other reasons. Nondirectional beacon (NDB): a radio beacon transmitting non-directional signals that a of an aircraft equipped with direction finding equipment can determine hisher bearing from the radio beacon and "home" on or track to or from the station. When the radio bc is installed in conjunction with the instrument Landing System market, it is normally ca Compass Locator. Nonprecision approach procedure: a standard instrument approach procedure in whi electronic glide slope is provided, such as VOR, TACAN, GPS, NDB, or LOC. Operation: a take-off or a landing. Outer marker (OM): an ILS navigation facility in the terminal area navigation system I( four to seven miles from the runway edge on the extended centerline indicating to thc that he/she is passing over the facility and can begin final approach. Precision Approach Path Indicator (PAPI): an airport lighting facility in the termini navigation system used primarily under VFR conditions. The PAPI provides visual guidance to aircraft on approach to landing through a single row of two to four lights, ri a high intensity red or white beam to indicate whether the pilot is above or below the r( g I i i i li 1 I 1 ! *I 1 \ A-3 approach path to the runway. The PAPI has an effective visual range of 5 miles during the day and 20 miles at night. Precision approach procedure: a standard instrument approach procedure in which an electronic glide slope is provided, such as 11s. GB precision approach may be provided in the future. Precision instrument runway a runway having a existing Instrument Landing System (ILS). Reliever Airport: an airport to serve general aviation aircraft which might otherwise use a congested air carrier served airpok Vector: a heading issued to a pilot to provide navigational guidance by radar. Victor airway: a control area or portion thereof established in the form of a corridor, the centerline of which is defined by VOPs. Visual approach: an approach wherein an aircraft on an IFR flight plan, operating in VFR conditions under the control of an air traffic facility and having an air traffic control authorization, may proceed to the airport of destination in VFR conditions. Visual approach slope indicator (VASI): an airport lighting facility in the terminal area navigation system used primarily under VFR conditions. It provides vertical visual guidance to aircraft during approach and landing, by radiating a pattern of high intensity red and white focused light beams which indicate to the pilot that he/she is above, on, or below the glide path. Visual Flight Rules WFR): rules that govern the procedures for conducting flight under visual conditions. The term VFR is also used in the United States to indicate weather conditions that are equal to or greater than minimum VFR requirements. In addition, it is used by pilots and controllers to indicate type of flight plan. Very High Frequency Omnidirectional Range Station NOR): a ground-based electronic navigation aid transmitting very high frequency navigation signals, 360 degrees in azimuth, oriented from magnetic north. Used as the basis for navigation in the national airspace system. The VOR periodically identifies itself by Morse Code and may have an additional voice identification feature. Very High Frequency Omnidirectional Range/Tadjcal Air Navigation (VORTAC): a navigation aid providing VOR azimuth, TACAN azimuth, and TACAN distance-measuring equipment (DM0 at one site. A-4 8 1 ABBREVIATIONS AGL: above ground level ALS: approach lighting system I ARTCC: air route traffic control center i ATCT: airport traffic control tower DME: distance measuring equipment I DNL: average yearly day-night sound level 8 P I E OWL: runway weight bearing capacity for aircraft with dual-wheel type landing gear DNVL: FAA: Federal Aviation Administration runway weight bearing capacity for aircraft with dual-tandem type landing 1 I FAR.: Federal Aviation Regulations FBO: fixed base operator CPS: global positioning sateliite system cs: glide slope IFR: 11s: instrument landing system LMM: compass locator at middle marker LOC: ILS localizer 1 instrument flight rules (F.A.R. Part 91) i i 1 i I LOM; compass locator at outer marker ‘I ‘1 8 MM: middle marker MSL: mean sea level NAVAID: navigational aid NDB: non-directional beacon A-5 ! i i‘ OM: outer rn a rke r PAPI: precision approach path indicator SEL: sound exposure level SWL: TACAN: tactical air navigation system TRACON: terminal radar approach control UHF: ultra high frequency VASI: visual approach slope indicator VFR: VHF: very high frequency VOR: VORTAC (see VOR and TACAN) runway weight bearing capacity for aircraft with single-wheel type landing gear visual flight rules (FAR. Part 91) very high frequency omnidirectional range A-6 3 1 1 li II I R I 1 1 I 1 1 I I D I 1 8 App~ < FCONOMK BEN€FiT ANAL1 M&LE LWIN~PALOMAR A*B*EI*P*GB*B*T? I I 1 I t 1 1 1 I 1 II 1 I 1 II B u I I Economic Benefits McClellan m Palomar Airport 44- I Coffman Associates and Arizona State University li I I I I i ECONOMIC BENEFIT STUDY McClellan-Palomar Airpor Induced Benefits are the multiplie effects of the Direct Benefits. Fo example, when an aircraft mechanic': wages are spent to purchase food housing, clothing, and medical services these dollars induce more jobs ani This report presents the results of a study income in the general economy of thi of the economic benefits of McClellan- region, creating "second round" spending airport service area includes the Tobl Benefits are the sum of the Direc metropolitan area of Northern San Diego and Induced Benefits, and therefon County and Southern California in include the influence of multiplier effects There are four measures of economi @ I 1 general.) I BENEFIT TYPES AND MEASURES benefits used in this study: '1 Palomar Airport on its service area. (The The methodology follows procedures 0 Gross Revenues recommended by the Federal Aviation Administration and the California 0 Value Added Department of Transportation (Caltrans). There are three vpes of economic benefits associated with activity at Employment 0 Payroll B I McClellan-Palornar Airport. Gross Revenues include total sales ( B Direct Benefits result from (a) on- business firms and budgets ( airport economic activity of airlines, government agencies, or the total flow ( fixed base operators, all other airport dollars from aviation-related activity. [ tenants, and government agencies including the airport authority as well as Value added is a measure of new outpi (b) off-airport activity, which includes created within the region. Value adde I spending by air travelers for lodging, results when input materials ai restaurants, entertainment, ground processed by labor, under the direction 1 transportation and retail goods and management, to produce a product fc 1 services. resale or a service. 1 I I For example, if aviation fuel is brought into the region at a wholesale price of $1,000 and sold at retail to general aviation aircraft pilots for $1,100, the gross revenue is $1,100 and the value added is $100. Typically, economic benefit studies The airport was the source of Grosr emphasize value added as the major Revenues of $108 million dollars, aft€ indicator of economic significance . incorporating all multiplier effects of secon round spending. Payroll is one component of value added, representing the payment for the labor used Value Added, or net new production relate to create new output from aviation-related to the presence of McClellan-Palom: activity Airport, was $88 million. Employment is a measure of the number of jobs required to create the gross revenues and value added. TOTAL BENEFITS: FY 1994 The economic benefits of McClellan-Paloma Airport in fiscal year 1993 - 1994 are showi below and in detail in Table I. This spending and output supported 1,27 jobs within the service area of the airpoi with a payroll of $33 million. McClellan - Palomar Airport Total Economic Benefits 1,270 Jobs Supported $33 Million Total Payroll $88 Million Total Value Added $108 Million Gross Revenues 2 I I I 8 I I E ci 1 4 Table 1 McClellan-Palomar Airport Total Economic Benefits: FY 1994 Gross Value Revenues Added Pav rol I Em PI ovees Airport Operations $32,914,983 $27,404,956 $7,414,043 290 Airlines Air Cargo Auto Rental FBO Services Food Services Flight instruction I. Charter Services Medical Transport Aerial Photography Aircraft Maintenance Aircraft Sales & Rentals Government Agencies Airport Administration Capital Projects Air Visitors $1 7,088,350 $1 2,701,490 $6,618,548 320 Lodging Food/Dri n k Retail Goods/Services Entertainment I Transportation i TravelAgenfs $1 1,047,955 $740,214 $296,085 13 Direct Benefits $61,051,388 $40,846,660 $14,328,676 623 Induced Benefits $47,573,428 $47,573,428 $1 9,029,371 647 I TOTAL BENEFITS $108,624,816 $88,420,088 $33,358,047 1,270 1 I Notes: Gross Revenues are total sales. Value Added is spending for goods and services supplied withi region plus payroll outlays to workers. Only Value Added has a multiplier effect within the regional emn Total Benefits include spending induced by multiplier effects. Multipliers are from the Regional Input 0 Modeling System, U. S. Department of Commerce, and Caltrans. D I 3 t Airport Operations Air Visitors The suppliers of aviation services located on Significant economic benefits of aviation McClellan-Palomar Airport include airlines; result from spending by the users of aviation avionics firms; auto rental; fixed base services, including both airline travelers and operators providing fuel, maintenance and visitors that arrive in the region by general aircraft storage; flight training; charter aviation aircraft. These travelers spent for services; food services; medical transport; lodging, food and drink, entertainment (such aerial photography; all other tenants; airport as golf and other attractions), retail and construction; tower personnel; and the ground transportation. airport administration. On-airport operations at McClellan-Palomar Airport created economic benefits of: 0 $32.9 Million Gross Revenues 0 $27.4 Million Value Added e $7.4 Million Payroll e 290Jobs Gross revenues measure total sales by drink, entertainment, retail goods anc business on the airport and are equivalent to services, and various ground transportatior total spending by all customers for the fiscal services summed to $17.1 million of grosi year. Gross revenues from on-airport revenues for regional businesses in F' operations in FY 1994 were $32.9 million. 1994. Air travelers visiting McClellan-Palomar Airport created benefrts of: 0 $17.1 Million Gross Revenues 0 $12.7 Million Value Added $6.6 Million Payroll 0 320Jobs Spending by air travelers on lodging, food Value added is that part of gross revenues For some sectors, such as lodging, a which results in new production of goods spending resulted in value added. Spendin! and services within the region. On-airport on services also creates an equal magnitudc economic activity at McClellan-Palomar of value added. In other sectors, such a Airport created value added or new output of retail goods, a portion of revenue. $27.4 million in FY 1994. represents sales of goods brought into thc service area for resale at a mark-up. Valuc There were 290 full time equivalent on- added, measuring net new output createc airport workers, including those employed by from spending by air travelers, was $12.' private businesses and government million in FY 1994. agencies. These workers earned a payroll of $7.4 million during the fiscal year. There were 320 workers employed servin air visitors, earning a payroll of $6.6 millior 4 In addition to visitors from other areas, the airport also served an estimated 16,247 local residents who purchased tickets for air travel. Air travel outlays by residents of the service area summed to $11 million in FY 1994, supporting 13 jobs in the local travel arrangements sector. The Induced Benefits of McClellan-Pal Airport in FY 1994 included: e $47.6 Million Value Added 0 $19.0 Million Payroll ? i i \\ \ a 647Jobs @ The combined Direct Benefits to the McClellan-Palornar Airport service area Induced multiplier effects created were: 0 $61.0 Million Gross Revenues $40.8 Million Value Added added of $47.6 million, and an add 647 jobs in the service area with a pa) $19.0 million. The average salary of jobs was $29,366. While first spending creates jobs in industries rei( suppliers and users of aviation se second-round effects create jobs sectors including medical, financia technical, as well as retail and servio Total Benefits The Total Benefits, incorporating Dirt Induced Benefits were: o $108.6 Million Gross Revenue o $88.4 Million Value Added i i i i i ! ) i. $14.3 Million Payroll I 623Jobs i I I These measures represent the amount of "first round" spending, value added (new output), payroll, and jobs in the McClellan- Palomar Airport service area that were due to the presence of the airport during FY 1994. This economic activity would not have taken place without McClellan-Palomar Airport, the aviation services provided there, and spending by users of these services. These figures include no multiplier effects. o $33.4 Million Payroll Induced Benefits a 1,270 Jobs Dollars spent in the McClellan-Palomar Note that gross revenues (sales) Airport service area by suppliers or users of subject to multiplier effects, since ( aviation services create or induce additional value added component stays wi output, jobs and payroll, as they circulate 'Uocal economy. However, as valv within the economy, creating "second roundn increases, revenues increase by tl or multiplier effects. Induced impacts occur, amount, reflecting spending on nev for example, when an on-airport finn buys Therefore, total revenues can be CI supplies and services locally, pays wages to as the sum of Direct and Indirect r its workers, or undertakes capital plus the revenues created from spe expenditures. All of these outlays create induced value added. Total r created by Direct and Induced : local jobs, output, and income as the dollars circulate through the economy. summed to $108.6 million in FY 1 s I ) I $' \ I' 5 I' t While total revenues are important as a base In FY 1994, an estimated $8.8 million c for tax collection, value added is more taxes revenues were collected as a result c important economically, since it measures activity related to McClellan-Palomar Airpor the value of new output. after accounting for all multiplier effects. The total value added benefit of McClellan- The estimates in Table 2 were based on th Palomar Airport was $88.4 million in FY historical relationship of Gross State Produl 1994, supporting 1,270 jobs in the service and the operating budgets of state and foc area, with a payroll of $33.3 million. jurisdictions in the Caltrans Airport Econorr impact Model. The relatively higher amou The $88.4 million of total value added of focal taxes compared to state tax( created by McClellan-Palomar Airport reflects the return of state taxes to loc represents the contribution of the airport to jurisdictions. California Gross State Product, a measure of the market value of all final goods and services produced in the state. Payroll contributes to the earnings Tax Benefits From Airport Activity component of California Personal Income. The payroll of $33.3 million accounts for 38 percent of the total of $88.4 million value Direct Taxes added created by the airport. Local Taxes $3,717,860 State Taxes 793.144 The ratio of Total Benefits to Direct Benefits Subtotal $4,511,004 as measured by value added was $88.4 million divided by $40.8 million = 2.17. This is the average multiplier for McClellan- Palomar Airport, implying that each doliar Local Taxes $3,568,007 spent on airport operations or by air State Taxes 761,175 travelers created an additional $1 -17 of new Subtotal $4,329,182 output before it left the service area. Similarly, each on-airport job and each job in the economy serving air travelers created, Local Taxes $7,285,868 on the average, one additional job in the $1,554,318 service area. TAX BENEFITS TOTAL TAXES $8,840,186 Because of the high volume of economic activity due to the presence of McCiellan- Palomar Airport, the facility is an important source of public revenues. (Tax revenues are in addition to various fees paid by airlines and other users of the airport.) Table 2 McClellan-Palomar Airport Induced Taxes Direct + Indirect State Taxes Source: Derived from State of Caiii Airport Impact Model, Caltrans 6 Economic activity due to the presence of McClellan-Palomar Airport created direct tax revenues of $4.5 million in FY 1994. This figure included sales and excise taxes from airport tenants such as FBO's and airlines, property taxes paid by businesses located on the airport, assessments on based local economy. general aviation aircraft, and income taxes on wages earned as a result of airport On an average day during FY 1 operations. McClellan-Palomar Airport recorded aircraft operations, earning a ranking ai i Direct taxes also include government nation's busiest single runway airport. b During each day of the 1993-1994 1 DAILY BENEFITS Airports are available to serve the pi every day of the year. Therefore, it is c illuminating to measure the daily benefi an airport to illustrate its importance to ;1 1' '1 ' i 1 \ revenues collected from air visitors as sales businesses that serve air travelers. year, McClellan-Palomar Airport gene $297,000 gross revenues within its SE Induced taxes, however, are a broader area (see figure). These revenues crf measure of revenues, representing taxes daily value added (or new productio $247,000. from all sources, including sales, property, and income, created after first round spending from suppliers and users of Revenues and production create job$ aviation services recirculates within the only for the suppliers and users of au economy. Total induced taxes were $4.3 services, but throughout the economy. million in FY 1994. day the economic activity associate( McCiellan-Palomar Airport supports local jobs in the airport service area. workers earned a daily payroll of mort t i i i i -lgg4* .il i 7 i and bed taxes, as well as taxes paid by i i b Combined first-round tax revenues from airport operations and visitor spending plus tax revenues from induced spending $91,000 in IFY 1994. produced overall local tax collections related to aviation activity of $7.2 million, while direct plus induced state tax collections were Palomar Airport was the source of total government revenues of $8.8 million in FY i Daily tax revenues of $24,000 b generated by economic activity on E 1 an additional $1.6 million. McClellan- the airport and within the local econc B successive multiplier effects of a related spending. On an average day during the year, were 700 overnight visitors in the arc had arrived at McClellan-Palomar Air airliner or general aviation aircraft average expenditures for these visit0 given day during FY 1994 was $46,E (Note: in evaluating the economic benefits associated with the presence of McClellan- Palomar Airport, it should be recognized that tax revenues are a component of, and not additive to, gross revenues created by on- B aviation and air visitor economic activity). 