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RESOLUTION 22-12
A RESOLUTION OF THE CITY OF MCCALL, IDAHO, ADOPTING THE 2022 MCCALL
AIRPORT MASTER PLAN, PROVIDING FOR RELATED MATTERS, AND PROVIDING AN
EFFECTIVE DATE.
WHEREAS, the McCall City Council initiated an update to the 2022 McCall Airport Master Plan on
Feb. 13, 2020, (AB 20-34); and
WHEREAS, the FAA issued a Grant Offer for Airport Improvement Program (AIP) Project No. 3-16-
0023-028-2020 on July 2, 2020, to pay for 2022 McCall Airport Master Plan update; and
WHEREAS, opportunities for public comment on the proposed 2022 McCall Airport Master Plan were
provided multiple times between November 2020 and May 2022; and
WHEREAS, the Technical Advisory Committee held three meetings between October 2020 and
December 2021 to advise the engineering consultants on the findings in the plan; and
WHEREAS, the 2022 McCall Airport Layout Plan has been submitted to and reviewed by FAA; and
WHEREAS, the 2022 McCall Airport Master Plan was presented to Council for final review and
comments on May 5, 2022 (AB 22-111);
NOW, THEREFORE, BE IT RESOLVED, by the Mayor and City Council of the City of
McCall, Valley County, Idaho that:
Section 1: The 2022 Airport Master Plan is adopted, and a copy of the Plan is attached hereto as Exhibit
1, and by this reference incorporated herein.
Section 2: This resolution shall be in full force and effect upon its passage and approval.
PASSED AND ADOP FED by the City Council of the City of McCall, Idaho, on this 12th day
of May 2022. �O`�`N%"MC'J,,,i.
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By
BessieJo Magner, C. y Clerk
Resolution 22-12 The 2022 Airport Master Plan
May 12, 2022
CITY OF MCCALL
Valley County, Idaho
Signed:
Robert S. Giles, Mayor
MCCALL MUNICIPAL AIRPORT
MASTER PLAN
2022
MCCALL MUNICIPAL AIRPORT (MYL)
CITY OF MCCALL, VALLEY COUNTY, IDAHO
AIRPORT MASTER PLAN
AIP 3-16-0023-028-2020
SUBMITTED TO:
FEDERAL AVIATION ADMINISTRATION
HELENA AIRPORTS DISTRICT OFFICE
AND
IDAHO TRANSPORTATION DEPARTMENT,
DIVISION OF AERONAUTICS
SUBMITTED BY:
PREPARED BY:
PAGE LEFT BLANK INTENTIONALLY
Executive Summary .....................................................................................................................................................................................
...ES1
E.S.1 Overview and Findings ........................................................................................................................................................................ES1
E.S.2 Public Involvement ..............................................................................................................................................................................
.ES2
E.S.3 Proposed Development Summary..................................................................................................................................................ES2
Chapter 1: Airports and Master Plans Introduction ..............................................................................................................................1
1.1 Historical Context ................................................................................................................................................................................
..........1
1.2 The Federal Aviation Administration ......................................................................................................................................................1
1.3 National Plan of Integrated Airport Systems ......................................................................................................................................2
1.4 Funding Airport Projects ..........................................................................................................................................................................
...3
1.5 The Importance of General Aviation .......................................................................................................................................................4
.............................................................................................................................................................................................5
1.7 Airport Master Plans ..............................................................................................................................................................................
.......6
1.8 Public Involvement ................................................................................................................................................................................
.........7
1.9 FAA Design Standards ..............................................................................................................................................................................
....8
1.10 Summary ..........................................................................................................................................................................................
................8
Chapter 2: Socioeconomic Overview ........................................................................................................................................................11
2.1 Area and Airport Overview .....................................................................................................................................................................11
2.2 Aircraft Accidents ................................................................................................................................................................................
........16
2.3 McCall Municipal Airport Grant History ............................................................................................................................................17
2.4 Economic Impact of McCall Municipal Airport ..............................................................................................................................19
2.5 Socioeconomic and Demographic Overview ....................................................................................................................................19
2.6 Socioeconomic and Demographic Review and Conclusion ........................................................................................................26
Chapter 3: Airside and Landside Inventory ............................................................................................................................................29
3.1 Natural Environment ...............................................................................................................................................................................
...29
3.2 Physical Environment ..............................................................................................................................................................................
...39
3.3 Airside and Landside Inventory..............................................................................................................................................................45
Chapter 4: Aviation Forecast ........................................................................................................................................................................59
4.1 Forecast Elements .................................................................................................................................................................................
......59
4.2 Identify Aviation Activity Parameters .................................................................................................................................................60
4.3 Forecast Methodologies ...........................................................................................................................................................................6
1
4.4 Aviation Industry Trends ..........................................................................................................................................................................
.61
4.5 Local Data ........................................................................................................................................................................................
...............64
4.6 Baseline Data .....................................................................................................................................................................................
............92
4.7 Review of Aviation Forecasts ..................................................................................................................................................................94
4.8 Critical Aircraft .................................................................................................................................................................................
.........100
4.9 Summary ...........................................................................................................................................................................................
............102
Chapter 5: Facility Requirements ............................................................................................................................................................105
5.1 General ...........................................................................................................................................................................................
...............105
5.2 Airport Reference Code, Runway Design Code, and Taxiway Design Group ...................................................................105
........................................................................................................................................................................................108
5.4 FAA Design Standards ...........................................................................................................................................................................11
0
5.5 Airspace and Approaches .....................................................................................................................................................................120
5.6 Runway Protection Zone ......................................................................................................................................................................123
5.7 Land Use Zoning ...................................................................................................................................................................................
.....124
5.8 General Aviation Requirements .........................................................................................................................................................125
5.9 Support Facilities ................................................................................................................................................................................
......128
5.10 Utilities ........................................................................................................................................................................................
...............131
5.11 Sponsor’s Strategic Vision ..................................................................................................................................................................131
5.12 Access Control Considerations ........................................................................................................................................................132
5.13 Facility Requirements Summary ......................................................................................................................................................133
Chapter 6: Development Alternatives ...................................................................................................................................................135
6.1 General ...........................................................................................................................................................................................
...............135
6.2 Sponsor and User Input ..........................................................................................................................................................................13
5
6.3 Needed Improvements Summary.......................................................................................................................................................135
6.4 Runway Alternatives ...............................................................................................................................................................................
136
6.5 Taxiway Alternatives ..............................................................................................................................................................................
.138
6.6 ASOS Relocation ...................................................................................................................................................................................
....143
6.7 General Aviation Terminal .....................................................................................................................................................................144
................................................................................................................................................................................146
.......................................................................................................................................................149
6.10 Additional Land Acquisition ...............................................................................................................................................................149
6.11 Obstructions .....................................................................................................................................................................................
.......151
6.12 Alternatives Summary..........................................................................................................................................................................151
Chapter 7: Environmental Overview ......................................................................................................................................................153
7.1 General ...........................................................................................................................................................................................
...............153
7.2 Air Quality .......................................................................................................................................................................................
.............153
7.3 Biological Resources ..............................................................................................................................................................................
..154
7.4 Climate ...........................................................................................................................................................................................
...............155
7.5 Department of Transportation Act 4(f) ............................................................................................................................................156
7.6 Farmlands .........................................................................................................................................................................................
...........157
7.7 Hazardous Materials, Solid Waste, and Pollution Prevention ................................................................................................159
7.8 Historical, Architectural, Archaeological, and Cultural Resources.......................................................................................159
7.9 Land Use ..........................................................................................................................................................................................
.............161
7.10 Aircraft Noise....................................................................................................................................................................................
.......161
7.11 Socioeconomic Impacts, Environmental Justice, and Children's Health and Safety Risks .......................................164
7.12 Visual Effects ...................................................................................................................................................................................
........165
7.13 Water Resources ..................................................................................................................................................................................
..165
7.14 Airport Master Plan Environmental overview ...........................................................................................................................169
Chapter 8: Implementation Plan & Financial Feasibility................................................................................................................173
8.1 General ...........................................................................................................................................................................................
...............173
8.2 Capital Improvement Plan.....................................................................................................................................................................173
8.3 Master Schedule ...................................................................................................................................................................................
.....174
8.4 Airport Funding Sources ........................................................................................................................................................................181
8.5 Financial Feasibility .............................................................................................................................................................................
.....183
8.6 Potential Revenue Enhancement .......................................................................................................................................................187
8.7 Summary ...........................................................................................................................................................................................
............188
Chapter 9: Airport Layout Plan .................................................................................................................................................................189
9.1 General ...........................................................................................................................................................................................
...............189
9.2 Title Sheet .......................................................................................................................................................................................
.............190
9.3 Airport Data Sheet ................................................................................................................................................................................
...190
9.4 Airport Layout Plan (ALP) ......................................................................................................................................................................190
9.5 Airport Airspace ..................................................................................................................................................................................
......191
9.6 Inner Portion of Approach Surface and Runway Departure Surface Drawings ..............................................................191
9.7 Terminal Area ....................................................................................................................................................................................
........192
9.8 Land Use .........................................................................................................................................................................................
.............192
9.9 Airport Photo and Contours .................................................................................................................................................................193
9.10 Airport Property Map (Exhibit “A”)..................................................................................................................................................193
Chapter 10: Planning for Compliance ....................................................................................................................................................195
10.1 General ..........................................................................................................................................................................................
