HomeMy WebLinkAbout1996-11-12; City Council; 13901; APPROVAL OF AGREEMENT FOR AIRPORT FIREFIGHTING PERSONNELi
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#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
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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)
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67 -_-I___ zX&h.& - ---- - (-$(gQ..eg &--I- .
Auditor-Controller Approval: SEE FISCAL CERTIFICATION
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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.
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“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.
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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
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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
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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.
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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:
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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.
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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)
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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
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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
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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
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b AaudL /+ern #/
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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
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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.
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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
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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
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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
.....................................
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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
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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
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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;
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~ -. -~~ . - -~ . __ ~-
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
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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
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- 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
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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
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NORTH
E: AIRPORT S
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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
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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
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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.
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N rj 1; 2
m =- = Total Enplanements =***-- Total Operations
E MONTHLY OPERATIONS AND ENPLANI DlSTRlBUTlC
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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.
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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
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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
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terminal area navaids at McClellan-Pak
Airport.
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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
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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
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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
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\ 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
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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
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I - Class B Airspace
Class E Control Zone % Greater than 8069 ft.
SCALE IN MILES - Victor Airways
Ex AIR
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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
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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
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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
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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
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Beckman Instruments
Medical Products
Watkins Manufacturing Corp. Medical Products
Sierracin-Magnedyne, Inc. Electronic Motors
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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.
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$ 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
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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
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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
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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
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A f! FQREg-AQ .z M
M~~~E~~A~BP~~MA~ I A.B.B.B.@ij.B.Q
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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
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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
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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
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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.
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(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
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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
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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
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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
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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
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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.
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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
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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.
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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
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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
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1 Palomar Airport was determined. Assuming poor. The data from this source
presented in Table 2C
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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
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15 m
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- Trendline (1 988-1 993) - G.A. Service Area m
E> BASED AIF
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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
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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
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E, GENERAL AVIATION OPER
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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
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LOCAL VERSUS ITINERANT itinerant Splits.
OPERATIONAL SPLIT
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As previously stated, there are two types of
operations; local and itinerant. The split
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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
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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
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LEGEND:
= Trendline (1991-1 993) - C.S. Service Area - - - - Selected Enplanement Forecast
El ENPLANE
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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
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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.
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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
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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
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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
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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(
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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
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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
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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
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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
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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
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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
__. ..
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~ ~- -~ - -~ - ~ __ --
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
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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
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Airfield Capacity
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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
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100 percent of these small airplanes 1 j
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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?
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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
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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
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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
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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
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.I General Aviation Terminal Building Requirements ,1 k 1
ll
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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.
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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
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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
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!
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.
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Operations
Average Fuel Ratio
Bi-monthly Fuel
Storage
Requirements
(Gallons)
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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
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110,000 lbs DTWL
Met WHAI a.n.z.~.a.
E AIRSIDE FACILITY REQUIRE
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-Existing capacity
-Existing FBO area
General Aviation N/A
McIW4h /jJ.~.~.~.@.
E, GENERAL AL
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Aircraft Gates
El I COMMERCIAL SERVICE REQUIRE
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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.
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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.
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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
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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
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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
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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
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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
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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
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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
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! LANDSIDE ALTERNATIVE B
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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 -
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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: -
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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
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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
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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
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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,
,
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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.
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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
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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
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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
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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
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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
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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
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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
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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
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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.
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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
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Revenue Bonds are retired solely from i
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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
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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
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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:
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I EXHIBITS 7A AND 7B
TO BE INSERT INTO i FINAL DOCUMENT
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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.
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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.
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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
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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(
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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.
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1 ABBREVIATIONS
AGL: above ground level
ALS: approach lighting system I ARTCC: air route traffic control center
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ATCT: airport traffic control tower
DME: distance measuring equipment I DNL: average yearly day-night sound level
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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
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instrument flight rules (F.A.R. Part 91)
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LOM; compass locator at outer marker ‘I
‘1 8 MM: middle marker
MSL: mean sea level
NAVAID: navigational aid
NDB: non-directional beacon
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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
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Economic Benefits
McClellan m Palomar Airport
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Coffman Associates and Arizona State University
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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
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1 general.) I BENEFIT TYPES AND MEASURES benefits used in this study:
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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.
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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
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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
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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
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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
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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
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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
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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.)
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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
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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
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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
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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
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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
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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
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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
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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
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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
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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
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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.
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Airport Benefit Surveys
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APPENDIX
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McCLELLAN - PALOMAR AIRPORT
ECONOMIC BENEFIT STUDY
SURVEY FORMS $1 !
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McCLELLAN-PALOMAR AIRPORT
ECONOMIC IMPACT STUDY I
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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.
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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.)
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3. Please estimate total annual operating expenses $
4. Please estimate annual payroll and benefits $
5. Please estimate sales tax paid on gross revenues $
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6. Please estimate annual gross revenues for your business (at this location only):
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a. EITHER indicate amount if you can release it: $
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b. OR mark appropriate range on scale below: i
: $0 I00 400 800 1 10 100
(Thousand) (Million)
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Thank You For Your Participation
McCJellan-Palomar Airport
Carlsbad Area Visitor Survey
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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
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I I. Where is your residence? City State 8 2. What was the main purpose of your trip to the Carlsbad area?
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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.)
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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
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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.
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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) -
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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
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CONFIDENTIAL MATERIAL
McCLELlAN-PALOMAR AIRPORT ECONOMIC IMPACT STUDY
AIRCRAFT OWNER SURVEY
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ENVIRONMENTAL INITIAL 2:
for the proposed
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McCLELLAN-PALOMAR AlF
AIRPORT MASTER PLAN
December 1995
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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
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1 8 environmental consultant
THE BUTLER ROACH GROUP, INC.
1550 North Hotel Circle, Suite 320
San Diego, CA 92108
December 1995
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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
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Other Impacts Not Detailed Above
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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
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35 6
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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.
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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
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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
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NO S I' SOURCE: The Butler Roach
Group, Inc., 1995.
McClellan-Palomar Airport,
Airport Master Plan
Regional Location Map
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SOURCE: The Butler Roach
Group, Inc., 1995.
Vicinity Location Map
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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.
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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).
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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
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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
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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
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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
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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
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The airports most likely
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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
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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:
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"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."
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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.
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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
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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.:
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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
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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.
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, 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
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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).
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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."
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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
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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
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probable earthquake on the Elsinore fault, no significant impacts are expecter
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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
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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
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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
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25 McClellan-Palomar
Airport Mas
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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
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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
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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
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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
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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
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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
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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
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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
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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
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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
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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:
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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
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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
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8
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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. Sexauer, Environmental Analyst
Louis Cruz, Assistant Environmental Analyst
Tom Sheehan, Graphics and Mapping Kecia Woodstra, Word Processing
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Airport Master
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@CO!!!i$ Associates
Airport Consultants
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KANSAS CITY PHOENIX
(8 16) 942-9200 (602) 993-6999
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