3 I McClellan = Palomar Airport Daily Economic Benefits w $297,000 Gross Revenues I 1,270 Local Jobs Supported rn $91,000 Payroll Earned a $12,000 Tax Revenues 700 Overnight Visitors $46,800 Visitor Spending 8 on the airport. Among the improvements during FY 1994 were: u 1 0 noise monitoring system I 0 parking lot lighting i i d AIRPORT OPERATIONS 0 ground water monitoring This section provides detail on the components of the benefits of McClellan- 0 rotating beacon replacement Palomar Airport, including the Direct Benefits of airport operations and visitor 0 transient ramp reconstruction spending, and the Induced Benefits due i i ! to multiplier effects. 0 runway sweeper purchase Table 4 illustrates the Direct Benefits from the annual operation of McCielfan- system (ASOS) I Palomar Airport. Data on revenues, expenditures, payroll, and employment Value added due to the direct presence ( were obtained from a survey conducted on-airport operations was $27 million i on the airport during 1994. FY 1994. The value added component ( Table 4 represents the sum of (: There were 57 private employers on the purchases for supplies and services pli airport and two government agencies (b) personnel outlays made by airpc during the FY 1994 study period. tenants. (For government agencies, vali Employers included airlines, avionics added is assumed equal to the proportic sales and repair, fuel safes and full FBO services, rental and charter services, aircraft cleaning and maintenance, Expenditures by on-airport business automobile rental, food services, flight and agencies for local goods, materia instruction, pilot supplies, medical and supplies are an important part oft transport, hot air balloon sales, aerial total significance of the airport, since tl photography, and various others. spending creates revenues, jobs, a payroll within the service area. Airp On-airport operations created gross tenants, including airlines, airp The largest source was gross revenues spent a reported $20 million on suppli of $30.9 million to private businesses on materials, and services, according tc the airport. Government agencies had survey conducted in 1994. combined budgets of $1.7 million in FY 1994. Similarly, paychecks received by work on the airport are used for purchase! 7f Capital outlays for on-airport the local community, and thus cre improvements added an additional additional revenues, income, i B $356,957 to the revenue stream created employment in the airport service are 0 automated surface observation ' i of the total budget spent locally.) i il i 'II 1 t # revenues of $32.9 million in FY 1994. businesses, and government agencil !I 9 1 II r' Table 4 McClellan-Palomar Airport Direct Benefits from Airport Operations: Revenues, Value Added, Payroll and Jobs Gross Value Revenues Added Pavroll Ernplovees Airport Businesses $30,858,000 $25,752,688 $6,351,421 268 Airlines Air Cargo Auto Rental Aircraft Parts FBO Services Food Services Flight Instruction Charter Services Aerial Photography Ai rcraft Maintenance Aircraft Sales & Rentals Medical Transport Capital Projects $357,057 $232,087 $1 42,822 5 Government Agencies $1,700,026 $1,420,181 $91 9,800 17 Federal Aviation Admin. Airport Administration DIRECT BENEFITS $32,915,083 $27,404,956 $7,414,043 290 Note: Value Added is expenditures by airlines, other airport businesses, government agencies, all o airport tenants, and construction firms for goods and services produced locally, including labor personnel. Source: SuFvey of airport employers and tenants, 1994. 10 Private employers on the airport provided maintenance and operations. Using I jobs for 268 persons during the FY 1994 figures, total revenues from mainten study period while government agencies and operations of based aircraft ca provided employment for 17 workers. estimated as approximately $3.7 milli Capital improvements required payroll 1994. (Note that annual expense outlays amounting to 5 worker-years, or 5 individual aircraft can vary grl full time equivalent private sector jobs in depending on the size, tect I I i @ 7 1 ll \ D construction and maintenance. specifications, and hours flown.) I On-airport employment during the year was AIRLINE VISITORS 1 290. Based on employment figures from the i Carlsbad Chamber of Commerce, In FY 1994 McClellan-Palomar A McClellan-Palomar Airport would rank as the recorded 21,955 enplaning passel 1 10th largest employer in the Carlsbad area According to an analysis of the air trl if combined on-airport employers were origin and destination data bank of the counted as one single entity. Department of Transportation, 26 perc passengers boarding airliners at McC The total payrolf for all airport-related Palomar Airport in FY 1994, or persons, were visitors to the region. employers was $7.4 million in FY 1994. Payroll of private businesses located on the airport was $25.7 million. Government Visitors to the Carlsbad area were sur agencies reported payrolls of $9 million in the airport terminal in 1994. during the year. questionnaire was administered to ! information on travel party size, len The average salary for employees of private stay, and expenditures by visitor2 businesses on the airport (not including category. construction workers) was $23,788. The average salary for government workers was the largest for on-airport employers, at Table 5 $54,105 primarily due to the influence of FAA employees. i I 1 McCIellan-Palomar Airport Airline Visitor Travel Pattern: Revenues From Based Aircraft Enplanements 2' ii 1 Percent Visitors ,J. Number of Visitors ! I Party Size ...= 500 general aviation based aircraft. Days Stay i According to a survey of aircraft owners conducted in 1994, the typical aircraft based at McClellan-Palomar Airport had a market value of $53,000. Owners reported i expenditures averaging $7,384 per year on The airport serves both commercial airline traffic and general aviation aircraft. Much of the revenue created on the airport can be attributed to outlays by the owners of the i i Visitor Days 4 Source: Airline Visitor Survey, 1994 I1 R Air visitors were approximately evenly divided between those traveling for business and persons traveling for recreation or McClellan-Palomar Airport personal reasons. The average travel party was 1.5 persons in size. The average length of stay for airline travelers was 7.5 days. Airline travelers contributed to 42,810 Category Spending Percent visitors days for the airport service area during FY 1994. On an average day, there Lodging $212 40 were 117 airline travelers in the area. FoodlDrink 134 25 Airline travelers each spent an average of $70 per day while in the Carlsbad area. Retail 67 13 Lodging, at $24 per day, accounted for forty costs of food and drink were $18 (Table 6). Table 7 Airline Visitor Spending Per Trip Per Person Per Trip percent of the daily outlay. Average daily Entertainment 52 IO Transportation 63 12 Table 6 TOTAL $528 100 McCtellan-Palomar Airport Airline Visitor Spending Per Person Per Day Note: Expenditures per person per trip are fol survey respondents, including those who had outlays for some of the categories shown. Source: Airline visitor survey, 1994. Daily Category Spending Lodging $28 Airline visitors spent $528 per person per (Table 7). Lodging bills were the grea Food/Drink 18 single component of the trip outb averaging $21 2 per person. Spending Retail 9 food and drink per person was $134. Entertainment 7 Spending by airline visitors created ] output, income, and tax revenues withir Transportation 8 service area. Multiplying 5,708 ai visitors by the average per trip outla) TOTAL $70 $528 gives total airline visitor spendin FY 1994 in the Carlsbad area of $3,058, Note: Expenditures per person per day are for all survey respondents, including those who had no The figures for spending per person pe in Table 7 may be used to illustratc outlays for some of the categories shown. economic value of visitor expendi Source: Airline visitor survey, 1994. associated with the average airliner ar at McClellan-Palomar Airport (see Tab 12 I I I I Avg. Passengers Per Plane 10 I Table 8 Table 9 McC lei Ian-Palomar Airport Economic Value of Visitor Spending Associated With Average Airliner McClellan-Palomar Airport General Aviation Visitor Days Itinerant Operations 148,s Transient Operations* 89,: Transient Arrivals 44,f Average Passengers Average Stay (days) Number of Visitors 111,: Percent Visitors 26 Number of Visitors Per Plane 2.6 I Trip Expenditures per Person $528 I Value-One Arriving Airliner = $1,373 I The average arriving airliner in FY 1994 GA Visitor Days 212,: carried 10 passengers. Of these, 26 percent were visitors. The 2.6 visitors per aircraft spent $528 per person per trip. Total airline visitor spending was $1,373 of gross revenues injected into the local economy for *Based on 60 percent "true transients" Source: General Aviation Survey, 1994 1 I each arriving airliner. There were 148,941 itinerant operati 1 The first round spending by visitors McClellan-Palomar Airport in N recirculated within the local economy, where Based on tie down records and infon a portion was spent again, yielding a total from the Airport administration, i 1 benefit 2.17 times the initial impact. Thus, estimated that 60 percent of these iti the total spending associated with the operations could be attributed to average arriving aircraft was $1,373 X 2.17 transient travelers" who originated th I = $2,974 after accounting for all multiplier at a distant home airport. effects Applying this proportion to McC 1 GENERAL AVIATION VISITORS Palomar Airport itinerant operations 89,365 true transient operations and 1 arriving travel parties in FY 1994. I General aviation travel parties we1 persons vs. 1.5 for airline visitor! In FY 1994, an estimated 111,705 visitors stayed a much shorter period of tin arrived by general aviation, staying an days for GA visitors vs. 7.5 days for average of 1.9 days, contributing to 212,240 visitors). general aviation visitor days (Table 9). McClellan-Palomar Airport attracts general aviation visitors from throughout the Western United States who come to the area for both I business and personal travel. person larger than airline travel parti I 13 'I I As shown in Table IO, general aviation travelers reported slig htly smaller per-person daily expenditures ($66) than did airline travelers ($70). Table I1 McClellan-Palomar Airport General Aviation Visitor Spending Per Person Per Trip Table IO Per Person Percent McClellan-Palomar Airport Category Per Trip of Total Daily Spending Per GA Visitor Lodging $32 25% Per Person Category Per Day Food/Drink 32 26 Lodging $1 6 Retail 40 31 Food/Drink 17 Entertainment 12 10 Retail 21 Transportation 10 8 Entertainment 7 TOTAL $1 26 100% Transportation 5 The economic value of the average gene TOTAL $66 aviation aircraft arriving at McClells Palomar Airport in FY 1994 was $314 (Tat 12). This figure is obtained by multiplyi together aircraft, trip expenditures for ea spending category, and the number persons on the average aircraft (2.5), a summing the categories. General aviation visitors reported greater daily outlays per person for only one category, retail spending on goods and services, as compared to airline visitors. GA visitors spent $21 per person on retail, while airline visitors spent $9. Each arriving general aviation airci represents average lodging expenditure3 Because of slightly lower spending levels $79, food outlays of $81, retail spendins per person per day, combined with a much $99, entertainment of $30, i shorter length of stay, per trip outlays for transportation expenses of $25. general aviation visitors were significantly smaller ($1 26) than for airline visitors Although per person spending is lower tl ($528). for airline visitors, the total number general aviation visitor days is nearly At $40 per person per trip, retail spending times larger (212,240 GA visitor days was the greatest single category of 42,810 airline visitor days), creatins expenditures for general aviation visitors to substantial economic benefit exceeding : the Carlsbad area (Table 11). million in FY 1994 (Table 12). 14 I 1 I I I I Table 12 McClellan-Palomar Airport Expenditures By General Aviation Visitors Number Expenditures Gross Of Aircraft Per Aircraft Revenues Lodging 44,682 $79 $3,529,878 1 Food and Drink 44,682 81 3,619,242 Retail 44,682 99 4,423,518 Entertainment 44,682 30 1,340,460 I Transportation 44,682 25 I, 1 17,050 TOTAL $314 $14,030,148 1 I COMBINED AIR VISITOR BENEFITS (Following the Caltrans methodology and entertainment spending have .l Table 13 shows the economic benefits combined into a “miscellaneous” cate! resulting from spending in the region by Table 13 to allow for compatibilit visitors arriving at McClellan-Palomar Airport Caltrans internal impact coefficients.) 1 in FY 1994. Gross revenue from visitor spending represents the sum of spending Gross revenues from air visitor spend reported both by airline travelers and parties goods and services during FY 1994 su I arriving by general aviation aircraft. to $17 million. This figure is impor computing economic benefits since There were 255,050 combined visitor days and other taxes generated by vis& I from airiine and general aviation travelers in based on total revenues. FY 1994. Weighted average daily I expenditures for the two types of travelers Expenditures by spending categc summed to $67. adjusted by retail margin to prov estimate of value added, where apprc 1 Multiplying each category of spending by the Value added was $12.7 million fron number of visitor days yields the total spending in FY 1994. Value ac outlays for lodging, food and drink, important in determining benefits th E transportation, entertainment, and retail within the local service area. spending due to air visitors during the year. 15 ’I I Table 13 McClellan-Palomar Airport Direct Economic Benefits from Air Visitors: Value Added (Includes Airline and General Aviation) Gross Value Air Traveler Average Daily Visitor-Days Expenditures Revenues Added Hotel and Lodging 255,050 $18 $4,590,900 $4,590,900 Food and Beverage' 255,050 17 4,335,850 2,601 ,51 0 Transportation 255,050 6 1,530,300 1,530,300 Miscellaneous' 255,050 26 6,631,300 3,978,780 Total $67 $17,088,350 $1 2,701,490 1. Food and Beverage revenues are adjusted for value added and retail and entertainment ~tegofles are combinec and adjusted for value added equal to average retail margin, estimated at 60 percent based on reported California averages. "Value Added" column is used with multipliecs to compute Induced Impacts. Visitor revenues from spending on lodging, The daily impact of air visitor spending for entertainment, and transportation contribute entire fiscal year was $46,000 of reven fully to value added, since the services are and $35,000 of value added each day. produced locally at the time of consumption by visitors. Table 13 may also be used to illustrate distribution of the dollars from air vi: However, only a portion of food and retail expenditures in the Carlsbad area ( outlays contribute to value added. This is spending categories. Each one hunc because food is largely grown or produced dollars of visitor spending results in elsewhere and brought to the Carlsbad area to be sold at markup. Similarly, retail 0 $27 spent on hotels and lodging products are typically manufactured in other areas and brought into the region as finished 0 $25 spent on food and beverage products for resale at a markup. 0 $9 spent on transportation Net value added was equal to 75 percent of total revenues from air visitors. The largest 0 $39 spent on retail goods and sewic component of value added was lodging, including entertainment accounting for over one third of the total. 