.............195
10.2 Sources of Obligations .........................................................................................................................................................................19
5
10.3 Federal Grant Obligations ..................................................................................................................................................................196
10.4 Grant Assurances .................................................................................................................................................................................
..199
10.5 Complaint Resolution ...........................................................................................................................................................................20
2
10.6 Compatible Land Use ...........................................................................................................................................................................20
2
10.7 Conclusion .......................................................................................................................................................................................
.........203
Chapter 11: Sustainability and Recycling .............................................................................................................................................205
11.1 Sustainability ...................................................................................................................................................................................
........205
11.2 Recycling, Reuse, and Waste Reduction Plan .............................................................................................................................206
11.3 Contents of an Airport Recycling, Reuse, and Waste Reduction Plan ..............................................................................207
Chapter 12: Glossary ..................................................................................................................................................................................
...211
Appendix A: Public Involvement ..............................................................................................................................................................225
Appendix B: Forecast Approval ................................................................................................................................................................295
Appendix C: Agency Coordination ..........................................................................................................................................................297
Appendix D: Airport Zoning and Land Use...........................................................................................................................................311
Appendix E: Airport Layout Plan ..............................................................................................................................................................321
SECTION OVERVIEW
This Airport Master Plan investigated the needs of the
McCall Municipal Airport and was completed by T-O
Engineers in 2022 on behalf of the City of McCall. This
document adheres to all applicable rules, standards,
and regulations outlined in the Federal Aviation
Administration (FAA) Advisory Circulars (ACs) and
Orders.
E.S.1 OVERVIEW AND FINDINGS
This Airport Master Plan commenced in June of 2020, during the lockdowns associated with COVID-19 and amid
widespread uncertainty within the aviation industry. In July of 2020, two major construction projects started - a
relocation of Taxiway A and a reconstruction of the U.S. Forest Service apron. Consequently, some of the aerial
Despite these unprecedented challenges, the Airport Master Plan was completed in less than two years. The main
• Future runway length of 6,510 feet is needed to meet FAA minimum runway length recommendation.
• Airfield geometry and nomenclature revisions are needed to meet current standards and enhance safety.
• There are numerous obstructions, mainly by trees and terrain, penetrating the airport’s protective surfaces
and impacting instrument approach procedures.
• The existing weather station (ASOS) and retention basin impede full hangar development of the infield.
• Snow storage is an extremely important consideration in McCall.
• More open space tie-downs were requested by the airport users.
• Terminal area circulation improvements will enhance safety and efficiency.
•
can be built.
•
• Demand for hangar space increased during the planning study.
• Fire fighting operations typically overflow to the transient apron, along with their support equipment.
• Pavement condition needs to be addressed.
• Forecasted operations in 2040 are projected to be just over 39,000.
•
• There was not enough evidence presented during this study to support the addition of passenger airline
service at the airport within this Airport Master Plan.
E.S.2 PUBLIC INVOLVEMENT
Traditional public involvement (in-person) during this Airport Master Plan required re-imagining using a blend of
virtual, in-person, and hybrid meeting formats and intake of public comments, which was achieved through a series
of dedicated public meetings, online comment forms, a Technical Advisory Committee (TAC), and monthly Airport
•
July 22, 2020.
•
•
•
development alternatives.
•
proposed development alternative drawings. Advertised May 20, 2021.
•
June 2 Open House were displayed at a station with comment forms.
•
•
Layout Plan.
•
E.S.3. PROPOSED DEVELOPMENT SUMMARY
• Phased hangar and taxilane development of the infield. Includes provisions for tie-downs and snow
storage.
• Installation of a new taxiway connecting Taxiway A to Taxiway E at the south edge of the transient apron.
• Reconstruction and reconfiguration of the transient apron pavement and tie-down spaces.
• Phased scheduled pavement maintenance of the runway, taxiways, and taxilanes.
• Installation of a new fire fighting pad to accommodate large helicopters and support equipment.
• Relocation of the ASOS to the south end of the airport.
• Creation of a new General Aviation Terminal area, with an extension of Krahn Lane onto the airport.
• Airfield geometry improvements to the Runway 16 blast pad and Taxiways B-1, A-1, and B-2.
• Extension of the runway to the south by 402 feet for a new total length of 6,510 feet.
• Placeholders for obstruction removal and Snow Removal Equipment (SRE) purchases.
• Land acquisition to accommodate future development.
SECTION OVERVIEW
This section provides an introduction to concepts and
topics central to the United States aviation system. The
information provides an introductory foundation of
knowledge to understand and interpret the remainder
of this Master Plan.
1.1 HISTORICAL CONTEXT
Aviation has been embedded in the United States for more than a hundred years, starting with the Wright brothers’
famous 1903 Flight in Kitty Hawk, North Carolina. It did not take long for government and business to realize the
opportunities offered by controlled, powered flight. From military applications to air mail, government requirements
grew along with technology. Private business also pushed the development of faster, safer aircraft incorporating new
technology into passenger and cargo transport. Through the war effort during World War II, aviation as an industry
truly flourished.
In the years following the war, some aviation officials estimated that half of all households would own private
aircraft. Although that level of aircraft ownership never materialized, the period from the end of World War II to the
early 1980s is considered the pinnacle of general aviation. During this period, community airports were expanded,
and new ones built regularly. Often, a community airport that started as a simple grass runway found itself needing
to develop paved landing areas to accommodate more demanding aircraft. Some communities realized the economic
benefits of a developed “aviation gateway,” and invested in full airport facilities.
Since the 1980s, airport use has slowly shifted from private and recreational operations to business and commercial
services. Today, the aircraft frequenting airport facilities are more demanding than ever, both in size and speed. This
translates to ever-changing needs at airports, including increased runway lengths, stronger pavements, and larger
safety areas.
McCall Municipal Airport is no exception to this development. The airport serves the local citizenry as a
multifunctional airport through fervent backcountry and recreational flying, charter services, business aviation, as
well as hosting one of four U.S. Forest Service Smokejumper bases in the United States. The airport also serves area
businesses as an economic engine.
1.2 THE FEDERAL AVIATION ADMINISTRATION
The Civil Aeronautics Authority (CAA) was created in 1938, and was replaced by the Federal Aviation Agency (FAA)
in 1958 which acted as an independent agency. When the United States Department of Transportation (U.S. DOT)
was created in 1967, the FAA was no longer an independent agency, but now one of the several modal organizations
within the DOT.
The FAA serves as the nation’s aviation authority and is responsible for the safety of civil aviation. The FAA is a large
agency, employing more than 45,000 people and includes a myriad of divisions and offices across the country. The
major roles of the FAA are to regulate civil aviation and promote safety, encourage and develop civil aeronautics to
include new aviation technology, develop and maintain an operating system of air traffic control and navigation for
both civilian and military aircraft, research and develop the National Airspace System (NAS) and civil aeronautics,
develop and carry out programs to control aircraft noise and other environmental effects of aviation, and regulate
U.S. commercial space transportation¹. The FAA is divided into a myriad of divisions, regions, and districts in order to
provide comprehensive aviation authority across the nation.
For airport development projects and grant funding, airport sponsors and planning consultants work with the FAA
Airports Division (ARP). The ARP is further divided into nine regions, which is again split into Airports District
Offices (ADOs). Each ADO is primarily made up of civil engineers and planners. The staff serves as project managers
for federally funded projects, and interact daily with airport sponsors, state officials, and consultants to manage and
direct project which further the overall goals of the national and state aviation systems.
McCall Municipal Airport is within the Northwest Mountain Region; the Airport Sponsor and consultants work
directly with ADO engineers, planners, and environmental specialists for all federally funded projects.
1.3 NATIONAL PLAN OF INTEGRATED AIRPORT SYSTEMS
The national infrastructure of public use airports form the National Plan of Integrated Airport Systems (NPIAS).
The NPIAS is critical to the national transportation system and helps air transportation contribute to a productive
national economy and international competitiveness.
To meet the demand for air transportation, airports and the airport system should have the following attributes:
• Airports should be safe and efficient, located where people will use them, and developed and maintained to
appropriate standards.
• Airports should be affordable to both users and government, relying primarily on producing self-sustaining
revenue, and placing minimal burden on the general revenues of the local, state, and federal governments.
• Airports should be flexible and expandable, able to meet increased demand, and to accommodate new
aircraft types.
• Airports should be permanent, with assurance that they will remain open for aeronautical use over the long
term.
• Airports should be compatible with surrounding communities, maintaining a balance between the needs of
aviation, the environment, and the requirements of residents.
• Airports should be developed in concert with improvements to the air traffic control system and
technological advancements.
• The airport system should support a variety of critical national objectives, such as defense, emergency
readiness, law enforcement, and postal delivery.
• The airport system should be extensive, providing as many people as possible with convenient access to air
transportation, typically by having most of the population within 20 miles of a NPIAS airport.
According to the 2019-2023 NPIAS Report, there were 3,328 airports in the NPIAS which include 3,321 existing
and seven proposed airports. The seven proposed airports are expected to open within five years covered in the
2
report. Airports in the NPIAS are classified as primary or nonprimary, and divided into subcategories under each
classification (Table 1.1).