16 I I I I Table 14 McClellan-Palornar Airport Direct Economic Benefits from Air Visitors: Jobs and Payroll (Includes Airline and General Aviation) Gross Percent Average h I Revenues To Labor Payroll Salary ( I Hotel/Lodg ing $4,590,900 40 $1,836,360 $1 8,965 1 Food/Beverag e 4,335,850 35 1,517,548 13,570 Transportation 1,530,000 40 612,120 28,980 Miscellaneous 6,631,300 40 2,652,520 29,397 Total $1 7,088,350 $6,618,548 I 1 I 1 Source: State of California Economic lmpact Model, Caltrans I The food and beverage service secto greatest number of employees (1 12: I Palomar Airport service area. average annual salary of $13,57( payroll of $1.5 million per year. Eai Of the gross revenues of $17 million created drinking places accounted for one I by aviation visitors, $6.6 million (an average every three jobs supported directl! of 39 cents of each dollar) stayed in the local visitor spending in the Carlsbad are: economy as payroll to employees whose jobs I were supported by this spending. Air visitor spending created 97 jobs ir establishments and an additional 9( Based on average salaries as shown in Table the retail and entertainment sectc I 15 for each category of spending, an highest salary paid was in transport estimated 320 full-time-equivalent jobs in the $29,397 with 21 workers. The I McClellan-Palomar Airport service area were salary for all jobs created by visitor s related to air visitor spending in FY 1994. was $20,682. Table 14 presents the benefrts of airline and general aviation visitor spending on and drinking places) accounted employment and payroll in the McClellan- 17 'I I THE FUTURE As passenger enplanements increase over time, airport operations will increase and the economic significance of the Airport will grow. Benefits were estimated McClellan-Palomar Airport provides for the years 2000 and 2005 by applying significant economic benefits for its projected passenger growth rates to service area. In FY 1994, airport Total gross revenues, value added, payroll, and Benefits exceeded $108 million in gross employment. revenues for the local economy. Value with the presence of the airport - was annual enplanements of 33,000. $88.4 million, after accounting for all Estimates for 2005 were based on annual multiplier effects. enplanements of 45,000. Benefit estimates are in constant 1995 dollars. Aviation-related activity supported I ,270 The projections shown in Tables 15 and jobs in the service area, with a regional 16 are most useful if viewed as the payroll of $33.3 million. benefits associated with demand for air travel and resulting levels of passenger Economic activity due to on-airport activity, not necessarily as linked to a operations created Direct Benefits with particular year. , gross revenues of $32.9 million and value added of $27.4 million. On-airport When demand for air travel reaches employers provided jobs for 290 workers 33,000 annual passenger enplanements, in private businesses and government the Total Benefits of McClellan-Palomar agencies, ranking the facility among the Airport will exceed $189 million in top 10 sources of employment in the revenues and more than $154 million of Carlsbad area. The on-airport payroll value added to the regional economy was $7.4 million in FY 1994. (Table 15). This estimate includes $57 million in annual revenues from on-airport Visitors arriving by air contributed to operations and $48 million in air visitor 255,050 visitors days for the fiscal year. revenues, in 1995 dollars. Spending by air travelers injected gross revenues of $17 million into the regional As enplanements reach 45,000, projected economy, creating 320 jobs in tourism for the year 2005, there will be 686 and the hospitality industry. persons employed on the airport and more than 3000 jobs supported in the Accounting for all spending associated total economy by aviation related activity. with the airport and including multiplier The Total Benefits of the airport will were generated by the presence of the and value added of $210 million. airport. added -- or net new output associated Benefits in 2000 were based on projected effects, some $8.8 million in tax revenues include gross revenues of $258 million 18 II Y I Table 15 McClellan-Palomar Airport Summary of Economic Benefits ($1995): 2000 Gross Value Cateaory Revenues Added Pavroll Emplovment n 11 Airport Operations $57,272,244 $47,684,623 $12,900,435 505 Air Visitors 48,957,171 23,388,565 12,031,461 579 1 Combined Benefits 106,229,415 7lyO73,l88 24,931,896 1,084 Induced Benefits 83,510,996 83,510,996 33,832,583 1 ,I 26 11 TOTAL BENEFITS $1 89,740,411 $1 54,584,d 84 $58,764,479 2,210 I 1 11 I Note: Revenues, value added, payroll and emplo ment for 2000 are based on activity and spending associated with annual enp Y anements of 33,000 passengers. Table 16 McClellan-Palomar Airport Summary of Economic Benefits ($1995): 2005 Gross Value Cateaory Revenues Added Payroll Employees I Airport Operations $77,890,252 $64,851,088 $17,544,591 686 Air Visitors 66,581,752 31,808,448 16,362,788 788 I' Combined Benefits 114,472,004 96,659,536 33,907,379 1,474 Induced Benefit 11 3,574,955 113,574,955 4.6,012,313 1,531 TOTAL BENEFITS $258,046,959 $21 0,234,491 $79,919,692 3,005 Note: Revenues, value added, payroll and employment for 2005 are based on activity and spending associated with annual enplanements of 45,000 passengers. I I1 II I I 1 19 law enforcement and fire control, and couri' delivery of mail and freight. These service raise the quality of life for residents ar maintain a competitive environment economic development. AIRPORT BENEFITS Studies of factors influencing econorr development consistently show that tl Airports benefit the regional economy presence of modern aviation facilities has through the employment, payroll, and positive impact on the pace and quality spending associated with aviation activity economic growth. both on and off the airport. Airports are sources of measurable economic benefits An efficient airport can provide a competiti impacting jobs, income, and regional edge for communities seeking corporz spending levels. relocations and expansions. Two out of eve three Fortune 500 companies use priw Suppliers of aviation services, such as aircraft in their business to transport goo4 airlines, private businesses serving general material, and personnel. government agencies, all create jobs and In addition to exerting a positive influence value added for the local economy. economic development in general, aviati often reduces costs and increases efficier Air travelers create economic benefits that in individual firms. Companies that operi extend throughout the region. Visitors who general aviation aircraft typically record I arrive by air generally have greater income as a percent of sales approximat expenditures for lodging, retail, 50 percent greater than companies entertainment, and food, as compared to utilizing such aircraft. visitors using other modes of travel. DATA COLLECTION However, it is important for citizens and policy makers to be aware that airports Data required for completing the econoi create significant unmeasured social and benefit study included information economic benefits for the regions which they passenger activity; general aviation actit serve. For example, convenient air visitor characteristics: visitor spend' transportation allows freedom for individuals destination, and length of stay; the numb€ to travel to satisfy their preferences for employees on the airport; revenues I goods, services, and personal needs. expenditures of airport employers for was Airports make the regional economy more supplies and services; tax payments; competitive by providing businesses ready flowage; and the budget of the air1 access to markets, materials and administration. In all instances, international commerce. administration of McClellan-Palomar Air1 was extremely cooperative and effectivl Airports also bring essential services to a obtaining data directly or arranging community, including enhanced medical care access to relevant data sources. (such as air ambulance service), support for aviation, other airport tenants, and various 20 Much of the data collection for the economic Responses from the surveys were tab1 i I benefit study involved mail surveys and and analyzed following the g~ interview follow-up with both suppliers and methodology recommended by the FE ! users of aviation services. Survey forms are described in Estimating the Rei g shown in an appendix to this report. Significance of Airporfs, publishe September, 1992, and available fro! Airlines, airport private businesses and National Technical Information Servi 1 'i tenants, and government agencies on the publication DOT/FAA/PP-92-6. i airport received a survey form designed for airport employers. The FAA methodology has I incorporated into a computer based with specific California coefficients, McClellan-Palomar Airport provided the general cornput{ framework for calculating economic bl in this study. The software and guic used are available as the State of Ca 0 Airlines Airport Economic lmpact Model develc the Division of Aeronautics of the Ca Aircraft Owners Department of Transportation. Airport Employers Use of the Caltrans model allows coml of benefit figures for airports within tht It should be noted, however, that thi used an alternative approach to est General Aviation Visitors the magnitude of GA visitor spendin Caltrans guidelines recommend reduc visitor days by the proportion that In order to obtain data from owners of visiting have come to the Carlsbad area eve general aviation aircraft, tail numbers of airport was not available." Thi: itinerant travelers were collected from FAA assigned numeric values for answer and FBO records at the Airport. Mailing question as follows: 1 = definitely \ labels were developed by cross-referencing probably yes; 3 = unlikely; 4 = defini tail numbers and ownership information from Since the average value of the respoi the FAA general aviation aircraft data base. 3 = unlikely, the conclusion was dr? Surveys were mailed to owners of aircraft the average GA visitor, making that had visited the area during the past year. expenditures, was unlikely to visit ( and undertake those expenditure1 Visitors flying with commercial carriers were airport was not available. Therefore, surveyed while they were waiting to board and total GA expenditures were not aircraft at the end of their stay in the for those who would have visited * Carlsbad area. Airline personnel assisted with or without an airport available. with the distribution and collection of forms from passengers. 1 i b i b B i h i i i 21 i Airport Benefit Surveys i a Air Carrier Visitors I I ; I \ c I i i : I i ! li i APPENDIX i 1 i McCLELLAN - PALOMAR AIRPORT ECONOMIC BENEFIT STUDY SURVEY FORMS $1 ! ! I I 'I i c; i 11 I 22 McCLELLAN-PALOMAR AIRPORT ECONOMIC IMPACT STUDY I I 1 I I To All Airport Businesses: We are in the midst of updating our 1989 Economic Study for Palomar Airport. I order to provide you with meaningful economic data about the airport, your cooperation very much needed. The survey will be handled with the strictest confidentiality and or aggregate numbers will be used in publishing the data. You may return the survey direc to our consultant at the address provided. Your cooperation is very much appreciated ai please do not hesitate to contact me at 431-4646, should you have any questions. Thank you. I Robert P. Olislagers I Airport Manager I 1. Please describe your main business activity (airline, avionics, car rental, etc.). 2. How many employees does your business have? (Please combine part time employees and convert to full time equivalent.) 1 3. Please estimate total annual operating expenses $ 4. Please estimate annual payroll and benefits $ 5. Please estimate sales tax paid on gross revenues $ ll i b 6. Please estimate annual gross revenues for your business (at this location only): I a. EITHER indicate amount if you can release it: $ I b. OR mark appropriate range on scale below: i : $0 I00 400 800 1 10 100 (Thousand) (Million) i i. c i Thank You For Your Participation McCJellan-Palomar Airport Carlsbad Area Visitor Survey I I 0 Dear Visitor: I McClellan-Palomar Airport greatly appreciates your visit to the Carlsbad area. To help I 1 the best service possible, we would like to know more about you and your stay in the I( Completion of this confidential and anonymous questionnaire will assist us in providing hi! @ cost effective aviation services. Please complete the form if you are a non-resident VISITOR t ' We request only one completed form from each travel party. Robert P. Olislagers Airport Manager I I I. Where is your residence? City State 8 2. What was the main purpose of your trip to the Carlsbad area? I a. Convention b. Business c. Personal d. Pleasure/Recreatio 3. How many people are in your travel party? Circle : 1 2 3 4 5 6 or more (specify) 4. How many NIGHTS were you away from your primary residence on this trip? i i i i 6. Please eFtjmatc how much your ENTIRE TRAVEL PARn spent on each category during your 7 i i i Circle: None 1 2 3 4 5 6 7 8 9 10 11 12 13 14 ormore (specify) - 5. Please mark the area where you spent the most NIGHTS during your stay. Carlsbad Northern San Diego County San Diego Area Other Location on this visit. Circle the closest figure. I HotellLodging : None $100 200 400 600 800 1000 1250 1500 1750 2000 2500 3000 ormore(specify) - Restaurant Food and Drink: None $25 50 75 100 150 200 250 300 400 500 600 700 800 900 or more (specify) - Retail Spending for Goods and Services (but not entertainment): None $25 50 75 100 150 200 250 300 400 500 600 700 800 900 ormore(specify) - Entertainment (Golf, Movies, etc.): None $25 50 75 100 150 200 250 300 400 500 600 700 800 900 or more (specify) - Ground Transportation Including Auto Rental: None $25 50 75 100 150 200 250 300 400 500 600 700 800 900 orrnore(specify) - I I ci 7. Please specify the FINAL DESTINATION for your airline trip today (Boston, San Jose, etc.) 8 i I 8. If McClellan-Palomar Airport was not available, would you still have made this trip? Definitely Yes Probably Yes Unlikely Definitely Not - Thank You For Your Participation i McCLELLAN-PALOMAR AIRPORT GENERAL AVIATION SURVEY I I Dear Visitor: McCIellan-Palomar Airport is pleased to have you here today. To help us provide the b possible for general aviation visitors, we need to know more about you and your opinions of 01 Completion of this confidential questionnaire will assist us in providing high quality, co: aviation services. If you have questions regarding this survey, please call McClellan-Paloma 602-431-4646. i i i i i3 i i i i Y i 1 i Robert P. Olislagers Airport Manager I 1. Where is your residence? City State 2. What was the main purpose of your most recent general aviation trip to the Carlsbad arc g a. Convention b. Business c. Personal d. PleasurdRecreati 3. How many people were in your travel party? Circle : 1 2 3 4 5 or more (specify) - 4. How many NIGHTS were you away from your primary residence on this trip? Circle: None 1 2 3 4 5 6 7 8 9 10 11 12 13 14 or more (specify) 5. Please mark the area where you spent the most NIGHTS during your stay. Carlsbad - North San Diego County - San Diego Area Other - 6. Please estimate how much your ENTIRE TRAVEL PARTY spent on each category during your TOTAL STAY on your most recent visit. Circle the closest figure. HotellLodging : None $100 200 400 600 800 I000 1250 1500 1750 2000 2500 3000 or more (specify) - Restaurant Food and Drink None $25 50 75 100 150 200 250 300 400 500 600 700 800 900 or more (specify) - Retail Spending for Goods and Services (but not entertainment): None $25 50 75 100 150 200 250 300 400 500 600 700 800 900 or more(specify)- Entertainment (Golf, Movies, etc.): None $25 50 75 100 150 200 250 300 400 500 600 700 800 900 or more (specify) - Ground Transportation including Auto Rental: None $25 50 75 100 150 200 250 300 400 500 600 700 800 900 ormore(specify) - i 7. If McClellan-Palomar Airport was not available, would you still have visited this area? ' Definitely Yes Probably Yes Unlikely Definitely Not Thank You For Your Participation i i CONFIDENTIAL MATERIAL McCLELlAN-PALOMAR AIRPORT ECONOMIC IMPACT STUDY AIRCRAFT OWNER SURVEY I 1 I I I 8 1 8 R c I I App-W 1 < ENVIRONMENTAL REV! M~~~EL~N~P~OMA~ I A*H*EB*EP*@*EB*V 1 I I I 1 1 8 I I I 0 I 8 I i 1 t 1 ENVIRONMENTAL INITIAL 2: for the proposed 1 i si 4 i i i McCLELLAN-PALOMAR AlF AIRPORT MASTER PLAN December 1995 1 I I I I I 1 I ENVIRONMENTAL INITIAL STUDY for the proposed McCLELLAN-PALOMAR AIRPORT AIRPORT MASTER PLAN 1 San Diego County, California prepared by COUNTY OF SAN DIEGO Department of Public Works Division of Airports McClellan-Palomar Airport 2198 Palomar Airport Road Carkbad, CA 92008 i i I I i i i i i 1 8 environmental consultant THE BUTLER ROACH GROUP, INC. 1550 North Hotel Circle, Suite 320 San Diego, CA 92108 December 1995 1 1 1 ! 1 1 I 8 8 1 I i ENVIRONMENTAL INITIAL STUDY for the proposed McClellan-Palomar Airport, Airport Master Plan TABLE OF CONTENTS Section Pa I. INTRODUCTION A. Background B. C. Project Location D. Existing Setting E. CEQA Compliance Requirements D. DESCRIPTION OF PROPOSED PROJECT Purpose and Need for Project A. B. Project Alternatives Ill. ENVIRONMENTAL ANALYSIS Proposed McClellan-Palomar Airport, Airport Master Plan A. Environmental Impacts 1. Land Use and Planning 2. Population and Housing 3. Geological Issues 4. Water Resources 5. Air Quality 6. Transportation/Circulation 7. Biological Resources 8. Hazards 9. Noise 10. Public Services 11. Utilities and Services 12. Aesthetics 13. Cultural Resources/Paleontological Resources 14. 15. Mandatory Findings of Significance 16. Earlier Analyses 17. References and Personal Communications i i i Other Impacts Not Detailed Above I i i 1 IV. INITIAL STUDY DETEWNATION V. LIST OF PREPARERS APPENDICES Appendix Pace A. Recommended Noise Abatement and Noise Mitigation Measures, The Entity Responsible for Implementation, and the Approximate Start Dates A-1 LIST OF TABLES Page Table 1 Existing and Year 2000 Roadway Volumes and Capacity of Impacted Road Segments Existing and Year 2000 Intersection Levels of Service 27 29 2 3 Fire Protection, Local Facilities Management Plan 37 LIST OF FIGURES Page Figure 1 Regional Location Map 3 2 Vicinity Location Map 4 4 11 3 4 City of Carlsbad General Plan Land Use Map Local Facilities Management Plan - Zone 5 Water Distribution System Local Facilities Management Plan - Zone 5 Drainage Fire / Police St a tion Locations 23 5 24 35 6 .. 11 s I I. INTRODUCTION A. BACKGROUND McClellan-Palomar Airport, one of the busiest single runway airports in tl nation, is owned by the County of San Diego, and operated by the Department Public Works, Airports Division. The airport is located within the city limits the City of Carlsbad. Situated only 35 miles north of the City of San Diego and miles south of the City of Los Angeles, the airport serves the metropolitan ai of northern San Diego County and Southern California in general. In 1957, the current airport site was selected to replace Del Mar Airport. In 191 construction was completed on a 3,700-foot long, 100 foot wide runway (Runw 6-24) at what is now the McClellan-Palomar Airport. During the 1960's, the terminal building was constructed, Runway 6-24 v extended to 4,700 feet in length and widened to 150 feet, and runway lighting P installed. In 1973, the Federal Aviation Administration installed and currently operates Air Traffic Control Tower (ATCT) at the airport. An Instrument Landing Syst (ILS) and approach lighting system was installed on Runway 24 in 1977. During the 199O's, high intensity approach lights were installed on Runway and an airport perimeter was installed. i 1 I I c I Currently, the County is in the process of installing a permanent nc monitoring system at the airport. This system will be used in conjunction t noise abatement procedures to minimize aircraft noise on the surround communities (County of San Diego, 1995). B. The proposed Master Plan would serve as a broad based planning document measures the present inventory and capacity against future needs and den over a 20 year period. The 20 year period or planning horizon, woulc subdivided in five and ten year increments. The Master Plan would estat plans and alternative courses of "demand based" actions. For example, incre numbers of genera! aviation airplanes may require additional aircraft tie-dc or hangar spaces. An increase in airline passengers may dictate addit automobile parking and improved passenger handling facilities. Conversc improvements. Thus, the proposed Master Plan would be designed to e1 safe aircraft operating environments and to maintain viable and prudent 1 of economic activity (County of San Diego, 1995). PURPOSE AND NEED FOR THE PROJECT h- zero increase or decreased activity level may signal the need to delay pla i d i 1 McClellan-Palomar A Airport Mash The North San Diego County Area served by the airport is the fastest growing portion of the San Diego Region. It is expected to increase from its 1986 population of 481,355 to over 861,786 by the year 2,000, an increase of 55.8%. ' Employment is forecast to increase from 196,482 to 343,310, an increase of 57.2%. The predicted rapid growth in employment is due largely to the extensive industrial development taking place in North County, much of it located around McClellan-Palomar Airport (SANDAG, 1994). C. PROJECT LOCATION McClellan-Palomar Airport is located within the corporate limits of the City of Carlsbad, approximately five miles southeast of the Carlsbad Village. The airport is located approximately 35 miles North-northwest of the City of San Diego, 8 miles southeast of Oceanside, 5 miles west of San Marcos, and 6 miles southwest of Vista. The airport is accessible from Interstate 5 (1-5) via Palomar Airport Road. Figure 1 shows the regional location of the airport. Figure 2 shows the location of the airport within city limits of the City of Carlsbad. D. EXISTING SE'ITING McClellan-Palomar Airport is owned and operated by the County of San Diego. The airport features a single runway, Runway 6-24, which is 4,700 feet long by 150 feet wide, an Instrument Landing System (ILS), and a FAA Air Traffic Control Tower. In addition, there is a parallel taxiway equal to the full length of the runway. The airport occupies approximately 255 acres of land; the remaining 211 acres of County owned airport land is separated from the airport by Palomar Airport Road and El Camino Real. McClellan-Palomar Airport is the only airport with an ILS between Lindbergh Field and Santa Ana that can accommodate the majority of the business aircraft fleet of over 12,500 pounds. The airport handled nearly 220,000 operations in 1993, including general aviation aircraft, scheduled commuter airlines, charter operations and military aircraft. The Federal Aviation Administration classifies the airport as a general utility facility, an airport mainly serving aircraft with a maximum gross takeoff weight of 12,000 pounds or less. However, some aircraft larger than 12300 pounds, but less than 60,000 pounds, do operate at the airport. The airport is host to many businesses, including three full aviation service providers or Fixed Base Operators (FBOs); numerous aviation specialty firms such as avionics repair stations and pilot supply and novelty shops; flight training schools for airplane and helicopter ratings; companies specializing in balloon and biplane rides and a restaurant (Comty of San Diego, 1995). E. CEQA COMPLIANCE REQUIREMENTS The County of San Diego is the lead agency for the purpose of environmental review for this project- The County of San Diego is required to comply with the California Environmental Quality Act (CEQA) (Public Resources Code, Section ' McClellan-Palomar Airport, 2 Airport Master Plan 1- I i C .. 1 ! .: s ,, b I i' i i i 3 r' i i \ i 1 1 1 / NO S I' SOURCE: The Butler Roach Group, Inc., 1995. McClellan-Palomar Airport, Airport Master Plan Regional Location Map 3 .. .. SOURCE: The Butler Roach Group, Inc., 1995. Vicinity Location Map 4 I I r 21000, et seq.) and the State CEQA Guidelines for the implementation of CEQL (California Code of Regulations, Section 15000, et seq.) when considering discretionary action such as adoption of an airport master plan. At this time, th Airports' Division is not seeking formal adoption of the proposed Master Plan b the County Board of Supervisors. Nor is the Airports' Division requesting discretionary action by any governmental agency. Therefore, there is r requirement to conduct an environmental review under CEQA. Nevertheles this Initial Study has been conducted in compliance with CEQA to provide tl County of San Diego, other interested agencies, and the public with informatic on the potential environmental effects of the proposed Master Plan and provide guidance as to future environmental studies that may be required fc the Master Plan to be formally adopted by the County. 11. DESCRIPTION OF PROPOSED PROJECT The County of San Diego, Department of Public Works, Division of Airpoi (County) proposes a new airport master plan for the McClellan-Palomar Airpc in Carlsbad, California. The Master Plan for McClellan-Palomar Airport mi address the specific needs of the airport, evaluate its role within the regioi > aviation system, and recommend future development projects. The County San Diego recognizes the importance of aviation in long-term planning and i associated challenges inherent in providing for future aviation needs. I i 1 i i r A. THE PROPOSED McCLELLAN-PALOMAR AIRPORT, AIRPORT MASTER PLAN Airport Layout Plan The Airport Layout Plan (ALP) graphically presents the existing and plaru airport layout and depicts the recommended improvements needed to rr forecast aviation demand. Detailed airport and runway data are provided both the Airport Data Sheet and the ALP to describe the airport developm planning recommendations (County of San Diego, 1995). Runwav 6-24 Runway 6-24 is planned to be utilized by a variety of general aviation aircraft commuter type aircraft. Airside development includes a 300 foot dispk threshold on Runway 24, as well as an additional 300 feet to the parallel taxir The construction of two high-speed taxiway exits and runup areas are included. In addition, High Intensity Runway Lighting (HIRL), and Mec Intensity Taxiway Lighting (MITT-,) will be extended and Precision Approach Indicators (PAPIS) will be installed. However, non-precision approach capal would be provided to Runway 6; therefore, non-precision runway markings need to be installed as well (County of San Diego, 1995). i i i i 5 McClellan-Palomar A Airport Mask i Propertv Acquisition The property acquisition proposed at McClellan-Palomar Airport includes approximately 72 acres not currently under the airport's jurisdiction (Lots 29,30, 31, portions of each RPZ, and two parcels north of the runway). The acquisition of this property should provide fee simple ownership or avigation easements of the various parcels. Lots 29, 30, and 31 are planned for potential long-term auto parking, while the two parcels on the north side of the runway are intended for future landside expansion (i.e., hangars or tiedowns). The RPZ parcels should be acquired for approach and departure protection (County of San Diego, 1995). Airfield Development Stazing The 20-year planning period has been divided into three stages: Stage I, Stage II and Stage III. The following paragraphs describe each stage and associated airside development. Stage I. This stage includes the first five year period of the development program (fiscal years 1996 through 2000). Stage I includes the following major airside developments: the construction of the displaced runway threshold and taxiway extension, and the installation of PAPIs, HIRLs, MITLs and airfields signage. Stage 11. Projects identified in the Stage 11 development program encompass the five year period from fiscal year 2001 through fiscal year 2005. The major projects associated with Stage I1 development include the construction of high-speed exit taxiways, runup/maintenance areas and a lighted heliport. Stage 111. This stage contains projects for the longer range needs of the airport that would be accomplished during the period from fiscal year 2006 to fiscal year 2015. The airside project associated with this stage relates to pavement preservation (County of San Diego, 1995). Terminal Area Plan The Terminal Area Plan, represents a refinement of the selected development configuration and provides a more detailed drawing of terminal area facilities. Stage I. This stage consists of the construction of a commercial service terminal building, terminal access road, terminal auto parking, aircraft washrack, the relocation of the port-a-port hangars, and apron rehabilitation. Staze 11. Projects identified in the Stage I1 development program include the installation of T-hangars, conventional hangars, and tiedowns. Expansion of the fuel storage capacity would also be conducted during this stage. Stage 111. This stage includes the continued expansion of the fuel storage capacity and pavement preservation (County of San Diego, 1995). McClellan-Palomar Airport, 6 Airport Master Plan I I .1c ill I Part 77 Airspace Plan The Part 77 Airspace Plan for McClellan-Palomar Airport, is based on the Feder: Aviation Regulations (FAR), Part 77, Objects Affecting Navigable Airspace. Th intent of these regulations is to protect the airspace and approaches to eac runway from hazards that could affect the safe and efficient operation of th airport. The Part 77 Airspace Plan is based on large aircraft (aircraft over 12,500 pound Runway 6. construction of a proposed structure in the vicinity of the airport wou penetrate any of the protected airspace surfaces (County of San Diego, 1995). Approach Zone Plan The Approach Zones Profiles, provides the approach surface profiles off each ei of the runway. The plan depicts the physical features near each runwa: extended centerline, including significant topographic changes, roadways, e The dimensions and angles of the approach surfaces are prescribed in FAR Pi 77 and depend upon the runway instrumentation and the type of aircraft serve1 The approach slopes for the precision approach to Runway 24 are 50 to beginning 200 feet from the runway end, for 10,000 feet and 40 to 1 for additional 40,000 feet. The non-precision approach slopes to Runway 6 are 34 tc for 10,000 feet. There were 12 obstructions identified within these appro: slopes. These include poles, bushes, light standards, trees, and terrain (County San Diego, 1995). -1 Runway Protection Zones Plans precision approach to Runway 24, and large aircraft non-precision approach This Plan would permit the County to readily determine c 1 b I The Runway Protection Zones Plans are designed to facilitate identification roadways, levees, utility lines, structures, and other possible obstructions t may lie within these safety areas at the ends of each runway. The runv protection zone (RPZ) dimensions are a function of the size of the aircraft : the runway instrumentation. The RPZ for Runway 24 is sized for large airc providing precision instrument approach capabilities. The RPZ for Runway sized for large aircraft providing non-precision approach capabilities. Altho RPZs would generally be kept graded and level, a roadway is located within RPZ for Runway 24. There were a number of obstructions identified within RPZs at McClellan-Palomar Airport (County of San Diego, 1995). On-Airport Land Use Plan Three major categories of land uses are depicted on the On-Airport Land Plan: Airfield, Aviation Related Revenue Support, and Ancillary-Avie Related Revenue Support. The Airfield land use category refers to the run 7 McClellan-Palomar Ai I i -1 i -c i i -i i Airport Mastei and taxiway systems, as well as portions of the RPZs. The Aviation Related Revenue Support land use category reserves space for aprons, terminal facilities, FBO facilities, hangars, etc. The Ancillary-Aviation Related Revenue Support land use category refers to those areas which support commercial/industrial features and existing or proposed land uses, portions of the RPZs are indicated in the Ancillary- Aviation Related Revenue Support Category. As indicated on the On-Airport Land Use Plan, the approximate size of the Airfield, Aviation Related Revenue Support, and Ancillary-Aviation Related Revenue Support categories are approximately 163 acres, 67 acres, and 270 acres, respectively (County of San Diego, 1995). Airport Property Map The Airport Property Map, depicts the property that was acquired in order to construct McClellan-Palomar Airport, along with the proposed/potential land acquisition during the 20-year plannirig period (County of San Diego, 1995). B. PROJECT ALTERNATIVES Airport Development AI ternatives The proposed Master Plan evaluated both airside and landside alternatives based on environmental, economic, and aeronautical factors to determine which alternative best accommodated the local aviation demand. Three conceptual alternatives are described in detail in the proposed Master Plan. These alternatives include the "no-build alternative," "transferring service to other airports," and "develop existing airport site." The proposed Master Plan recommendation was to develop new airside and landside facilities that are necessary to meet the ultimate forecast demand (County of San Diego, 1995). No-Build Alternative The "no-build alternative" essentially involves maintaining the airport in its present condition and not providing for improvements to the existing facilitiesl The primary result of this alternative would be the inability of the airport and the system to accommodate the expected demands that will be placed upon it by its potential users in the future. The proposed Master Plan identified the need for additional landside activities (i.e., terminal space, T-hangars, tiedowns, automobile parking, etc.). Without these facilities, future users of the airport will be constrained from taking maximum advantage of their air transportation capabilities. This would be contrary to the policies of the County of San Diego to provide air transportation facilities to the residence of North San Diego County. Just as important, an tenants that do not require access to the runway/taxiway system. Due to terrain McCleilan-Palomar Airport, 8 Airport Master Plan 1 inadequate airport would detract from the County's ability to attract or serve ne\ users, especially potential business and industries relocating to the area. With these restrictions in mind, it would appear that the no-build alternativ would not be in the best interest of the airport or the economy of tE surrounding communities (County of San Diego, 1995). Transfer Service to Other Aimorts The "transfer service to other airports" alternative involves the shifting I forecast aviation demand to other airports. The ability of other airports in tl North County area to accommodate the McClellan-Palomar Airport forecz aviation activity is difficult to predict without an in-depth airport syste analysis. It appears that additional operations can be accommodated with t facilities presently available other airports. accommodate this "overflow" aviation activity from McClellan-Palomar Airpc would be Oceanside Municipal Airport, Ramona Airport, Montgomery Fie1 Gillespie Field, and Fallbrook Airport. However, additional facilities may required at these airports to accommodate the overflow aviation (County of S R 1 1 :f i c -h 1 The airports most likely I I b i Diego, 1995). DeveloD Existinv Aimort Site Limitations imposed by policy constraints and the physical size of the airpo property preclude full development of McClellan-Palomar Airport to meet "unconstrained" forecast facility