Table 1.1 Categories of Airport Activities
Commercial Service: Primary: Large: 1% or moreLarge Hub
Publicly owned airports Have more than 10,000
Medium: At least 0.25%, but Medium Hub
that have at least 2,500 passenger enplanements
less than 1%
passenger enplanements each year
Small: At least 0.05%, but Small Hub
each calendar year
less than 0.25%
and receive scheduled
passenger service
Nonhub: More than 10,000, Nonhub Primary
but less than 0.05%
NonprimaryNonhub: At least 2,500 and Nonprimary Commercial
no more than 10,000Service
NonprimaryNot ApplicableReliever
(Except Commercial Service)General Aviation
Figures 1.1 and 1.2 show the distribution of existing nonprimary and primary NPIAS across the nation. To be
eligible for federal funding, and Airport must be included in the NPIAS. McCall Municipal Airport is classified as a
nonprimary, general aviation airport.
Figure 1.1 NPIAS Nonprimary AirportsFigure 1.2 NPIAS Primary Airports
Large Hub, 8%
Commercial
Service, 4%
Relievers, 9%
Medium Hub, 8%
Nonhub, 65%
Small Hub, 19%
General Aviation,
87%
Source: FAA.gov
1.4 FUNDING AIRPORT PROJECTS
The Airport Improvement Program (AIP) was established by the Airport and Airway Improvement Act of 1982 to
provide funding to airports on a priority needed basis. The FAA coordinates this program. The AIP is a user-funded
program and is not funded by federal income tax dollars. The AIP is primarily funded through the Airport and
Airway Trust Fund (AATF). While some of the funds are used for FAA overhead costs, the majority of the money
is distributed to community airports through grants. Eligible airports range from small community facilities to the
largest commercial airports in the national system. Figure 1.3 Airport and Airway Trust Fund (2019)
The AATF is funded by three components: passengers
(tax on ticket sales), cargo (tax on shipping fees), and
fuel (tax on fuels used by aircraft).
Eligible projects include improvements which
enhance airport safety, capacity, security, and address
environmental concerns, and aviation demand at the
airport must justify the projects. Eligible projects
include pavement maintenance, runway construction,
airfield lighting, land acquisition, planning studies, and
automated weather observation stations (AWOS).
Ineligible projects include such things as landscaping,
marketing plans, improvements for commercial
Source: FAA.gov
enterprises, and maintenance or repairs of buildings.
Nonprimary entitlements are funds that are apportioned by formula to airports and may generally be used for any
eligible airport improvement or planning project. Under the current legislation, a nonprimary entitlement of up to
$150,000 per year is granted to smaller general aviation airports, such as McCall Municipal Airport. The nonprimary
entitlement can be saved for up to three years for larger projects. If a project exceeds that amount, it may be eligible
for state apportionment funds (money set aside for the state through the AIP program). If the project exceeds both
the nonprimary and state apportionment funds available, or is a high priority, it can compete on a regional level for
3
discretionary funds through the AIP program.
The Idaho Transportation Department, Division of Aeronautics (ITD Aeronautics) also contributes to airport
development projects. Generally speaking, ITD Aeronautics funds are allocated to pavement maintenance projects
and projects at nonprimary airports. Additionally, the state and local communities typically provide matching funds
for eligible projects, while also supporting the airport with an operations and maintenance budget.
1.5 THE IMPORTANCE OF GENERAL AVIATION
General aviation (GA) includes the manufacturing and operation of any type of aircraft that has been issued an
airworthiness certificate by the FAA, other than aircraft used for scheduled commercial air service (airlines) or
the U.S. Military. GA aircraft enable people, especially those in smaller communities and remote areas, to access
the aviation system in order to move quickly and efficiently across the country for business and pleasure. General
aviation is extremely important because it touches many sectors of the economy from medical evacuations and
patient transport to corporate jets and business use, as well as outdoor enthusiasts and recreational hobbyists.
The Regional Input-Output Modeling System (RIMS-II), is a regional economic model created by the US Bureau of
Economic Analysis. It is a tool used by investors, planners, and elected officials to objectively assess the potential
economic impacts of various projects. This model produces multipliers used in economic impact studies to estimate
the total impact of a project on a region. Based on RIMS-II, every $1.00 generated on a general aviation airport
results in an average of $2.53 generated in the community it serves. This is a cascading effect, creating local jobs and
payroll. Many airports with fewer than 10,000 annual operations produce economic impacts exceeding the amount
of money necessary to operate and maintain their facilities. An operation is the landing, take off, or touch-and-go
procedure by an aircraft on a runway at an airport. The general aviation industry, as a whole, generated a total of
4
1,179,200 jobs, $76.7 billion in payroll, and $246.8 billion in economic output in 2018.
The United States is home to more than 19,000 airports, seaplane bases, heliports, and other landing facilities
developed to provide communities with access to a safe and adequate public system of GA airports. Together these
airports create a transportation infrastructure, providing local communities with access, goods, and services. AIP
funding permits communities to have services which would be otherwise too costly to provide.
In addition to the economic benefits, there are many qualitative benefits contributing to the overall value of airports.
These qualitative benefits include activities for which dollar values cannot be readily assigned but are nonetheless
valuable to the community by enhancing the quality of life, health, welfare, and safety of its citizens. For example,
medical evacuation flights typically use general aviation airports because they are faster, easier on the patient,
and less expensive. Helicopters are often used for aeromedical flights, however some of these flights, specifically,
for neonatal patients, can only be conducted via fixed-wing aircraft due to the equipment needs. GA airports also
provide a support network for disaster relief, and search and rescue efforts. For example, following the wake of
Hurricane Katrina in the southern United States, general aviation airports served as staging areas for the Red Cross,
National Guard, and other organizations providing disaster relief.
In 2009, operators using general aviation airports accounted for an estimated 27 million flights for emergency
medical services, aerial firefighting, law enforcement and border control, agricultural functions, flight training, time-
sensitive air cargo services, business travel, and scheduled services. Overall, airports grant access to greater markets
5
and provide unique and critical support to the local communities, businesses, and citizens.
1.6 PILOT CERTIFICATES
There are different types of pilot certificates which are earned based on a defined FAA standard of knowledge
and performance competency. A pilot certificate, which is often referred to as a pilot’s license, grants the holder
privileges and sets limitations appropriate to the type of certificate earned. There are six types of certificates which
can be obtained in the U.S.
1. Student Pilot – This is the first step in earning any other certificate, and requires the holder
to be at least 16 years of age, and have completed a physical examination which deemed the
holder medically cleared to fly. Student pilot privileges are minimal, but with appropriate training
and experience may fly the aircraft solo strictly to accomplish training requirements.
2. Sport Pilot – This certificate limits the user to light sport aircraft which is not defined on the certificate, but is an
endorsement in the holder’s logbook received after appropriate training (e.g. airplane, rotorcraft, glider). Sport pilots
are limited to a single passenger, flights during the day when visibility is greater than three miles, may not fly above
2,000 feet above the ground, or in any controlled airspace without training and an appropriate logbook endorsement.
3. Recreational Pilot – This certificate offers slightly more privileges than a sport pilot certificate in
regard to the types of aircraft which can be flown, but still limits when and where the holder can fly.
4. Private Pilot – This is the most common pilot certificate for basic hobbyist flying or personal business
without compensation. The training requirements are more intensive than that of the recreational or sport
pilot, but with the associated increase of privileges. Private pilots are allowed to fly at night and in controlled
airspace. Private pilots, like recreational and sport pilots, are not allowed to fly for commercial purposes and
must not be compensated for pilot services, though passengers can pay a pro-rated share of flight costs.
5. Commercial Pilot – This certificate allows a pilot to be paid for their flying services, though compensation
is still regulatory in nature. Commercial pilots must learn to fly complex aircraft, which by definition
have a retractable landing gear, flaps, and a controllable-pitch propeller. Commercial flight training
demands more precision and knowledge about professional flight operations; therefore this certificate
reflects the pilot’s increase in aircraft knowledge, flying skills, and overall airmanship competency.
6. Airline Transport Pilot (ATP) – This is the
most advanced pilot certificate that can be
obtained and is necessary for those who want
to fly charter or for a commercial operator.
This certificate demands the highest level
of piloting ability both in knowledge and
practical competency. To be eligible for an ATP
certificate, a pilot must have logged a minimum
of 1,500 hours and be at least 23 years old.
Pilot certificates should not be confused with
ratings or endorsements, which are additional
skill sets requiring training and performance
competencies. Each pilot certificate has
an accompanying category (e.g., airplane,
rotorcraft, glider, etc.) and class (e.g., single-
engine land, multi-engine land etc.) which further define the pilot’s flying capabilities. Additional ratings include,
multi-engine, seaplane, helicopter, instrument, and flight instructor, to name a few.
A logbook endorsement is a legal record of training, experience, and activity. An endorsement is received from a
Certified Flight Instructor (CFI) as validation a pilot has met requirements and competency for a particular skill.
Endorsements include specific aircraft types like tailwheel and experimental, as well as performance-based skills
such as spins and acrobatics, and additionally include knowledge based competencies and flight review information.
In short, a certificate identifies legal privileges and limitations of the holder, ratings identify aircraft and specific skill-
sets, and endorsements are a supplemental record of training and skills.