needs. Undeveloped property on or adjacen' the airport and redevelopable portions of the existing airport property will 0 accommodate a portion of this demand. Increasing the runway length i constructing a parallel runway were both eliminated as options due to physi practical, and economic limitations. Land acquisition, conventional hangar i T-hangar development, commercial service terminal building improveme and improved ground access were all options that were examined in the Ma Plan (County of San Diego, 1995). III. ENVIRONMENTAL ANALYSIS A. ENVIRONMENTAL IMPACTS The following discussion addresses the environmental evaluation conductec the proposed airport master plan, as outlined in the following environmc checklist. it 9 McClellan-Palomar A Airport Mast< 1. Land Use and Planning Existing Aimort Land Uses An airport can be divided into three distinct areas: airside, landside, and support. The airfield area consists of the parts of the airport which accommodate the movement of aircraft. This also includes the navigational and communication equipment designed to facilitate aircraft operations. The airfield facilities at McClellan-Palomar Airport include the Runway 6-24, taxiways, aprons, and airfield lighting. Landside facilities include terminal facilities, hangars, and other structural development; apron and aircraft parking areas; fuel facilities; fixed based operators; and area for the movement and parking of vehicles. Airport support facilities include those for utility delivery, aircraft rescue and fire fighting, and airport operations and maintenance. The Federal Aviation Administration (FAA) classifies the McClellan-Palomar Airport as a general utility facility, an airport mainly serving aircraft with a maximum gross takeoff weight of 12,000 pounds or less. However, some aircraft larger than 12,500 pounds, but less than 60,000 pounds, do operate at the airport. As of 1993, approximately 71 percent of all airport operations were composed of small single-engine aircraft with a gross weight of 12,500 pounds or less. The remaining 29 percent of aircraft operations were composed of small twin-engine aircraft and large aircraft with gross vehicle weights of 12,500 pounds or less and 12,500 to 60,000 pounds, respectively (County of San Diego, 1995). Surroundine Land Uses According to the City of Carlsbad 1994 General Plan, McClellan-Palomar Airport is located in an area that is dominated by industrial uses. However, approximately eleven land use classifications occur within the airport influence area (Figure 3). These land uses include: Planned Industrial; Government facilities; Open Space; Unplanned Areas; Regional, Community, Neighborhood, Travel/Recreation, and Office & Related Commercial; and Low, Low-Medium, and Medium Density Residential. The closest residential development is approximately one mile south of the airport (City of Carlsbad, 1994). AdoDted Plans and Policies 1975 McClellan-Palomar Airvort Master Plan The last airport master plan completed for McClellan-Palomar airport was conducted in 1975. The 1975 Airport Master Plan anticipated "unrestricted" demand to be approximately 500,000 annual operations by the year 1990. The Master .Plan identified a number of improvements that would be needed to meet this anticipated growth. These improvements were examined in seven alternatives. The recommended alternative included: construction of a parallel runway to a landing length of 3,600 feet to meet general utility runway criteria; McClellan-Palomar Airport, 10 Airport Master Plan f GENERA w, #,,I )r 0 ut YlUuC bb-u CITY OF C rrrw iuhi.u:inih ~ C 0 M MER CI A L_ -_ L.EGEND -- - m f.LlYLH7ARl SCHOOC * m REGIONAL COLYROAL I.1 AIMIOR -GI4 SCMOCX * B COIWYlll COWRCIAL m WGMSCMOOL * m MEWWKX)DCOURClAL COHlWAllON SCMWl * m TRAVEL/RLQltAKZ(CQUEI(QU n . . . . . - . . * 1_1 .__. . .. -. .. .~. 1__1 -"- .__I.. R II II ff I 1 I I i 1 i I extension of the existing runway 6R/24L to a landing length of 5,100 1 construction of a parallel taxiway north of runway 6L/24R; and improvemeni lighting and navigational approach aids. Of the improvements recommended in the 1975 Master Plan, the r significant were the construction of the parallel runway and the extension of existing runway. Since the completion of the 1975 Master Plan, cer management and local policies have been established that place contro: measures on the types of development and operational levels that can occi McClellan-Palomar Airport. Most of the recommended development ii identified in the previous Master Plan have been completed to date. How4 the runway extension and the parallel runway were never realized (Coun San Diego, 1995). The proposed McClellan-Palomar Airport Master Plan recommends a 300 displaced threshold on runway 24, as well as an addition of 300 feet to the pa taxiway. The runway extension and the parallel runway recommended ii 1975 Palomar Airport Master Plan are not recommended in the present Therefore, the proposed plan would not be consistent with the Facilities PO of the 1997 Master Plan because the ultimate capacity of the Airport wou' reduced, resulting in an inability to meet future demands. Cornvrehensive Land Use Plan for McClellan-Palomar Airvar f In 1970, the State of California enacted a law requiring the formation ( Airport Land Use Commission (ALUC) in each county containing a ]i airport. According to Chapter 21675 of the California Public Utility Code, it responsibility of the Commission to: 1 11: I "formulate a comprehensive land use plan that will provide for the orderly growth of each public airport and the area surrounding the airport within the jurisdiction of the Commission, and will safeguard the general welfare of the inhabitants within the vicinity of the airport and the public in general. The Commission plan shall be based on a long-range master plan or an airport layout plan, as determined by the Division of Aeronautics of the Department of Transportation, that reflects the anticipated growth of the airport during at least the next 20 years. In formulating a land use plan, the Commission may develop height restrictions on buildings, may specify use of land, and may determine building standards, including sound-proofing adjacen to airports, within the planning area." i i 1 II' P I' The San Diego County Board of Supervisors, by unanimous vote on Dec 15, 1970, recommended that the San Diego Association of Govern (SANDAG) be designated to assume the responsibilities of an Airport La1 Commission. A similar resolution was passed and adopted by the Se Committee of Mayors of the San Diego County Region on February 8,1971. i 1 1 8) 13 McClellan-Palomar Airport Ma: I SANDAG, as the Airport Land Use Commission for the San Diego Region, has approved and adopted the Comprehensive Land Use Plan (CLUP) for McClellan- Palomar Airport. In April 1994, SANDAG updated the 1986 CLUP for McClellan-Palomar Airport. The report was prepared to assist in ensuring the compatible land use development in the area surrounding the airport. According to the 1994 CLUP, aircraft operations are projected to increase from 225,000 in 1992 to 290,000 annually by. 1995. This increase in operations results in an average annual growth of approximately 8.8 percent (SANDAG, 1994). Aircraft ODerations. There were 380 aircraft based at McClellan-Palomar Airport in 1992. Most of its 225,000 annual (1992) operations involve single engine aircraft. Current operations produce noise impacts on the surrounding area. With the forecasted increase in North County population and employment, aircraft operations are expected to increase to about 290,000 by 1995. The area of noise impact will stay about the same with the increase in aircraft operations and change in aircraft mix (SANDAG, 1994). AirDort Influence Area. The ALUC establishes an Airport Influence Area for each airport in the region. The Airport Influence Area encompasses those areas adjacent to airports which could be impacted by noise levels exceeding the California State Noise Standards or where height restrictions would be needed to prevent obstructions to navigable airspace as outlined in Federal Aviation Administration regulations (Figure 3). It represents the boundary of the ALUC's planning and review authority. The ALUC procedure ensures a regional overview to protect the airport's operations and to prevent the creation of new noise and safety problems (SANDAG, 1994). Runway Protection Zones. The Runway Protection Zones for McClellan- Palomar Airport are the land areas adjacent to the ends of the runway's primary surface, over which aircraft using the airport must pass for each operation, either arrival or departure. The zones reflect the dimensions of the airport as promulgated by Federal Aviation Administration Part 77 (Obstruction Hazards) and Part 152 (Runway Protection Zones). The RPZ is an "area at ground level that begins at the end of each primary surface ... and extends with the width of each approach surface ... to terminate directly below each approach surface slope at the point, or points, where the slope reaches a height of 50 ... feet above the elevation of the runway end or 50 feet above the terrain at the outer extremity of the clear zone, whichever is shorter" (SANDAG, 1994) Because the RPZ's lie mainly on the airport property, they are mostly protected from private development. The only land uses considered to be compatible with the restrictions required of the RPZ's are: McClellan-Palomar Airport, 14 Airport Master Plan II 1 I I! 1 i R a i 4 i i i g i 1. Natural Recreation Areas or Habitat and Species Preservation Areas. 2. Public rights-of way. 3. Agriculture, except livestock, and sand and gravel extraction. I 4. Storage facilities, not including flammables, explosives and corrosil and low intensity land uses characterized by a low number of employ and customers per square foot of building area. Areas immediately adjacent to the airport in every direction are zoned wit; height limit of 35 feet. This height limit assures that new construction will penetrate either the approach surfaces at the runway ends or the transitic surfaces along the length of the runway. However, the %-foot height li allows an average height of 35 feet (e.g., an average of a sloping roof line coulc 35 feet, although the roof line could slope from 25 to 45 feet). Addition? penthouses, smokestacks, etc., can extend higher than 35 feet. Flight Activitv Zone. The Flight Activity Zone overlays private properties. identifies land areas which should be held free of intensive development example, more than ten dwelling units per acre), including high development and all uses which involve the assembly of large groups of pel densities (SANDAG, 1994). The proposed McClellan-Palomar Airport Master Plan would be consistent 1 the 1994 CLUP for McClelIan-Palomar Airport. Carlsbad General Plan The Carlsbad General Plan (approved by the City of Carlsbad City Cot September 1994) contains eight elements, four of which are applicabl McClellan-Palomar Airport. These include the Land Use Element, Circuli Element, Noise Element, and Public Safety Element. The General Plan designates McClellan-Palomar Airport as Governm Facilities. This classification of land use designates areas currently being USE major governmental facilities by agencies such as the city, county, state, or fe government. The largest facility within this classification is the McClr Palomar Airport. According to the General Plan, the City of Carlsbad's special pla- consideration for the airport include maintaining land use compatibility be McClellan-Palomar Airport and surrounding land uses. The City's objectiv to encourage the continued operation of McClellan-Palomar Airport as a g aviation airport; and to prohibit the expansion of McClellan-Palomar A unless approved by a majority vote of the Carlsbad electorate (Section 21.: 1 8 I 1 i Carlsbad Municipal Code). I 15 McClellan-Palomar Airport Mas The Carlsbad General Plan also requires that all parcels of land located in the Airport Influence Area receive discretionary approval as follows: all parcels must process either a site development plan, planned industrial permit, or other discretionary permit. Unless otherwise approved by City Council, development proposals must be in compliance with state noise standards as specified in the CLUP and Meet FAA requirements with respect to building height as well as the provision of obstruction lighting when appurtenances are permitted to penetrate Airport Land Use Commission recommendations in the review of development proposals. The General Plan also requires coordination with SANDAG and the FAA to project public health, safety and welfare by ensuring the orderly operation of the Airport and the adoption of land use measures that minimize the public's exposure to excessive noise and safety hazards within areas around the airport. The proposed McClellan-Palomar Airport Master Plan would be consistent with the Carlsbad General Plan in that it would maintain land use compatibility between McClellan-Palomar Airport and surrounding land uses; encourage the continued operation of McClellan-Palomar Airport as a general aviation airport; and prohibit the expansion of McClellan-Palomar Airport unless approved by a majority vote of the Carlsbad electorate. In addition, acquisition of parcels would provide approach protection. The proposed McClellan-Palomar Airport Master Plan would be consistent with the 1994 CLUP for McClellan-Palomar Airport. Countv of San DiePo Board of Suveruisors Policv Number F-44 The purpose of Board Policy F-44 is to provide a policy establishing guidelines for the operation and development of McClellan-Palomar Airport. It is the goal of the County of San Diego to insure that residential and commercial land uses around the airport and airport operations remain compatible. The first Board Action on Board Policy F-44 was on October 6, 1987. However, the most recent review was September 17, 1991. In addition, the policy will be reviewed for continuance by December 31,1995. the transitional surface. In addition, parcels of land must also consider County located within the RPZ that are not currently under the airport's jurisdiction It is the policy of the Board of Supervisors that: 1. The role of McClellan-Palomar Airport shall be to provide air transportation for the residents of North San Diego County and to facilitate General Aviation activities while minimizing noise impacts on surrounding areas and communities. McClellan-Palomar Airport, 16 Airport Master Plan I I 1 2. Scheduled commuter airline operations are limited to aircraft having or fewer seats. Commuter airline aircraft shall meet the FAA Stage noise criteria. i 3. The airport will operate with one runway at its present length. (T addition of a 300-foot displaced threshold is not be considered a runu extension) by the Airports' Division. 4. The County will take a pro-active role working with local agencies and FAA to protect the airspace around the airport from encroachment and promote compatible off airport land development, and to insure future safety and compatibility of the existing runway length. .. y i I 4 i 1 i i i i i i i i i Id , 5. The County will operate the airport in accordance with any adopted F Part 150 Noise Compatibility Program and in full compliance with State or Federal mandated noise standards relating to the operation ( public airport. The program will recognize the City of Carlsbad's Nc Policy #17 and implement mitigation measures to minimize nc impacts. 6. The County will monitor aircraft noise and verify the Community N Equivalent Level (CNEL) noise contours within the airport influence as described in the Palomar Airport Comprehensive Land Use Plan as as monitor pilot compliance with any adopted FAA Part 150 N Abatement Program. The County will also monitor Single Event N institute procedures to mitigate single event noises. \ Exposure Levels (SENEL) in the form of a noise monitoring system 7. The Airport Manager will produce, distribute and promote a det noise abatement program for the airport. The program will COI specific flight information and a chart identifying noise sensitive a The noise abatement program will be updated annually and distribute pilots. The Airport Manager will request pilot compliance wit1 program. 8. The policy recognizes SANDAG's Airport Land Use Commission The proposed McClellan-Palomar Airport Master Plan would be consistent Board of Supervisors Policy F-44 . Cifuwide Facilities and Imvrovernents Plan and Local Fadi!ies - Plan The purpose of the Citywide Facilities and Improvements Plan is to imp1 the City of Carlsbad's General Plan and Zoning Ordinance by ensurin development does not occur unless adequate public facilities and services c (County of San Diego, 1991). Manag 17 McClellan-Palomar Airport Ma: will be provided concurrent with new development. The Citywide Plan is the first phase in the implementation process of the City's growth Management Ordinance which was adopted by Ordinance No. 9810 on July 1, 1986 by the Carlsbad City Council. In addition to the Citywide Plan, a Local Facilities Management Plan was prepared for each of the 25 local zones into which the City has been divided. When individual development projects are considered, a public facilities adequacy analysis is provided to ensure that the projects are consistent with both the Citywide and Local Zone Plans (City of Carlsbad, 1990). The McClellan-Palomar Airport is located within Zone 5 of the City of Carlsbad's Local Facilities Management Plan. The present plan would be consistent with this plan. A public facilities adequacy analysis shall be provided prior to the construction of the passenger terminal. Citw of Carlsbad Conditional Use Permit The Planning Commission of the City of Carlsbad approved the Conditional Use Permit (CUP)-172 to operate the existing McClellan-Palomar Airport facility on September 24, 1980. The site plan, land uses, and conditions of approval for the McClellan-Palomar Airport are set forth in the CUP. The following uses are permitted by CUP-172 without the need for additional discretionary review: .. Airport structures and facilities allowed by CUP-172, but are not necessarily limited to, indude: taxiways and parking aprons; lighting; aircraft hangars; tie-down areas; maintenance buildings; navigational aid equipment; airport administration buildings; airport passenger terminal facilities to include heliports aviation fuel farms, automobile parking lots and structures; and buildings for housing operations and equipment necessary to the maintenance, security and safety of the airport (City of Carlsbad, 1980). Commercial aviation activities allowed by the CUP include: aviation flight and ground school, including pilot and student equipment sales; aircraft sales, including radio and navigational equipment, parts, supplies and accessory equipment; aircraft hangar and tie-down rentals; aircraft leasing, rental and charter; airframe, engine, radio, navigational and accessory equipment repair, maintenance and modification; aircraft ground support equipment repair, . maintenance and modification; aircraft cleaning services; aircraft painting; aviation fuel facilities; aircraft and engine mechanic schools; airlines, scheduled and non-scheduled; airtaxi and air ambulance services; air freight terminals and trans-shipment facilities; aerial crop dusting and spraying enterprises; aerial fire fighting; aerial photography and surveying; and parachute rigging sales and service (City of Carlsbad, 1980). automobile rentals, retail shops and consumer service establishments; The following uses are allowed by the CUP-172 if the Planning Director determines they are consistent with the airport facility: McClellan-Palomar Airport, 18 Airport Master Plan II II II 3, 1 .- Incidental eating and drinking establishments. Incidental commercial, professional office and /or industrial uses nc specifically mentioned in structures and facilities or commercial activitie provided that such uses are permitted in and are consistent with the intent the M Zone (City of Carlsbad, 1980). The following uses are allowed by CUP-172 if the Planning Director determin they are consistent with and related to the airport facility: Signs - Identification, directional and safety signs. A single-family dwelling occupied exclusively by a caretaker superintendent of such use and his family (City of Carlsbad, 1980). - t 1 R the following ordinance: The Carlsbad Municipal Code regulates any expansion of the airport by way "21.53.015 Voter authorization required for airport expansion. a) The city council shall not approve any zone change, general p amendment or any other legislative enactment necessary to authoi expansion of any airport in the city nor shall the city commence any actior spend any funds preparatory to or in anticipation of such approvals with having been first authorized to do so by a majority vote of the qualil electors of the city voting at an election for such proposes. b) This section was proposed by initiative petition and adopted by the vot the city council without submission to the voters and it shall not be repel or amended except by a vote of the people." I I II I i i i i i i i i r' The proposed Master Plan would remain consistent with the CUP. However, acquisition of two parcels on the north side of the runway intended for fu landside expansion (i.e./ hangars or tiedowns) would require a vote of the pe because they would be used for hangars and/or tiedowns, thus expanding existing airport boundaries. The acquisition of Lots 29, 30, 31 are plannec potential long-term auto parking and would not require a zone change general plan amendment. In addition, portions of the RPZ would be acquirec approach protection only, and not for development; therefore, no zone Chant general plan amendment would be required. Because the present plan would be consistent with the General Plan Conditional Use Permit, and Board Policy F-44, impacts to land use would n considered significant. However, the acquisition of two parcels on the nortk of the runway intended for future landside expansion would not be cons with Board Policy F-44 or the City of Carlsbad General Plan because it wou considered an expansion of the existing airport. This may be considel 19 McClellan-Palomar A Airport Mask significant land use impact that will require further investigation prior to formal Master Plan adoption or aquisition of these parcels, whichever comes first. 2. Population and Housing The adoption of the proposed McClellan-Palomar Airport Master Plan would not alter the planned location, distribution, density, or growth rate of the human population of the region because the airport is not planned for residential use. The project would not create the need for additional housing in the adjacent community. The proposed Master Plan would not effect existing or future housing supply in the community. Therefore, no significant impact to population and housing would occur from the implementation of the master plan. 3. Geological Issues McClellan-Palomar Airport covers an area underlain by a Pleistocene age wavecut terrace which has been dissected by local drainages. A large percentage of the area has been extensively modified by grading for present airport facilities and on-site sanitary landfills. There are several geologic formations underlying the Pleistocene terrace. The oldest formation in the airport area is the Santiago Peak formation. These metavolcanic rocks are usually very hard, fine-grained andesite and dacite porphyrys, which exhibit a wide range of colors. Some meta-sedimentary rocks are intermixed with the metavolcanics. The Point Loma formation underlies the northern portion of the area. The Point Loma formation consists of interbedded, greenish-brown, fossiliferous siltstones and shales with some will-hardened, ledge-forming sandstones. Most of the Point Loma formation on the airport site has a thick cover of clayey paleosoil. This paleosoil consists of pink, purple, and white mottled kaolin clay. The basic formation rocks are covered by Torrey Sandstone. Torrey Sandstone is a fine to coarse grained moderately cemented light-brown to gray sandstone containing beds of yellow silty sandstone and yellow to green-gray sandy muds tone. A small amount of terrace deposit material remains in the area. It is known as Lindavista formation and consists of numerous well-rounded cobbles in a red- brown sandy matrix. No major faults have been mapped in the airport area according to the 1975 Palomar Airport Master Plan EIS. A small local fault showing only a few feet of dip-slip displacement in the formation sediments was mapped in the area. This fault is exposed just east of the entrance road to Palomar Airport on the north McClellan-Palomar Airport, 20 Airport Master Plan I I I I I I i i i i i i li i side of Palomar Airport Road. It is shown as connecting with a fault Of simi attitude and displacement that can be seen north of this project site in a road t on El Camino Real. Actual surface evidence of faulting between these two poi] was not encountered. The presence of a minor fault through the airport property is consider seismically insignificant. The absence of surface expression would indicate fault is preholocene and should probably be classified as inactive. Major ground shaking in the area due to an earthquake would probably caused by movement along the Elsinore or San Jacinto fault zones, which approximately 23 and 50 miles away, respectfully. Earthquakes with magnitu in the range of 7.5, Richter Scale, may occur along these faults. However, beca no active faults are located on-site, the potential for ground rupture is rem Because proposed facilities would be designed to withstand the maxin occur as a result of the proposed Master Plan. The Elsinore fault represents source of maximum risk to the site because of its high repeat interval of 60 y and its relative proximity to the airport. The seismic risk to the airport wc not be affected by the implementation of the proposed Master Plan (Count San Diego, 1975). All permanent structures currently located on the existing landfill units wc be relocated. The structures would be relocated to stable ground to elimi structural problems associated with ground settlement. Because no geotechnical report was prepared for this initial study, project-spe geotechnical studies may be required prior to the issuance of building permi identify site-specific geotechnical considerations. These geotechi considerations would be incorporated into the structural design of the indiv facilities developed at McClellan-Palomar Airport. The proposed project 'CIC not result in any increase in wind or water erosion to soils, either OR or 01 site. 4. Water Resources Water The "Citywide Performance Standard" adopted by the City of Carlsbad follows. "Line capacity to meef demand as determined by the appropriate district must be provided conczrrrent with development, and a minimum 2 average storage capacity must be provided prior to any development" (C Carlsbad, 1987). Water for the City of Carlsbad is supplied by three agencies: Carlsbad Mur Water District; Vallecitos Water District; and the Olivenhain Municipal I I probable earthquake on the Elsinore fault, no significant impacts are expecter ! j i I I.' District. Water distribution for McClellan-Palomar Airport is provided el I 21 McClellan-Paiomar 1 Airport Mas by the Carlsbad Municipal Water District. Figure 4 shows the location of the existing and proposed water distribution system that serves the airport. Adequate facilities are in place to serve the existing and future needs of the airport. Significant impacts to water distribution are not anticipated from the implementation of the proposed McClellan-Palomar Airport, Airport Master Plan. Because the implementation of the proposed McClellan-Palomar Airport Master Plan would not substantially increase potable water usage, no significant adverse impacts to the existing water distribution system are anticipated. Drainage The "Citywide Performance Standard" adopted by the City of Carlsbad is as follows. "Drainage facilities must be provided as required by the City concurrent with development. " (City of Carlsbad, 1987). The standard for drainage distinguishes it from all of the other public facilities and improvements because it is more accurately assessed as the specific development plans for individual projects are finalized. Therefore, the standard has been written to allow the City to require the appropriate development drainage facilities as these plans are finalized and approved (City of Carlsbad, 1990). Existing drainage facilities, within Zone 5 of the City of Carlsbad Local Facilities Management Plan are shown on Figure 5. Zone 5 is divided into three separate drainage basins, two of which drain to the Agua Hedionda Lagoon. The third and most predominant basin drains down the Encinas Canyon and empties directly into the Pacific Ocean (City of Carlsbad, 1987). Drainage Area 11 drains westerly through the Encinas Canyon to the Pacific Ocean. In addition to Zone 5 drainage, the Encinas Canyon basin drains portions of Zones 3,4,13,17,19,20, and 21 which are situated to the west and south of the airport. The east end or upper portion of the Encinas Canyon basin drains by way of localized storm drain pipes which empty into an unlined open drainage channel. This unlined channel extends westerly to the intersection of Palomar Oaks Way and Palomar Airport Road and is privately owned and maintained. Through the Birtcher Business Center, this channel includes three permanent ponds or basins which were designed for siltation control and .storm water retention. West of Palomar Oaks way the drainage flows along unimproved open drainage channels and flood plain until it reaches 1-5. From 1-5 to the AT & SF rail pond the drainage is carried within a concrete lined open channel. From the railroad tracks to the ocean, the drainage once again flows in unimproved open channels/flood plain with the exception of the drainage structures beneath Carlsbad Boulevard (City of Carlsbad, 1987). McClellan-Paiomar Airport, 22 Airport Master Plan 1 I I -’ I I I 1 I I c i I c i i I i i i* 72 a* I, c m - - X -0 “5 -‘-I& xx-cc U“lLL ~ZOOO N I c cd IL - 4- c [c - % 0) r (-*-I-, D u) - z 0 - 0 )r d .- 0 W 0 [r 3 .. 1 I i 1 i I i i i i i i i i i i Drainage within area 12 generally drains northwesterly through a series of pub and private storm drains to a proposed 20 foot high dam/retention pond. T dam and included facilities act as both a desiltation and detention basin. Bel( the dam structures the drainage flows in unimproved open channels across t police firing range and Macario Canyon Park which are located within Zonl (City of Carlsbad, 1987). Drainage within area 13 drains through a series of newly constructed sta drains and discharges out of Zone 5 into Zone 15 at El Camino Real. Below i point the drainage flows in unimproved channels to the Sunny Creek flc plaidriparian corridor. In the future this section of drainage course will placed in an underground storm drain. In addition, a desiltation basin wil constructed at the point of discharge into Sunny Creek, in accordance with City's Master Drainage Plan. Sunny Creek meanders in an unimproved s this creek is contained within a rock lined, open channel. After leaving mobile home park this creek passes under El Camino Real to a 15,000 cubic j desiltation basin adjacent to Agua Hedionda Lagoon (City of Carlsbad, 1987). The portion of Zone 5 north of Palomar Airport Road and east of El Camino drains through a series of small storm drains into the south fork of Sunny CI From there it flows in unimproved riparian channel/flood plain to the I: Sunny Creek stream described above (City of Carlsbad, 1987). The proposed master plan would not alter existing drainage course! substantially increase storm water runoff. Therefore, no impacts to drai would occur. 5. Air Quality until it reaches the Carlsbad Mobile Home Park. Through the mobile home F 1 i 1 No air quality report was prepared for this initial study. However, an air qL study shall be conducted prior to construction of the commercial se terminal building if any road segment or intersection is impacted bj McClellan-Palomar Airport, Airport Master Plan. 6. TransportatiodCirculation NO traffic report was prepared for this initial study; however, the inforn presented in the following discussion was obtained from the City of Carls Local Facilities Management Plans for Zones 5 and 24. The City of Carlsbad has adopted a "Citywide Performance Standard" de the minimum LOS that is acceptable for road segments and interse occurring within the City of Carlsbad. The Citywide Performance Standard that "No road segment or intersection in the zone nor any road segrnr infevsecfion out of the zone which is impacted by development in the zom be projected to exceed a service level C during off peak hours, nor service I i I 25 McClellan-Palomar Airport Mas I! during peak hours. Impacted means where twenty percent or more of the traffic generated by the Local Facility Management Zone will use the road segment or intersection" (City of Carlsbad, 1993b). Existing: Street Segments and Intersections Currently, existing street segments comply with the Growth Management Circulation Performance Standard of at least level of service "D" during peak hours. However, two intersections that could potentially be impacted by traffic generated by future airport users, currently fails the citywide performance standard for intersections. The 1-5 and Palomar Airport Road northbound ramp junction is currently operating at LOS F during the P.M. peak hour. In addition, the El Camino Real and Palomar Airport Road intersection is currently operating at LOS E during the P.M. peak hour. However, the 1-5/Palomar Airport Road interchange improvement project will mitigate the level of service at the ramp junction. The City of Carlsbad has also recently completed improvement on the intersection at El Camino Real and Palomar Airport Road. Tables 1 and 2 present existing and year 2000 roadway volumes and capacity of impacted road segments and LOS at key intersections (City of Carlsbad, 1993b). Year 2000 Street Segments and Intersections All impacted roadway segments and intersections impacted by traffic generated from future developments are operating at adequate levels of service in the year 2000 except for the intersection of El Camino Real and Palomar Airport Road. The intersection at El Camino Real and Palomar Airport Road is projected to fail in the year 2000 (Tables 1 and 2). According to the City of Carlsbad Local Facilities Management Plan Amendment and Finance Plan for Zone 24, the construction of another parallel roadway would mitigate this intersection LOS (City of Carlsbad, 1993b).As the population in north county increases, the demand to expand commercial airline service to and from the McClellan-Palomar Airport is expected to rise. In conjunction with this increase in service, a new airport of the facility will be related to the actual enplanement levels rather than the forecast year (fiscal years 1996 through 2000). A traffic study shall be required to address potential traffic impacts to major arterial streets, roadways, and intersections affected by the proposed plan. This traffic study shall be completed prior to the construction of the commercial service terminal building, terminal access road, and terminal auto parking. Any significant adverse traffic impacts associated with the implementation of the proposed McClellan-Palomar Airport Master Plan shall be mitigated to the extent feasible. terminal is planned to meet ultimate forecast demand. The actual construction McClellan-Palomar Airport, 26 Airport Master Plan 1 (A -44n: :4 :a -4< 4:: I I 1 8 I I I I I 1 I I 1 I I I 1 iz 2 V 2 oma I arc) 110 a* -1 I 91 1 U o\ o> “1ff?a! 1’9 a? ?