Understanding the different types of pilot certificates, ratings, and endorsements aids in understanding the varying
needs of airport users. These needs influence aviation demand, which in turn impact the facility requirements
necessary to meet this demand.
1.7 AIRPORT MASTER PLANS
An Airport Master Plan is a comprehensive study of an airport that describes short, medium, and long term
development plans to meet future aviation demand. The elements of the master plan are guided by the FAA, though
vary in detail and complexity depending upon the size, function, and issues of individual airports (see Figure 1.5). The
elements provide a systematic approach, and build upon each other throughout the process. Master plans present
a strategy for airport development by providing a framework to cost-effectively satisfy aviation demand while
considering the potential safety, environmental, and socioeconomic impacts to users and the local community.
Master Plans generally meet the following objectives:
• Understand the issues, opportunities, and
constraints.
Summer 2020
• Consider the impact of aviation trends.
With the FAA, ITD, and City of
McCall, Develop Scope of Work
• Identify the capacity of existing airport
infrastructure.
Research Inventory
• Determine need for airport improvements.
• Estimate project costs and funding sources.
Aviation Forecast
Identify Critical Aircraft
• Develop a schedule for project
implementation.
FAA Approval of Forecast
• Obtain stakeholder and public input.
1.8 PUBLIC INVOLVEMENT
Facility Requirements
Public input is highly encouraged throughout the
planning process. Each master plan includes a public
Airport Development
involvement program, and the amount of public
Alternatives
involvement typically corresponds to the complexity
Requirements
of the airport and project. Effective public involvement
Draft Drawings & Report
connects numerous parties, including but not
limited to: aircraft owners, hangar tenants, airport
and businesses on airport property, public officials,
governmental agencies, and the general public. The
Summer 2021
Land Use Plan
earlier public input is received, the easier it is to
Public Outreach, Involvement, and Education
incorporate in the planning process.
Capital Improvement Plan
Public involvement programs are typically facilitated
Implementation
by the planning consultant and include multiple
Final Report
strategies, such as forming an Airport Master
Plan Technical Advisory Committee (TAC) of key
stakeholders, local citizens, and decision makers. This group provides insight and input into issues that arise, as
well as provides general information. Public workshops are another common public involvement element. These
are typically held at public locations to inform the general public about the status of the airport and Master Plan
process and to provide the public with access to the airport consultants and government officials. Other methods
used to engage the public are user surveys and public awareness campaigns that utilize fliers, project websites, and
newspaper articles.
This master plan project began amidst the U.S. COVID-19 Pandemic where public gatherings were not possible.
To promote the same level of public involvement and provide the community with the same information and
opportunities, public meetings were initially moved to a virtual setting. For this project, more emphasis was placed
on the project website, to include recorded presentations, a myriad of resources, and a location for the public to ask
questions, provide comments, and encourage information sharing. For more details regarding public involvement
efforts pertaining to this Master Plan, refer to Appendix A.
1.9 FAA DESIGN STANDARDS
The FAA has established standards for the design and construction of airport facilities. There are design standards
for nearly every facet of an airport, and these standards are presented in a collection of documents called Advisory
Circulars (AC). Multiple ACs are pertinent to Airport Master Plans, notably AC 150/5070-6B, Airport Master Plans
and AC 150/5300-13A, Airport Design. The first document details the requirements and guidance for Airport Master
Plans. The second document contains the FAA standards and recommendations for the geometric layout and
engineering design of runways, taxiways, aprons, and other airport facilities.
CRITICAL AIRCRAFT
An key determination of any master plan is the identification of the critical aircraft, discussed in more detail
in Chapter 4, . This is the most demanding aircraft with at least 500 annual local
operations and drives the FAA design standards to be applied at the airport.
FAA CODES, CATEGORIES, AND GROUPS
The FAA has developed a coding system to aid in defining airport design. There are several codes and groups which
define the design elements, and are driven by the airport’s critical aircraft. Particularly important is the two part
coding system which includes the Aircraft Approach Category (AAC) and Airplane Design Group (ADG). The AAC
is designated by a letter (A through E) and is based off the approach speed of an aircraft. The ADG is identified by
a Roman numeral (I through VI) and represents the tail height and wing span of an aircraft. The combination of the
critical aircraft’s AAC and ADG (for example, A-I or B-II) signifies the Airport Reference Code (ARC). The ARC is the
code representing the design standards to be applied at the airport. There are additional design codes which will be
explained throughout the master plan.
1.10 SUMMARY
Table 1.2 Aircraft Approach Category
CategorySpeedGroupTail Height (Feet)
ALess than 91 knotsI<20<49
B91 knots or more, less than 121 knotsII20 - <3049 - <79
C121 knots or more, less than 141 knotsIII30 - <4579 - <118
D141 knots or more, less than 166 knots
IV45 - <60118 - <171
E166 knots or more
V60 - <66171 - <214
Source: FAA
VI66 - <80214 - <262
Source: FAA
A successful Airport Master Plan provides answers and explanations to a wide range of audiences including pilots,
government officials, and the general public. A basic understanding of these concepts will help the reader to
interpret this Airport Master Plan. Even small general aviation airport are complex entities. To plan for the future,
consideration must be given to all aspects involving the airport: current facilities and infrastructure; airport users;
local , state, and federal zoning regulations; regional socioeconomics; national and state aviation systems; and
environmental considerations. These will be discussed throughout this Airport Master Plan study.
REFERENCES
1 FAA, What We Do, Accessed July 2020 at https://www.faa.gov/about/mission/activities/
2U.S. DOT, FAA, NPIAS Report 2019-2023, accessed July 2020 at https://www.faa.gov/airports/planning_
capacity/npias/reports/media/NPIAS-Report-2019-2023-Narrative.pdf
3U.S. DOT, FAA, AIP Handbook, accessed July 2020 at https://www.faa.gov/airports/aip/aip_handbook/media/AIP-
Handbook-Order-5100-38D-Chg1.pdf
GAMA, Contribution of General Aviation to the U.S. Economy in 2018, accessed July 2020 at
4 https://gama.aero/
wp-content/uploads/General_Aviation_s_Contribution_to_the_US_Economy_FINAL_20200219.pdf
5 FAA, General Aviation Airports, A National Asset, accessed July 2020 at https://www.faa.gov/airports/planning_
capacity/ga_study/media/2012AssetReport.pdf
PAGE LEFT BLANK INTENTIONALLY
SECTION OVERVIEW
This chapter provides a general depiction of McCall
Municipal Airport (MYL) and the surrounding area, including
the City of McCall, Valley County, and the State of Idaho.
This is accompanied by a broad description of the airport’s
history, location, economic impact, and demographics.
An analysis of a community's socioeconomic data serves to
help establish the nature of the community and the market
formulation of the aviation demand forecast.
2.1 AREA AND AIRPORT OVERVIEW
CITY OF MCCALL
The City of McCall is a vibrant resort town located on the southern shore of Payette Lake in Valley County, west
central Idaho, and surrounded by the Payette National Forest. It is approximately 100 miles north of Boise along
1
The city encompasses approximately 9 square miles and had an estimated population of 3,600 in 2019. McCall is
the largest city in Valley County and is a destination for outdoor recreational activities.
hunting. They considered the lake to be a sacred and spiritual meeting place. The discovery of gold brought settlers
into the area via the various trails. In the summer of 1889, Tom McCall and his family arrived at the south end of the
lake and acquired the land rights from the only resident, Sam Devers, to establish a town that would eventually bear
his name. Logging would become the backbone of McCall’s economy until 1977, as it provided jobs and materials
needed to construct the town homes, hotels, and businesses. The U.S Forest Service has also had a historical
2
the airport.
Today, McCall’s economy and character revolves around tourism and the many outdoor activities offered
year-round. Its location, small-town character, and amenities make it an attractive location for retirement and
second home. With the highest average snowfall in Idaho, McCall is a haven for outdoor winter activities, such
as snowmobiling, skiing, tubing, and hot springs. Area ski resorts boast a combined 2,600 skiable acres, featuring
vertical drops ranging from 1,800 to 2,800 feet. McCall’s annual Winter Carnival has grown into an iconic Idaho
event, bringing more than 60,000 visitors each year.
In the summer, McCall’s warm sunny days and cool nights provide for outdoor music, art festivals, and lakeside
activities. It is not uncommon for the population to triple during the summer months. Payette Lake is popular for
boating, sailing, jet skiing, and swimming. The North Fork of the Payette River provides a world-class whitewater
playground for kayakers and canoers, and excellent opportunities to view wildlife. There also are numerous hiking
3
.
The City of McCall hosts several historic sites listed in the National Register of Historic Places in Idaho, mainly
located downtown. One location is at the airport. A list of the historic places in McCall is shown in Table 2.1.
Table 2.1 City of McCall Historic Places
PlaceLocationDescription
Southern Idaho Timber Protective 1001 State Street 8 buildings constructed in 1937: Statehouse, garage, pumphouse,
Association (SITPA) Districtmachine shop, 3 storage sheds, long garage. Assistant Fire Warden’s
house constructed in 1950.