-? e4 F. 01 ml: 999 119 19 99 *dm 1 tr\I 1m 7-40 am* m m ** N $2 7 4 8 4-4 kk 2:: w-4 v) v) 4-44 -44 0 CI ca kkk: :k :k 3 U br*# * # aa * 2 5 $2 ti5 36 r( ?$ 4 2s d2 -r( c1 rd :4 :4-4:-4: m-4 I44 2 u a laa mm \ l*l** I“I I?? :y *I I ?c? ,?Ti U > om aJ w $a 6 ,?,?9,9, 99 I99 M A 3; d 3 IcO IcO3tl-p 22 I*\0 8& 4 ld :&:I%&:&: Q 44 Q 44 kk :%2 23 (d .r( F s b ow OU v) cn * ** dc v)\D *rtc U ; 2 3 a d a.i CG A Ll Tj +Tj 2 $ 2 bs 55 0 ;: 2% $& 4 ? 22 (do p, aJ $ E.2 PP E?p=o<q< d Ll % Wa (d 2 7 gmuy $4 a 4 “0;mEg 3% a t-a 0 nu, (d T-50 ~2~ riaa s’l ‘ + ; aJ t473LLL 92% e.- =$ $a;&x$ I1 ul++d, I I ‘ O@k :% ;> 50s a.t:F?; g s<++% 124 g$jz 2x24 $&jF?;F?;Vrnrn G G 0 w 0, x 3Zf3 2 2-g 2 E; $0 O& bobo$ 2? E gti a2 0, !z & E: 5 cu22a 5 5za t+ ctl rnSp.l *gr3guuEuurz g2g “MkEiZ V.......O -0. --,... .u Y .r( -G aj $ iha Cls 4 2 U 1 2 ti fxbz a v1 (d r; 3 a I% w 0 d a + 1.2 -aJ 3% 42 E -F ‘Z 2 kg) 25 3$ a0 Lo :; fi Lo* aJ ++s (dma c( .rl .4 4 ;is; waJa ti tis c,P AIS $31‘ 444 aJaJU kkS aJaJa .rl .rl -a d(\Dvc (d b dc\D I II It - ;li a, U z Intersection College Ave./Faraday Ave. Palomar Airport Rd./I-5 S/B Ramps Palomar Airport Rd./I-5 N/B Ramps Palomar Airport Rd./Paseo Del Norte Palomar Airport Rd./College Blvd. Palomar Airport Rd./El Camino Real El Camino Real/Faraday Ave. El Camino Real/College Blvd. 0) El Camino Real/Rancho Carlsbad Dr. El Camino Real/Cannon Rd. (2) El Camino Real/Tamarack Ave. El Camino Real/Carlsbad Village Dr. Existinp LOS Year 2000 LOS AM Peak PM Peak AM Peak PM Peak -- -- A A C B A A F B A A A D C B A A B C C E D F A A C D A A D D B B -- -- -- D C B B D D A B -- -- -- 1 1- I 1 I i I 1 I 1 I 1 I I I I I 1 D 7. Biological Resources A biological resources report was not prepared for this initial study; therefc project specific biological surveys would be required for all developm occurring within the remaining areas containing native vegetation (i.e., coa sage scrub, chaparral, etc.) prior to the issuance of grading permits. A site visit was made by the Butler Roach Group, Inc., on August 18, 1995 determine if any native plant communities occur within the boundarie$ McClellan-Palomar Airport. The proposed property acquisition areas were i visited. All natural areas occurring within the boundaries of the airport M observed from the perimeter fence line using binoculars. Only small isola remnant areas of native vegetation were observed in the vicinity of McClel, Palomar Airport. The loss of native vegetation in the vicinity of the airport is chiefly attributec impacts associated with agriculture, landfilling, and ultimately development appears that the majority of airport property west of El Camino Real has b graded. However, the west facing slope near Runway 6, at the west end of airport, was found to contain Diegan coastal sage scrub (CSS). In additioi small isolated patch of CSS was also found to occur immediately west of practice helipads on the north side of the runway. Additional areas contair CSS were observed in the RPZ to the west of the airport. The Diegan coastal sage scrub community is typically dominated by such spe as coastal sagebrush (Artemisia californica), laurel sumac (Malosma Zauri black sage (Salvia mellifera), lemonade-berry (Rhus integrifolia) Califoi encelia (Encelia calz$ovnica), and flat-top buckwheat (Eviogonum fasciculnft Southern mixed chaparral was found to occur within the undeveloped air] property located immediately east of El Camino Real and north of Palo Airport Road. Plant species typically associated with Southern mixed chapa include chamise (Adenusloma fasciculatum) coast white lilac (Ceanot verrucosus), Ramona lilac (Ceanothus tomenfosus), scrub oak (Quer dumosa), mission manzanita (Xylococcus bicolor) and Del Mar manza (Arc tos taphy 1 os gland ulosa ssp. c rassifolia) . Diegan coastal sage scrub has suffered cumulative losses in area over the last decades. This community type is restricted to coastal areas of soutlr California, especially on south and west-facing slopes. This habitat supp several sensitive plant and animal species to include the federal threate California gnatcatcher (Bolioptila californica), the orange-throated whil (Cnemidophorus hyperythrus), a California species of special concern, and federal Category 2 San Diego horned lizard (Phrynosoma coronatum blainvi The sensitive coast barrel cactus (Ferocactus viridescens) may also be foun this habitat. 29 McClellan-Palomar Ail Airport Master Southern mixed chaparral may be considered sensitive habitat if sensitive species are found to be associated with it. These sensitive species may include the Category 2 coast barrel cactus and coast white lilac for example. Significant impacts to biological resources are not anticipated from the implementation of the Draft McClellan-Palomar Airport Master Plan. The plan would not impact the majority of existing native habitat areas within and surrounding the airport. Land acquisition areas within the RPZ that contain native vegetation would not be impacted because no development is proposed by the plan. However, construction of the "Ultimate Maintenance Run-up Area" on the north side of the runway may impact some disturbed CSS. A site specific survey would be required to determine if impacts would be significant. 8. Hazards The Comprehensive Land Use Plan, McClellan-Palomar Airport, prepared according to FAA requirements by SANDAG, identifies areas likely to be impacted by noise and flight activity created by aircraft operations at the airport. These impacted areas include the Airport Influence Area, the Clear Zone, and the Flight Activity Zone. The Airport Influence Area encompasses those areas adjacent to the airport which could be impacted by noise levels exceeding the California State Noise Standards or where height restrictions would be needed to prevent obstructions of navigable air space (SANDAG, 1994). Depending on location, compatible land uses include non-residential uses such as office, industrial, commercial or low density residential uses such as single family dwellings. The Clear Zones are land areas adjacent to the ends of the runway over which departure. These areas are owned by the County and generally limited to open space types of land uses. The Flight Activity Zone identifies land (private properties) within the Airport Influence Area which should be held free of intensive development (for example, more than ten dwelling units per acre), including high rise development and all uses which involve the assembly of large groups of people (more than 100). The CLUP recommends restricting development to industrial land uses with a small section at the southwestern corner designated as single family residential (SANDAG, 1994). The City of Carlsbad requires discretionary review of all proposed development projects within the Airport Influence Area. All parcels must process either a site development plan, planned industrial permit, or other discretionary permit. All projects are required to comply with Federal Aviation Administration regulations concerning the construction or alteration of structures that may affect navigable airspace. McClellan-Palomar Airport, 30 Airport Master Plan aircraft using the airport must pass for each operation, either arrival or I 1 I I 1 I 1 I 8 1 I I I 8 II I -I 1 Implementation of the proposed Master Plan would increase airport safety providing a diplaced threshold and additional taxiway, acquiring parcels approach protection, and improving navigational aids, lighting and marl& Therefore, no adverse safety impacts are anticipated from the implementation the proposed Master Plan. 1 9. Noise McClellan-Palomar Airport's current annual operation of approximately 235A aircraft is expected to increase at the airport's ultimate buildout condition approximately 334,000. In general, land in the immediate vicinity of the airp or under the takeoff or landing approach is subject to noise levels which unsuitable for residential development, schools, hospitals and other simi noise sensitive uses. In California, the technique used for quantifying aircraft noise is the commur noise equivalent level (CNEL). The CNEL is a descriptor of daily no environment. It accounts for the magnitude, the time of day, and the frequei of occurrence of noise intrusions. The CNEL is calculated from the hourly nc by a formula prescribed in the California Noise Standards. The Airport Influe Area identifies areas impacted by aircraft operations from the airport (Figure 3: The 60 and 65 CNEL contours are important because each of them has a diffe1 significance in developing compatible land uses around an airport. The 60 Cf\ contour is important because the California Noise Insulation Standards, wh became effective on August 22, 1974, state that residential structures dwellings other than detached single family dwellings) which are located wit the 60 CNEL contours require an acoustical analysis showing that the struct has been designed to limit intruding noise to levels which would not interj with speech or sleep. This contour does not define a land area in wk residential uses are unsuitable. Rather, the contour identifies an area in whic mitigation measure may have to be utilized to reduce the impact of aircraft nc on dwelling units other than single family detached. The 65 CNEL contour is the value defined by the adopted State Noise Stand; which identifies the noise impact boundary of airports; that is, a boundary wi which the noise environment is not suitable for residential use. Other r residential uses are generally suitable within the contour. The 70 CNEL contour defines a boundary within which the area is not suit for numerous land uses. CNEL's above 70 are not projected far beyond airport boundary. Active, outdoor recreation, commercial uses manufacturing uses are acceptable. CNEL's above 75 remain within the air boundary. The area immediately surrounding the airport is planned for industrial commercial uses, which are compatible with the noise levels forecast around 31 McClellan-Palomar Air Airport Master airport. Residential uses are planned in the area south of the airport. Homes may, therefore, be impacted by noise within the 60 CNEL. Mitigation measures, such as air conditioning to allow windows to remain closed, would be appropriate to reduce the noise level inside these homes. A review of current land use and general plan data shows little noise impact currently on existing uses. Several parcels lie within the 60 to 65 CNEL. The majority of the area impacted is planned for single-family uses with the remainder planned for multiple residential; future development will require noise attenuation studies for these units (SANDAG, 1994). A noise contour comparison was prepared for the draft master plan which illustrates two 60 CNEL noise contours, one based on the "unrestricted" 2015 operational forecast and the other on the "unrestricted" 2015 operational forecast with the 300 foot displaced threshold to the east. According to the noise contour comparison, the anticipated noise level in 2015 with the 300 foot displaced threshold would slightly reduce some noise impact to the west of the airport. The noise impacts to the east would slightly increase on airport property; however, they do not appear to effect any noise-sensitive off-airport land uses (County of San Diego, 1995). FAR Part 150 Noise ComDatibility Program In 1990, a Federal Aviation Regulation (FAR) Part 150 Noise Compatibility Study was completed for McClellan-Palomar Airport. The purpose of this document was to determine the noise impacts on surrounding land uses and, if necessary, to recommend changes to the flight patterns or operational restrictions which could potentially reduce these impacts (County of San Diego, 1995) According to the FAR Part 150 Noise Compatibility Study, there are two ways to increase compatibility between the airport and surrounding land uses. The two primary ways to increase compatibility between an airport and its environs are to implement noise abatement and noise mitigation measures, Noise abatement measures generally refer to actions that can reduce the extent of aircraft noise exposure or otherwise reduce the amount of existing and planned noise sensitive land uses that are exposed to high levels of aircraft noise. This reduction is usually achieved through changes in aircraft operational procedures, types of aircraft, or airfield layout (Appendix A). Although noise abatement measures can reduce the amount of noise-sensitive land uses and the number of people exposed to high levels of aircraft noise, high levels of noise would probably still exist in the surrounding community. Therefore, noise mitigation measures can be applied in an airport environs to help remedy noise problems for existing residents and minimize the development of future noise-sensitive land uses. Since there are not current noise sensitive land uses impacted by high levels of noise, as defined by the FAA, McClellan-Palomar Airport, 32 Airport Master Plan 1 IC M 1 8 II I I 1 no remedial preventative noise mitigation measures were recommended by FAR 150 Noise Compatibility Program (Appendix A) (County of San Diego, 19' The County of San Diego, as the airport operator, is in the process of updating 1990 FAA sponsored FAR Part 150 Noise Compatibility Program for the airp The FAR Part 150 Noise Compatibility Program would be continued with I implementation of the proposed Master Plan. Noise ImDact Notification Area The Noise Impact Notification Area (NINA) was established with the adopi of the CLUP for McClellan-Palomar Airport (Koper, pers. comm., 1995). NINA is the area most impacted by aircraft operations to and from McClel Palomar Airport. This area represents nearly 90% of all noise and overflil related complaints from area residents. Much of the noise in this area occur2 an irregular basis, and is often called single event noise. This type of nc although not generally considered a health or safety issue, may be a nuisance. Physically, the NINA is composed of a three mile radius around the airport well as the VOR and ILS corridors to the west and east, respectively, and exte both horizontally and vertically due to terrain considerations. The N1 incorporates class D airspace, as well as the approach corridors. As sucl corresponds to an area shown on aeronautical maps familiar to pilots. The area has also been recognized by the 1990 Part 150 Noise study conductec McClellan-Palomar Airport, which is the basis for federal government (F. participation in the acquisition of a noise monitoring system at the airport. noise monitor allows for systematic recording and empirical analysis of n and overflight in the area and establishes validation procedures for n contours, the noise abatement area and the newly created NINA. To ensure that new residential discretionary projects are conditioned to nc new property owners of their proximity to the airport, and that their prop may be subject to aircraft overflight operating from McClellan-Palomar aiq the NINA has been established. All new residential projects located within NINA, shall be required to record a notice concerning aircraft environmc aircraft operating from McClellan-Palomar Airport (SANDAG, 1994). program would also be continued with the implementation of the propc Master Plan to reduce associated noise impacts. Portions of four cities in the San Diego region are overlaid by the NINA. T cities include Carlsbad, Oceanside, San Marcos. and Vista In the City of Carl: property owners receive a notice concerning aircraft environmental impac the first phases of the development process (i.e. prior to building permit, map, or grading permit). The City of Oceanside states that although the h policy is recognized, there is no need to enforce the policy since there ar 33 McClellan-Palomar Ai Airport Maste m I I 1 1 1 I I 1 impacts, clarifying that the property is subject to overflight, sight and soun developements within the NINA sphere of influence. The City of San Marcos generally notifies the necessary project proponents that have potential projects located within the NINA during the project scoping meeting held at the Planning Department. According to the City of Vista Planning Department, the NINA only effects a small area within the city. Within this affected area there is an industrial park and a planned residential development of 5,000 homes. McClellan-Palomar Airport has notified both the industrial park and the homeowners association of the planned residential development (Kay, Ybarra, Woods, Larimer, Acuff, pers, corn,, 1995)* Citv of Carlsbad Noise Policv #17 According to the City of Carlsbad General, 60 dBA CNEL is the exterior noise level to which all residential units should be mitigated. 65 dBA CNEL is the maximum noise level to which residential units should be permitted.A noise study shall be submitted with all discretionary applications for residential projects of five or more single family dwelling units or any multiple family dwelling units located within or 500-feet beyond the 60 dBA CNEL noise contour lines as shown on Figure 6. For residential properties identified as requiring a noise study, a study shall be prepared by an acoustical professional. Interior noise levels should be mitigated to 45 dBA CNEL when openings to the exterior of the residence are open or closed. If openings are required to be closed to meet the interior noise standard, then mechanical ventilation shall be provided. If a project is approved with exterior noise levels exceeding the level allowable pursuant to this policy, all purchasers of the impacted property shall be notified in writing prior to purchase, and by deed disclosure in writing, that the property they are purchasing is, or will be, noise impacted and does not meet Carlsbad noise standard for residential property. Implementation of the proposed McClellan-Palomar Airport, Airport Master Plan would be compatible with the FAR Part 150 Noise Compatibility Program, the NINA, and the City of Carlsbad Noise Policy #17. Under the proposal Master Plan, noise impacts to sensitive land uses in the airport influence area are not expected to be significant. 10. Public Services Fire Protection The City of Carlsbad Fire Department provides fire services to the McClellan- Palomar Airport. Station #5 is located directly adjacent to the Airport and has an immediate response time in the event of any emergency (Figure 6). However, in the event of a large scale emergency Fire Stations No. 2, 3, and 4, can provide back up service to Station No. 5 at McClellan-Palormar Airport (Burke and Watson, Pers. Comm., 1995). McClellan-Palomar Airport, 34 Airport Master Plan 1 i i NO : -r SOURCE: City of Carlsbad Citywide Facilities and Improvements Plan, McClellan-Palomar Airport, Airport Master Plan January 9.1990. Fire/Police Station Locations Table 3 highlights the fire stations responsible for protecting each Local Facilities Management Zone within the airport influence area. Land uses in each of these zones are noted as either Residential or Non-Residential. Non-Residential uses are uses such as, regional commercial, community commercial, neighborhood commercial, travel/recreation commercial, or office and related commercial. Management zones distinguished as residential zones meet the adopted performance standard of not more than 1,500 dwelling units outside of a five minute road-response time from an existing fire station. The Growth Management Program does not identify a fire-service performance standard for nonresidential uses (City of Carlsbad, 1987 and 1994). No new facilities would be necessary to maintain an acceptable level of fire service for McClellan-Palomar Airport. Because all future development in zone adequate fire protection to buildout (Watson, Pers. Comm., 1995). Police Protection Police protection for Carlsbad residents and McClellan-Palomar Airport is provided by the Carlsbad Police Department. Carlsbad has adopted a standard of a maximum six-minute response time for police service on priority-one emergency calls. Police service (or the number of officers serving the City) is based upon actual workload measures including response times, travel times, type of service, number of calls for service, and the time of day that calls are received. It is not anticipated that the proposed Master Plan update for McClellan-Palomar Airport would substantillay impact police protection in Carlsbad (City of Carlsbad, 1994). 11. Utilities and Services Wastewater Treatment The performance standard for the City of Carlsbad requires that "Sewer plant capacity is adequate for at least a fiue year period" (City of Carlsbad, 1987). Wastewater treatment for the City of Carlsbad, is provided by three separate and independent agencies. The majority of the City receives service from the City of Carlsbad Sewer District. The southern part of the City receives service from the Leucadia County Water District (LCWD), and the Vallecitos Water District provides sewer services to the eastern edge of the City. The service areas of these two agencies extend well to the south and east of the City's boundaries, but for the projections and analysis only that portion of the District's service area within the City of Carlsbad was considered. Wastewater treatment is provided primarily at the Encina Water Pollution Control Facility (WPCF) (City of Carlsbad, 1993a). 5 is within an acceptable response time of Fire Station No. 5, zone 5 will have McClellan-Palomar Airport, 36 Airport Master Plan 1 I i 1 4 i i 8 I r 1 i i ii i i 1 TABLE 3 Fire Protection Local Facilities Management Plan I Fire Stations Serving Meets Performa Management Zone Land Use @I Airport Influence Area Standard (2) 3 NR 1&4 NA 4 R 4 Y 8 R 3&5 Y 10 NA(3) 5 & 2(4) NA 13 NR 4 NA 15 R 3&5 Y NA 16 NR 5 17 NA(3) 5(4) NA 18 R 2,5 &6 Y 19 NR 2&4 NA 20 R 4 Y 21 R 2 Y 5 NR 5 NA 1 Notes: (1) - The Growth Management Program does not identify a fireservice performance standard fc (2) - Performance Standard of not more than 1,500 dwelling units outside of a five minute respor time. (3) - No Local Facilities Management Plan available for zone. (4) - Pers. Comm., Brian Watson R - Residential zoning occurs within management zone. NJ.3 - Non-Residential zoning occurs within management zone. NA - Not Available Source: City of Carlsbad, 1994 I nonresidential uses. 37 McClellan-Palomar k Airport Mast i Ownership as well as wastewater treatment capacity of the Encina WPCF is shared on a percentage basis by six independent sewer districts. Currently, the Encina WPCF has capacity to treat 38 million gallons per day. Ultimately, this facility will be able to treat 45 million gallons per day. As of 1995, the total flows of untreated water being processed by the Encina Water Treatment Plant was estimated to be 16 million gallons per day, well under plant capacity. The Encina WPCF is sized for the needs of its service area in the year 2010 (Hogan, Pers. Comm., 1995). The Calavera Hills Plant has not been activated due to the increased capacity of the Encina Treatment Plant. The City of Carlsbad has no plans to activate the Calavera Hills Plant due to the lack of funds available in the Capital Improvements Program. The City will eventually mothball the plant, then finally dismantle the plant at a later date (Hogan, Pers. Comm., 1995). The existing wastewater Treatment facilities are adequate to meet the current, and projected service needs for the City until buildout. Existinn Power Existing Power facilities will not be affected even though the Proposed Master Plan calls for the construction of High Intensity Runway Lighting (HIRL), and Medium Intensity Taxi way Lighting (MITL) on runway 6-24. The existing facilities are capable of meeting the buildout needs of the City (City of Carlsbad, 1987). Natural Gas Implementation of the proposed Master Plan will not significantly change the demands, or level of service provided by the natural gas facilities. Existing facilities are adequate to provide service for the City to buildout (City of Carlsbad, 1987). Communications Systems Implementation of the proposed Master Plan will not significantly increase demand to the existing communication systems. Current facilities are adequate to meet any new demands (City of Carlsbad, 1987). Development activities included in the proposed McClellan-Palomar Airport Master Plan are not anticipated to result in the need for new systems, or to require substantial alterations to existing wastewater treatment plants, existing power, natural gas, or communication systems. McClellan-Palomar Airport, 38 Airport Master Plan I t 1 r i 1 i c t i t i i i i i i i i 12. Aesthetics No significant adverse visual impacts are anticipated as a result of tk implementation of the proposed McClellan-Palomar Airport Master Plz because the development intensity at the airport will not change substantial1 There will be some relocation and enlargement of facilities, but this will not 1 noticeable to offsite viewers. 13. Cultural ResourceslPaleontological Resources Cultural information was obtained from the 1975 Palomar Airport Master P1 EIR. According to the EIR, the San Diego Museum of Man indicated the presen of six previously recorded archaeological sites within or around the airport. TI boundaries (Sites W-310 and W-521). Both of the sites are located east of Camino Real in an area designated as Clear Zone. As such, they would not not suffer any impact from the proposed Master Plan. The Anthropology Laboratory at San Diego State University reported previously recorded archaeological or historical sites in the immediate vicinity the project area. However, no cultural survey was conducted for this initial study; therefore : specific surveys may be required prior to the issuance of building permits identify any potential on-site cultural resources that may exist. According to the 1975 Palomar Airport Master Plan EIR, the site contains f geologic formations. Three of these have the potential to contain for resources. These include the Point Lorna, Torrey Sandstone, and Lindavj Formations. The Point Lorna Formation may contain fossil ]Foraminifera i calcareous nanoplankton. Torrey Sandstone typically contains only a few poc preserved fossils and fossil casts. The Lindavista Formation is known to con a molluscan fauna, including the extinct species Pecten bellus (Kennedy, 1975) Because the airport has been previously graded and developed, no signific impacts to paleontological resources are expected to occur from implementation of the proposed master plan. 14. None 15. Mandatory Findings of Significance sites fall within the proposed McClellan-Palomar Airport Master Plan a1 Other Impacts Not Detailed Above a. Does the project have the potential to degrade the quality of environment, substantially reduce the habitat of a fish or wildlife spe cause a fish or wildlife population to drop below self-sustaining le 39 McClellan-Palomar Ai Airport Mastei threaten to eliminate a plant or animal community, reduce the number or restrict the range of a rare or endangered plant or animal or eliminate important examples of the major periods of California history or prehistory? Yes b. Does the project have the potential to achieve short-term, to the disadvantage of long-term, environmental goals? No c. Does the project have impacts that are individually limited, but cumulative considerable? ("Cumula tively considerable" means that the incremental effects of a project are considerable when viewed in connection with the effects of past projects, the effects of other current projects, and the effects of probable future projects)? No d. Does the project have environmental effects which will cause substantially adverse effects on human beings, either directly or indirectly? No Brief Explanation of Mandatory Findings of Significance Answers (as Based on this initial study, site specific analyses of the following issues are recommended prior to construction of the propsed terminal: necessary): Traffic - Local street segment and intersection opertations. Air Quality - Only if street segments and/or intersection operations are reduced below LOS D because of airport-related traffic. Prior to construction of the Ultimate Maintenance Run-Up area, the following site specific anaysis shall be performed: Biology - Coastal Sage Scrub and impacts to accociated Flora and Fauna. Prior to acquisition fo the two parcels on the north side of the runnway the following site specific analysis shall be performed: Land Use - Conformity with Board Policy F-44 and the City of Carlsbad General Plan. McClellan-Paiomar Airport, 40 Airport Master Plan I I I 16. Earlier Analyses Earlier analyses may be used where, pursuant to the tiering, program EIR, other CEQA process, one or more effects have been adequately analyzed in i earlier EIR or negative declaration [see Section 15063(c)(3)(D)]. In this case, discussion should identify the following: I I I a. Earlier analyses used. Identify earlier analyses and state where they a available for review. Not Applicable b. Impacts adequately addressed. i b i b i i i i i Identify which effects from the abo checklist were within the scope of, and were adequately analyzed in, earlier document that was prepared pursuant to applicable legal standarc and state whether such effects were addressed by mitigation measu based on any earlier analysis. I i Not Applicable c. Mitigation measures. For effects that are answered “Yes, Unll Mitigated”, describe the mitigation measures based on any earlier analy: See Attached Initial Study. 17. References and Personal Communications Acuff, Pers. Comm., 1995 David Acuff (619) 744-1050 x 3222, Planner for the City of San Mar Planning Department. Contacted on August 7,1995. . Burke, Pers. Comm., 1995 Carol Burke, (619) 931-2121, City of Carlsbad Fire Marshal Office. Contac on August 9,1995. i City of Carlsbad, 1980 Conditional Use Permit (CUP) - 172, approved September 24, 1980. City of Carlsbad, 1987 City of Carlsbad Growth Management Program, Local Facil; Management Plan, Zone 5, prepared by the City of Carlsbad, June 17,19 City of Carlsbad, 1990 City of Carlsbad Growth Management Program, Citywide Facilities Improvements Plan, Prepared September 16,1986, and amended Janua i 1990. 41 McClellan-Palomar Ai Airport Mastei i City of Carlsbad, 1993a City of Carlsbad Growth Management Program, Local Facilities Management Plan, Zone 20, prepared by Jack Henthorn and Associates for the City of Carlsbad, December, 19,1990 and revised in November 1992 and May 1993. City of Carlsbad, 1993b City of Carlsbad Growth Management Program, Local Facilities Management Plan Amendment and Finance Plan, Zone 24, prepared by Hofman Planning Associates for the City of Carlsbad, July 1993. City of Carlsbad, 1994 Carlsbad General Plan, Adopted September 1994. County of San Diego, 1995 McClellan-Palomar Airport, Draft Airport Master Plan. Prepared for the County of San Diego, Department of Public Works by Coffman Associates, 1995. County of San Diego, 1990 Final Report: Voliime 2, FAR Part 150, Noise Compatibility Program, McCleZlan-Palomar Airport, prepared for the County of San Diego, Department of Public Works, San Diego, California, August 1990. County of hn Diego, 1975 Palomar Airport Master Plan. Prepared for the County of San Diego, Department of Public Works, January 1,1975. Hogan, Pers. Comm., 1995 Mike Hogan, (619) 438-3941, Operations Superintendent for the Encinas Water Treatment Plan. Contacted on August 10,1995. Kay, Pers. Comm., 1995 Kathy Kay (619) 744-1050, Planner for the City of San Marcos Planning Department. Contacted on August 3,1995. Kennedy, 1975 Geology of the San Diego Metropolitan Area, California, California Division of Mines and Geology, Sacramento, California, 1975. Koper, Pers. Comm., 1995 Jack Koper, (619) 595-5300, Planner for San Diego Association of Governments. Contacted on August 3,1995. Larimer, Pers. Comm., 1995 McClellan-Palomar Airport, 42 Airport Master Plan 1 Jack Larimer (619) 726-1340, Planner for the City of Vista, Contacted I August 2,1995. San Diego Association of Governments, 1994 Comprehensive Land Use Plan, McCleIlan-Palomar Airport, Carlsbl California. Prepared by SANDAG and Adopted April, 1994. r i i I i i i i i i i i i i i i Watson, Pers. Comm., 1995 Brian Watson, (619) 931-2121, City of Carlsbad Fire Marshall Off1 i Contacted on August 21,1995. Woods, Pers. Comm., 1995 Terri Woods (619) 438-1161, Planner for the City of Carlsbad. Contacted 1 August 2,1995. Ybarra, Pers. Comm., 1995 Gene Ybarra (619) 966-4770, Planner for the City of Oceanside Planr Department. Contacted on August 2,1995. 43 McClellan-Palomar P Airport Mast IV. INITIAL STUDY DETEIiMINATION On the basis of the initial evaluation; - proposed project COULD NOT have a significant effect on the environment, and a NEGATIVE DECLARATION will be prepared. - The Department of Planning and Land Use recommends that although the proposed project could have a significant effect on the environment, there will not be a significant effect in this case because the mitigation measures described on an attached sheet have been added to the project. a NEGATIVE DECLARATION will be prepared. - The Department of Planning and Land Use recommends that the proposed project MAY have a significant effect on the environment, and an ENVIRONMENTAL IMPACT REPORT is required. __ The Department of Planning and Land Use recommends that the proposed project MAY have a significant effect(s) on the environment, but at least one effect 1) has been adequately analyzed in an earlier document pursuant to applicable legal standards, and 2) has been addressed by mitigation measures, as necessary, based on the earlier analysis as described on attached sheets. An ENVIRONMENTAL IMPACT REPORT is required, but it must analyze only the effects that remain to be addressed. __ The Department of Planning and Land Use recommends that although the proposed project could have a significant effect on the environment, there WILL NOT be a significant effect in this case because all potentially significant effects (a) have been analyzed adequately in an earlier EIR pursuant to applicable standards, and (b) have been avoided or mitigated pursuant to that earlier EIR, including revisions' or mitigation measures that are imposed upon the proposed project . The Department of Planning and Land Use recommends that the McClellan-Palomar Airport, 44 Airport Master Plan I I I I 8 I I I I V. LIST OF PREPARERS This Draft Initial Study was prepared for the County of San Diego, Departmeni Public Works by The Butler Roach Group, Inc., at 1550 North Hotel Circle Dri Suite 320, San Diego, California 92108. The following professionals participa in its preparation: The Butler Roach Group, Inc. Patricia A. Butler, Principal in Charge Erich R. Lathers, Senior Project Manager Todd A. 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