McCall District Administrative Site102 West Lake 8 buildings constructed between 1933-1939: Bldgs. A (hay barn), B
Street (Hwy. 55)
104 South 3rd Aircraft hangar constructed in 1932.
Street (Airport)
Source: Idaho State Historic Society, National Register of Historic Places in Idaho
VALLEY COUNTY
Valley County is a rural county located in west central Idaho, covering approximately 3,664 square miles. It is the
4
.
5
extends over 30 miles from Payette Lake at McCall, south to Cascade to Round Valley. The valley was formerly
a summer pasture for livestock from the Boise Valley. Since the completion of the Cascade Dam in 1948, much of
the northern valley has been covered by the Cascade Reservoir. The population of Valley County was estimated at
11,392 in 2019. The county seat is Cascade, and the largest city is McCall.
Like McCall, Valley County is well positioned for outdoor recreation. Located in the geographic center of Idaho, the
terrain in the county is mostly high and rugged, ranging from rolling wooded plateaus to 10,000-foot peaks on the
6
Middle Fork of the Salmon River. The Boise, West, and Salmon River Mountains are the principal mountain chains
in the county. 88 percent of Valley County is contained in portions of three National Forests: Boise, Payette, and
Salmon-Challis. The Frank Church River of No Return Wilderness is also in Valley County, while the Hells Canyon
National Recreation Area is located just west of the county in the Payette National Forest. Outdoor activities include
MCCALL MUNICIPAL AIRPORT OVERVIEW
7
McCall Municipal Airport is a public-use general aviation airport owned by the City of McCall. The airport was
8
purchased 40 acres of land south of downtown McCall for use as a landing strip
northeast to southwest, generally along what is now the diagonal taxiway. In 1931, the City of McCall purchased the
Service Hangar was constructed to support pilots transporting air mail and supplies to remote communities in the
backcountry. In 1943, the U.S. Forest Service established a smokejumper program at the airport, which still exists
9
today with two basedTwin Otter turboprop aircraft
Figure 2.1 Vicinity Map
VICINITY MAP
SANDPOINT
!
HAYDEN
!
POST FALLS
!
!
!
COEUR
MURRAY
D'ALENE
AIRPORT LOCATION
AIRPORT LOCATION
MOSCOW
!
LEWISTON
!
MCCALL
!
Valley County
WEISER
!
!
PAYETTE
EMMETT
REXBURG
!
!
EAGLE
!
GARDEN CITY
MER!IDIAN
!
!
!
!
CALDWELL
HAILEY
IDAHO FALLS
!
BLACKFOOT
MOUNTAIN HOME
!
!
POCATELLO
JEROME
!
RUPERT
TWIN FALLS
!
!
!
BURLEY
PRESTON
!
LOCATION MAP
McCall Municipal Airport is located less than one mile south of downtown McCall, between Idaho State Highway 55
(South 3rd Street) and the North Fork Payette River in the southern part of the city limits. It encompasses 197 acres
Highway 55 on the east side of the airport and Deinhard Lane on the north side. Access to the U.S. Forest Service
Smokejumper Base is via Mission Street on the west side of the airport. Mountain Community Transit operates
a free public transit service for the City of McCall seven days per week from 7:00 AM to 7:00 PM, called the Red
10
Line
provides transit between McCall and Cascade Monday through Friday for a fee.
that is 6,108 feet long and 75 feet wide. The weight-bearing capacity is published as 86,500 pounds for single wheel
.
AIRPORT GOVERNANCE
McCall Municipal Airport is owned and operated by the City of McCall and assisted by an Airport Advisory
City Council. The responsibility of the Airport Advisory Committee is to advise the Airport Manager, City Manager,
and the City Council on matters pertaining to airport planning and operations. Meetings are normally scheduled for
AREA AIRPORTS
As a general rule, a general aviation airport’s service area extends for 30 nautical miles. Boise Airport (BOI) is
located 79 nautical miles from McCall Municipal Airport, and is the only commercial service airport within 100
nautical miles of McCall. There are nine other public-use airports within 30 nautical miles of McCall, along with
several other non-public-use private airports. Of the public-use airports, Cascade and Council Airports are the only
airports besides McCall that have paved runways. Only McCall offers published instrument approach procedures.
Table 2.2 summarizes the other public-use airports in McCall’s service area.
Table 2.2 Airports Within 30 Nautical Miles (NM) of MYL
Longest
Distance NPIAS Lowest Approach
Based Annual Runway (ft)
Airport From MYL Service Visibility
AircraftOperationsand Surface
(NM)LevelMinimums (mile)
Type
McCall Municipal Airport (MYL)7443,600
New Meadows Airport (1U4)9.4 NW01,000Visual
Donald D. Coski Memorial Airport (U84)9.7 S01,525Visual
0400Visual
Reed Ranch Airport (I92)0225Visual
Dirt
Council Municipal Airport (U82)16.9 SW64,000Visual
Cascade Airport (U70)24.1 S179,050Visual
05,750Visual
Landmark USFS Airport (0U0)0900Visual
Warrren USFS Airport (3U1)01,150Visual
Figure 2.2 Vicinity Airports
Figure 2.3 Idaho Airports
IDAHO AVIATION OVERVIEW
There are 302 aviation facilities in the State of Idaho as of
May 21, 2020. Of those, 176 are private-use, while 126
are public-use. Of the 126 public-use airports, all but four
are owned by a public entity, such as a city, county, state,
or federal government. 75 of Idaho’s publicly-owned,
public-use airports are included in the 2020 Idaho
Airport System Plan (IASP), based on eligibility of funding,
11
ownership, and levels of operations.
Out of the 75 airports in the IASP, only 37 are part of the
National Plan of Integrated Airport Systems (NPIAS) for
2019-2023, and are eligible for federal funding assistance
(NPIAS airports). The 38 remaining are non-NPIAS airports,
and not eligible for federal funding, but are eligible for state
funding. Of the 75 IASP airports, seven are commercial
service airports and 68 are general aviation airports.
The seven commercial service airports include Boise Air
Idaho Falls Regional (IDA), Lewiston – Nez Perce County
(LWS), Pocatello Regional (PIH), Pullman-Moscow Regional
are 30 general aviation NPIAS airports in Idaho, three of
which are in Valley County – McCall Municipal, Cascade, and
Council Municipal.
Another airport system known in Idaho is the Idaho Airstrip Network (IAN). According to the website, “The Idaho
Idaho Aviation Association, Idaho Aviation Foundation and the Recreational Aviation Foundation, and other entities
group is held together by a Memorandum of Understanding and is managed by a steering committee and a part-time
12
.
2.2 AIRCRAFT ACCIDENTS
The National Transportation Safety Board (NTSB) is an independent federal agency that investigates civil aviation
accidents in the United States and maintains the Aviation Accident Database & Synopses. Using this database, the
McCall Airport accident history, compiled since 1982, is presented in Table 2.3. There have been 17 accidents at
McCall Municipal Airport, two of which were fatal. One incident was the result of an aircraft striking a deer while
for MYL.
All accidents recorded at the airport occurred under Visual Meteorological Conditions (VMC). VMC represents a
Table 2.3 Aircraft Accidents
Total TotalBroad
Accident Event Aircraft Weather
Aircraft Fatal Nonfatal Phase of
NumberDateDamageCondition
InjuriesInjuriesFlight
Piper Super Cub
WPR19LA120Substantial00VMCArriving
(tailwheel)
SubstantialAir Cam (tailwheel)00VMCLanding
WPR14CA221SubstantialBoeing Stearman 00VMCLanding
(tailwheel)
WPR12CA170SubstantialCessna 180 (tailwheel)00VMCLanding
SubstantialArctic Tern (tailwheel)00VMCLanding
SubstantialPiper Tri-Pacer00VMCTakeoff
SubstantialCessna 180 (tailwheel)00VMCTakeoff
SubstantialBeech T-3402VMC
Around
DestroyedCessna 18200VMCLanding
SubstantialComp Air 6 (tailwheel)01VMCLanding
SubstantialPiper Twin Comanche10VMCLanding
SubstantialPitts S-1 Biplane 00VMCLanding
(tailwheel)
SubstantialCessna 185 (tailwheel)00VMCTakeoff
SubstantialFalcon 10 (jet)04VMCTakeoff
Substantial00VMCLanding
DestroyedCessna 20610VMCLanding
SubstantialCessna 21000VMCTakeoff
2.3 MCCALL MUNICIPAL AIRPORT GRANT HISTORY
Table 2.4, Airport Improvement Program Grant History - FAA, lists the airport improvement projects at the airport that
Transportation Department Division of Aeronautics (ITD Aeronautics) provided the data listed in the table.
Table 2.4 Airport Improvement Program Grant History - FAA
Grant NumberTotal Grant
Fiscal YearProject(s)
(3-16-0023)Amount
1985001-1985
Acquire Land for Development •Rehabilitate Runway •Rehabilitate
Taxiway •Construct Apron Construct Taxiway •Acquire Land for
Approaches Rehabilitate Apron
1988002-1988
1989003-1989
1994004-1994Construct Taxiway •Rehabilitate Apron •Conduct Airport Master
Plan Study •Construct Apron
1995005-1995Conduct Airport Master Plan Study
1997006-1997Construct Taxiway • Rehabilitate Taxiway • Acquire Land for
Approaches • Improve Runway Safety Area • Conduct Airport Master
1997007-1997Improve Runway Safety Area
2002008-2002Rehabilitate Runway • Rehabilitate Runway Lighting • Remove
Obstruction • Install Miscellaneous NAVAIDS
2003009-02003Install Perimeter Fencing • Conduct Airport Master Plan Study
2006010-2006Update Airport Master Plan Study
2006011-2006
Rehabilitate Runway •Rehabilitate Taxiway
2007012-2007
Conduct Aeronautical Study for WAAS Approach •Rehabilitate
Runway
2008013-2008
2008014-2008
2009015-2009
2009016-2009Rehabilitate Taxiway
2009017-2009
2009018-2009
2010019-2010
Rehabilitate Runway
2011020-2011
2014021-2014
Install Miscellaneous NAVAIDS •Rehabilitate Taxiway •Rehabilitate
Runway
2016022-2016
2017023-2017
Reconstruct Apron
024-2018
2018Construct Taxiway
025-2018
2018Construct Taxiway
2019026-2019Conduct Miscellaneous Study
2020027-2020Construct Taxiway
2020028-2020Update Airport Master Plan Study
2020029-2020
2.4 ECONOMIC IMPACT OF MCCALL MUNICIPAL AIRPORT
This section provides a general description of how general aviation, and general aviation airports contribute to local
Transportation Department’s 2020 Idaho Airport System Plan Update.
13
.
Table 2.5 below compares the economic impact
of peer airports with MYL.
Table 2.5 Economic Impact Comparisons
Airport JobsLabor IncomeEconomic Output
McCall Municipal Airport
307
(MYL)
51
1,026
Driggs-Reed Memorial
119
Friedman Memorial Airport
3,020
(SUN)
Lemhi County Airport (SMN)140
Sandpoint Airport (SZT)873
2.5 SOCIOECONOMIC AND DEMOGRAPHIC OVERVIEW
McCall Municipal Airport. The City of McCall and Valley County were the focus of socioeconomic conditions, with
some comparisons made to state and national conditions.
Airport Master Plans, states the economic characteristics of a community
example, manufacturing and service industries tend to generate more aviation activity than resource industries such
as agriculture. Additionally, the demographic characteristics of an area’s population affect the demand for aviation
income, usually measured on a per capita basis, which is a good indicator of propensity to travel, as well as use and
general aviation aircraft ownership.
between groups. Socioeconomic status is derived from the relative economic and sociological position compared
to other groups, such as income, wealth, education, and occupation. Demographic data is similar but distinct,
typically describing a population, including items such as age and population size. Local socioeconomic conditions
and demographics play a considerable role in the demand for air transportation services. As a simple example, the
demographics of a large urban area, such as Seattle, indicate very large population base which correlates to a higher
demand for commercial air service. Demographics associated with a smaller population base in a recreational
with local population trends.
The primary socioeconomic indicators examined for this master plan include population, household income,
being of the local economy and historically correlate with the local level of aviation activity and aircraft ownership.
employable positions that exist with businesses in the area. These socioeconomic indicators also give an indication
annual monetary wage per head of household. High per capita personal income in an area is usually a good indicator
discretionary income would result in an increased demand for business and leisure air travel.
Aviation demand in an airport’s market often correlates with population. As of the 2010 Census, the total population
Figure 2.4 shows the population of
McCall and Valley County between 1970 and 2010.
Figure 2.4 Historical Populations
12,000
10,000
8,000
6,000
Population
4,000
2,000
-
19701980199020002010
McCallValley County
Figure 2.5 shows the estimated population in McCall and Valley County according to the U.S. Census 2018 population
2010, where the county grew at a faster rate than McCall.
Figure 2.5 Population Estimates (2010-2019)
12,000
10,000
8,000
6,000
4,000
2,000
-
2010201120122013201420152016201720182019
McCallValley County
Population projections for Valley County were derived from Woods and Poole Inc. Woods and Poole is an
Figure 2.6 shows population
Figure 2.6 Valley County Population Projections
18,000
16,000
14,000
12,000
10,000
8,000
6,000
4,000
2,000
0
20202025203020402050
Valley County
Figure 2.7 shows the comparison of age distribution of McCall, Valley County, Idaho, and the United States as of U.S.
Figure 2.7 Age Distribution
20
18
16
14
12
10
8
6
4
2
0
Under5 to 910 to15 to20 to25 to35 to45 to55 to60 to65 to75 toOver
51419243444545964748485
McCallValley CountyIdahoUnited States
Figure 2.8 illustrates the educational attainment for McCall, Valley County, Idaho, and the United States. A much
higher percentage of McCall’s population has an advanced degree than the county, state, and U.S.
Figure 2.8 Educational Attainment
35
30
25
20
15
10
5
0
Less than 9th9th to 12thHigh schoolSome college,Associate'sBachelor'sGraduate or
gradegrade, nograduateno degreedegreedegree orprofessional
diploma(includes GED)higherdegree
McCallValley CountyIdahoUnited States
Figure 2.9 illustrates median household income for McCall, Valley County, and the United States based on U.S.
Census 2018 estimates. Median household income is the amount that divides income into two groups, half receiving
income above that amount, and half receiving income below that amount. McCall falls below the county, state, and
Figure 2.9 Median Household Income
$70,000
$61,937
$60,000
$55,583
$55,299
$50,000
$42,112
$40,000
$30,000
$20,000
$10,000
$0
McCallValley CountyIdahoUnited States
Per Capita Income (PCI) is the average income of the people in an economic unit, such as a county or city in a
given year. It is calculated by taking a measure of all sources of income in the aggregate and dividing it by the total
over time in per capita growth or decline have economic, social, and political repercussions. Counties with smaller
natural disaster, and major state or federal projects.
Per Capita Income is one of the most widely used indicators for gauging the economic performance and changing
fortunes of local economies. The PCI for McCall, Valley County, Idaho, and the United States is displayed in Figure
2.10. As shown, the PCI for McCall and Valley County are higher than the State of Idaho, but lower than the United
States.
Figure 2.10 Per Capita Income
$35,000
$30,000
$25,000
$20,000
$15,000
$10,000
$5,000
$-
McCallValley CountyIdahoUnited States
As mentioned previously, McCall is a recreational destination for outdoor enthusiasts. As such, the local economy
revolves around services provided to tourists visiting and staying in McCall, as well as using McCall as a stepping
point toward their venture into the backcountry. Figure 2.11 illustrates this point by showing a high percentage
of employment for McCall residents in the arts, entertainment, recreation, and accommodation industry when
compared to the county, state, and U.S. Also noteworthy is the employment in health care, education, and social
services. St. Luke’s McCall Medical Center is located in downtown McCall, which is a service not usually afforded to
2019.
Figure 2.11 Employment by Industry
Public Administration
Other services, except public admin
Arts/entertainment/recreation/accomodation
Education/health care/social services
Professional/scientific/management/admin
Finance/insurance/real estate
Information
Transportation/warehousing/utilities
Retail trade
Wholesale trade
Manufacturing
Construction
Agriculture/forestry/fishing/mining
05101520253035
% of Population
United StatesIdahoValley CountyMcCall
From 2010 through 2019, the unemployment rate in Valley County, Idaho, and the United States, had been on
a steady decline according to the U.S. Bureau of Labor Statistics, with the county showing the biggest drop in
unemployment, as shown in Figure 2.12 Unemployment Rate (2010-2019). The events in early 2020 regarding
Coronavirus (Covid-19) caused a sharp increase in unemployment due to social distancing and stay at home
14
.
Figure 2.12 Unemployment Rate
18
16
14
12
10
8
6
4
2
0
2010201120122013201420152016201720182019
Valley CountyIdahoUnited States
2.6 SOCIOECONOMIC AND DEMOGRAPHIC REVIEW AND CONCLUSION
An airport is an important element of a community’s quality of life and development plans. As discussed in this
chapter, McCall is a vibrant resort town with access to a wide array of outdoor activities. Seasonal residents and
recreational visitors provide a strong customer base for local businesses, who may eventually retire and become
can triple the number of people within the city limits during peak recreational periods. McCall’s population is
value on maintaining the mountain character and small town feel of McCall.
REFERENCES
1 U.S. Census Bureau, McCall ID, accessed May 2020 at
2 2018 McCall Area Comprehensive Plan, accessed May 2020 at
3 City of McCall, Our McCall Community, assessed May 2020 at
4 U.S. Census Bureau, Valley County, ID, access May 2020 at
5 Valley County, State of Idaho, accessed May 2020 at
6 2018 Valley County Comprehensive Plan, accessed May 2020 at
7 FAA, Airport Data and Information Portal, accessed May 2020 at
MYL
9 U.S. Forest Service, McCall Smokejumpers, accessed May 2020 at
10 Treasure Valley Transit accessed May 2020 at
11 2020 Idaho Airport System Plan Update accessed May 2020 at:
12 Idaho Aviation Association, accessed May 2020 at
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SECTION OVERVIEW
The inventory of existing facilities details the natural and
physical environment, as well as the airside and landside facilities
of McCall Municipal Airport.
The information herein will provide the essential background
information used throughout this Airport Master Plan, and
provide basic information which will assist in the development of
the forecast and facility requirements.
Information for the existing airport and surrounding area was
collected through several sources, including site visits, historical studies, airport personnel, the Fixed Base Operator
(FBO), airport tenants and users, the FAA, ITD Aeronautics, and numerous online research portals.
3.1 NATURAL ENVIRONMENT
TOPOGRAPHY
surfaces, which may be encountered during projects. Topography includes not only the natural landscapes such as
patterns and precipitation.
The City of McCall is in the High Glacial Drift-Filled Valley ecoregion. This ecoregion contains terraced, outwash
plains, moraines, wetlands, and rugged hills which are not densely forested. Natural and original landscapes include
Winters in this region are cold and snowy and the area receive large amounts of runoff in the spring from mountain
1
snow. In the summer, pastures are used for livestock and cropland.
As can be seen in Figures 3.1 and 3.2
with some sloping terrain to the south of airport property. The airport is within miles of foothills for several ridges
and is quickly surrounded by the mountainous terrain of the Payette National Forest.
Figure 3.1 McCall Municipal Airport Ground Contour Map
Figure 3.2 McCall Area Topography
GEOLOGY AND SOILS
According to the Natural Resources Conservation Service (NRCS) Custom Soil Report, the soil at McCall Municipal
Airport is 66.5% donnel sandy loam variety, 30.5% gestrin loam variety, 0.7% McCall Complex, and 2.3% melton
loam.
• Donnel sandy loam – Deep well drained soil formed in alluvial material weathered from granite, with rapid
permeability.
• Gestrin loam – Deep, well drained soil formed in mixed alluvium from glacial outwash or glacial till, with
moderate permeability.
• McCall Complex – Very deep, excessively drained soils with formed in moderately coarse textured cobbly and
stony glacial till.
• Melton loam – Very deep, poorly drained soils, formed in alluvium from glacial outwash, consisting of a very hard
granular structure.
Table 3.1 McCall Municipal Airport Soil Distribution
Map Unit SymbolMap Unit NameAcres in AOIPercent of AOI
16Donnel sandy loam, 0 to 2 percent slopes9.24.8%
17Donnel sandy loam, 2 to 4 percent slopes119.161.7%
22Gestrin loam, 0 to 2 percent slopes50.025.9%
23Gestrin loam, 2 to 4 percent slopes8.94.6%
31McCall complex, 5 to 50 percent slopes1.30.7%
34Melton Loam4.52.3%
Total for Area of Interest193.1100.0%
Figure 3.3 McCall Municipal Airport Soils Map
VEGETATION
Valley County, and the City of McCall are located near the center of the Payette National Forest. Forested areas are
Idaho fescue, bluebunch wheatgrass, sagebrush, and bitterbrush are the primary local shrubberies, and the area is
2
.
The 2012 USDA Hardiness Zone Map is the standard by which gardeners and growers can determine which plants
3
the average minimum temperature extreme is -20 to -15°F.
Outside of the cleared area are scattered low density clusters of trees.
Figure 3.4 Airport Vicinity Vegetation
CLIMATE
cold snowy winters, and warm dry summers.
The average annual high temperature for McCall is 54°F, and the average annual low is 27°F. The average maximum
temperature for the hottest month of the year is 80°F occurring in July.
Average annual rainfall is 42 inches, and snowfall is 138 inches. As shown in Figure 3.5, the wettest months start
in January, taper down throughout the summer months, then increase through the fall and winter to peak in
4
December.
Figure 3.5 City of McCall Climate Graph
WIND COVERAGE
The FAA advises that the primary runway at an airport be oriented in the direction of the prevailing wind. The most
desirable runway orientation is based on the largest wind coverage with the minimum crosswind. By aligning the
runway with the predominant wind there is an increase in operational safety due to the aerodynamic design of an
aircraft. A crosswind is a wind which is not parallel with the runway, and wind coverage is the percentage of time
a crosswind is below an acceptable speed. Thus, properly aligning a runway provides the best wind coverage and
allows for safer operations at individual airports.
If the primary runway does not meet this coverage, a crosswind runway may be recommended.
Aircraft are capable of taking off and landing with a crosswind though this greatly depends on the velocity of the
crosswind, the particular aircraft, and the skill of the pilot. Generally, the smaller the aircraft, the more it is affected
by a crosswind, and this factor is considered as part of runway orientation and design. The selected AAC and ADG as
discussed in Chapter 1, are combined with the runway approach and visibility minimums to form the Runway Design
allowable crosswind component. Therefore, the acceptable crosswind component for a runway is appropriate for
the aircraft which regularly use the runway, see Table 3.2.
On the following page are three wind roses for McCall Municipal Airport. A wind rose is a graphical representation
of wind in terms of the direction the wind is blowing from, wind strength, and percentage of time. Wind data is
unique to a geographical location; therefore, a wind rose represents data collected over a certain period of time, in a
particular location.
The downloaded wind data contained wind direction and speed for every year, for the past 10 years. A total of
112,916 observations were included in the all-weather wind rose, 29,566 for the Instrument Flight Rules (IFR) wind
order to ensure adequate runway coverage under all meteorological conditions.
Based on this wind analysis, Runway 16/34 at McCall Municipal Airport maintains greater than 95% wind coverage
for all weather scenarios and does not exceed the allowable crosswind component for any RDC category.
Table 3.2 Allowable Crosswind Component by Runway Design Code
RDCAllowable Crosswind Component
A-I and B-I*10.5 Knots
A-II and B-II13 Knots
A-III, B-III, 16 Knots
C-I through C-III,
D-I through D-III
A-IV and B-IV,20 Knots
C-IV through C-VI,
D-IV through D-VI
* Includes A-I and B-I Small Aircraft
Figure 3.6 All Weather Wind Rose
Figure 3.7 IFR Wind Rose
Figure 3.8 VFR Wind Rose
Table 3.3 Wind Coverage
Weather ConditionWind Speed in KnotsRunway 16/34 Coverage
All Weather10.598.92%
118,062 Observations1399.49%
1699.91%
2099.99%
IFR10.598.91%
29,566 Observations1399.49%
1699.92%
2099.99%
VFR10.598.96%
88,496 Observations1399.49%
1699.88%
2099.98%
In addition to the wind roses, the same data was overlaid on a satellite image of McCall Municipal Airport. This view
offers clarity for wind direction and strength.
The All Weather Overlay, Figure 3.9, includes 118,062 observations and shows the predominant wind blowing
directly parallel to Runway 16/34. Although there is some crosswind from the south and west, the speed of the
crosswind remains below the acceptable limits for the RDC.
Figure 3.9 All Weather Overlay
XJOE!TQFFE
?>!33!loput
28!.!33!loput
22!.!28!loput
8!.!22!loput
5!.!8!loput
2!.!5!loput
Figure 3.10 depicts wind information during instrument meteorological conditions (IMC), when visibility is less than
three miles. This includes 29,566 observations, and shows the winds are typically from the south during instrument
conditions. Although the wind is not directly aligned with the runway, the velocity primarily remains within
acceptable limits for the RDC, and therefore maintains greater than 95% wind coverage.
Figure 3.10 IFR Overlay
Figure 3.11 depicts wind information during Visual Meteorological Conditions (VMC), when visibility is three miles
or greater. This includes 88,496 observations, and is very similar to the All Weather Overlay. Again, the wind is
predominantly from the south, with some crosswind of acceptable speed from the west.
Figure 3.11 VFR Overlay
XJOE!TQFFE
?>!33!loput
28!.!33!loput
22!.!28!loput
8!.!22!loput
5!.!8!loput
2!.!5!loput
3.2 PHYSICAL ENVIRONMENT
AIRPORT AREA ZONING
Land use in the vicinity of the airport can have an impact on the operations and growth potential. As stated, the
airport is owned by the City of McCall and therefore they are obligated to ensure compatible land use around the
airport as part of the Airport Improvement Program (AIP) Grant Assurance #21, Compatible Land Use (see Chapter
10, Planning for Compliance. By understating typical issues surrounding the airport, appropriate land use planning can
Figure 3.12
northwest corner of the airport limits four dwelling per acre.
establishments to include retail, service, or automobile establishments, and 40 dwellings per acre are permitted.
5
around the airport includes governmental facilities, or cultural and recreational facilities.
Figure 3.12 shows future land uses around the
Figure 3.12 McCall Zoning and Future Land Use
AIRSPACE AND APPROACHES
In the United States there are two categories of airspace; regulatory airspace which is governed by the FAA, and
non-regulatory airspaces for special uses associated with military operations or national security. Within these two
categories there are four different types to include controlled, uncontrolled, special use, and other airspace. For the
purpose of this study, the important airspace types to note are controlled and uncontrolled. See Figure 3.13 for a
breakdown of FAA airspace.
Figure 3.13 National Airspace System
Figure 3.14 McCall Municipal Airport Airspace
appropriate for the types and quantity of operations
large cities and busy commercial service airports
will be highly regulated, as opposed to airspace in
sparsely populated areas or remote airports.
The airspace surrounding McCall is designated
uncontrolled, Class G airspace, at the surface.
Despite being uncontrolled, the FAA mandates
feet above the ground, the airspace transitions to
cloud clearance and visibility requirements are in place.
The Airport has two instrument approach procedures, RNAV (GPS) RWY 16, and RNAV (GPS) RWY 34. Instrument
approaches are maintained by the FAA with the purpose of providing properly equipped aircraft the ability to land at
Figure 3.14 Instrument Approach Procedure Runway 16
NOT FOR NAVIGATION
Figure 3.15 Instrument Approach Procedure Runway 34
NOT FOR NAVIGATION
In addition to instrument approach procedures, McCall Municipal Airport has a single instrument departure
procedure, which provides a transition for departing aircraft to join the network of instrument airways in the FAA
national airspace system.
Figure 3.16 Instrument Departure Procedure
NOT FOR NAVIGATION
3.3 AIRSIDE AND LANDSIDE INVENTORY
of aircraft. Typically, this includes three elements, the runway, taxiways, and apron areas, and includes all support
infrastructure necessary to make those elements operational, (e.g., signage, markings, navigational aids).
is typically referred to in terms of passenger-processing, and possible maintenance or freight support. For the
purposes of this study, landside will refer to airport access, automobile parking, and any non-aviation related
activities.
RUNWAY
McCall Municipal Airport is served by a single runway, 16/34, which is 6,108 feet long and 75 feet wide. Runway 16
has a 50-foot blast pad which is appropriate marked. The runway surface is asphalt and has a weight bearing capacity
of 86,000 pounds single wheel, 141,000 pounds double wheel, and 261,000 pounds single tandem.
The runway is appropriately marked with nonprecision markings. Although there is precision instrument approach
for Runway 34, the minimum visibility for that approach is higher than the minimum visibility required for precision
runway markings.
The runway is equipped with Medium Intensity Runway Lighting (MIRL). These lights outline the runway and
are white for the primary length of the runway, then turn to amber for the last 2,000 feet (Figure 3.18). The lights
marking the end of the runway are called runway end lights, or threshold lighting (Figure 3.19). These lights emit red
toward the runway identifying the end of the runway for departing aircraft, and green outward from the runway end
to indicate the runway threshold for landing aircraft. The runway lighting is pilot controlled, meaning the lights are
defaulted to be off, and pilots have the ability to turn them on from the aircraft. This is done by the pilot clicking the
for 15 minutes once activated.
Figure 3.19 Runway End Lights
Figure 3.18 Runway Edge Lights
6
.
Figure 3.20 REILS
approach angle for landing on the runway. Runway 16 has a 2-light Precision Approach Path Indicator (PAPI),
however, due to numerous trees located on private residences in the approach path, the PAPI is permanently
out of service. Runway 34 has a 2-box Visual Approach Slope Indicator (VASI). Both systems emit red and white
lights, with changing patterns depending on the approach angle of the incoming aircraft. These lights are visible for
7
approximately 3-5 miles during the day and up to 20 miles at night.
Figure 3.21 Runway 16 PAPI
Figure 3.22 Runway 34 VASI
TAXIWAY
Taxiways at airports provide a designated path for aircraft movement connecting the runway to the apron, hangars,
and support facilities. McCall Municipal Airport has a full parallel taxiway, Taxiway A, on the east side of the runway.
The taxiway was newly constructed in 2020, and is 50 feet wide with 300 feet of clearance from the runway
runway end 34.
There is a partial parallel taxiway on the west side of the runway, designated Taxiway B, connecting the runway to
the USFS air tanker base.
Figure 3.23 Taxiway A1 ConnectorFigure 3.24 TaxiwayA5 Connector
NAVIGATIONAL AIDS
Navigational Aids (NAVAIDs) are electronic and visual air navigation aids including lights, signs, and associated
vital information to pilots maneuvering around airports.
McCall Municipal Airport does not maintain a NAVAID for the purposes of an instrument approach, however, there
is a Very High Frequency Omni-directional Range (VOR) located approximately 10 miles to the southwest of the
Airport. A VOR broadcasts a VHF radio signal, which allows aircraft to navigate using directional magnetic bearings
emitted from the facility. In the case of McCall, the VOR is not associated with an instrument approach, but is
operational and can provide distance and radial information from the facility.
The Airport maintains other visual NAVAIDS in addition to the runway and taxiway lighting and signage discussed
previously in this chapter, and include the airport beacon, segmented circle, and lighted windcone.
Airport beacons are rotating omni-directional lights, mounted Figure 3.25 Airport Beacon
on tall towers and indicate the location of a lighted airport. In
light patterns emitted from the rotating beacon. The airport
emergency services heliport.
and green identifying it as a lighted, land airport. The beacon is in
operation from sunset to sunrise, and when ground visibility is less
than three miles.
The Airport is equipped with a segmented circle and lighted
wind cone located east of the parallel taxiway, towards runway
end 16. The segmented circle acts as a central location for easy
pattern direction for incoming aircraft. The segmented circle
The segmented circle and wind cone were replaced in 2020 as part
of the taxiway relocation project.
Figure 3.26 Segmented CircleFigure 3.27 Wind Cone
WEATHER INFORMATION
Weather information at the Airport is provided by an on-site Automated Surface Observation System (ASOS).
The ASOS provides hourly observations, with additional reports in the event weather changes rapidly. Conditions
reported are wind direction and strength, to include gusts and wind shifts, pressure altitude, visibility, cloud layers
and condition (i.e., scattered, broken, overcast). ASOS information can be obtained in an aircraft on frequency
websites.
Figure 3.28 ASOS
APRON
The apron for McCall Municipal Airport is located on the north eastern corner of the airport. The apron has a total
of 110 open tie-downs; 97 for small aircraft, 8 medium, and 5 for large aircraft with an additional area for large
compass in an aircraft (Figure 3.31).
Figure 3.29 Apron and Tie-Down Area
Figure 3.31 Compass Rose
BASED AIRCRAFT
According to McCall Municipal Airport’s FAA 5010 Master Record dated May 21, 2020, there are a total of 74 based
aircraft to include 77 single-engine, 8 multi-engine aircraft, and a helicopter.
The airport manager continually maintains an internal based aircraft inventory. The 2020 inventory lists 95 based
aircraft. For the purpose of this study, the Airport’s internal inventory is assumed to be the most accurate and will be
used for further exploration in the forecast.
PAVEMENT CONDITION
Pavements at airports are routinely surveyed by the state transportation department, and result in a Pavement
Condition Index (PCI) score. The PCI scores range from 0-100 with 0 representing failing conditions, and 100
identifying perfect conditions. The score acts as a general gauge for operational condition. Typically, the range
between 50-80 indicated the window where rehabilitation is needed. A PCI score lower than 50 is no longer a
candidate for rehabilitation and requires complete reconstruction.
ITD Aeronautics tracks pavement conditions of Idaho’s airports. This allows ITD to determine priority across the
state’s airports in determining the need for rehabilitation and maintenance.
As can be seen from Figure 3.32, pavement conditions vary throughout the Airport. The majority of the pavement
is between fair and good condition, however some areas do exist with a score less than 50 requiring complete
8
reconstruction.
Figure 3.32 ITD PCI Survey
AIRPORT SERVICE PROVIDERS
McCall Aviation - Salmon Air is the single Fixed Base Operator (FBO) at McCall Municipal Airport. This is a full
service FBO which offers line service for 100LL and Jet A refueling in addition to a 24-hour self-service 100LL fuel
tank. Additionally, McCall Aviation offers tug services, type I deicing, and bottle or in-plane oxygen service. The FBO
refreshments to patrons. The FBO facilities include a maintenance hangar and pilot’s lounge.
9
.
Figure 3.33 McCall Aviation
Figure 3.35 McCall Aviation Self Service 100LL
Figure 3.36 McCall Mountain/Canyon Flying Seminars
Mountain/Canyon Flying Seminars was established
Several seminar options are available to include but
not limited to, Part 121 professional pilot courses,
tailwheel endorsement, backcountry fundamentals, and
advanced aviation safety courses which include short
area training. They maintain three aircraft available as
10
rentals.
Sawtooth Flying Services is based out of McCall
Figure 3.37 Sawtooth Flying Services
Municipal Airport and provides backcountry destination
11
gear to and from launch points.
Dew Aviation provides maintenance support at McCall
Municipal Airport. Maintenance capabilities include long
annuals, and aircraft parts and tires.
Gem Air is based out of Salmon, Idaho but offers a
variety of services at McCall Municipal Airport. Services
12
and explorers throughout the mountain northwest.
MYL High Flying Club is located at the Airport, and was established in 2016. The club maintains three aircraft,
a C-172, C-182, and a PA-32 available for member rental. Membership is capped at 8 people per aircraft to
ensure members have desired access to aircraft. The MYL High Flying Club promotes aviation by encouraging and
sponsoring aviation activities and a scholarship program with the purpose of enabling a selected local student to
13
complete their pilot training.
AIRPORT OPERATORS
The U.S. Forest Service has been a non-commercial operator out of McCall Municipal Airport since 1944. The U.S.
Forest Service currently maintains a complex on the west side of the airport which includes a smoke jumper base and
training facility, air tanker base, Krassel Helibase, and Payette Interagency Fire Dispatch.
The McCall smokejumper base is one of four U.S. Forest Service training bases in the United States, and the base has
been in operation since 1944. The base is home to approximately 70 smokejumpers during the summer months, and
owned AT-802 Air Tractor, and a viewing station is open to the public to observe operations from a safe distance.
Figure 3.38 USFS SD3-60 Sherpa
Krassel Helitack was relocated to McCall Municipal Airport in 2014 and is assigned to the 1.2 million acres of
emergency medical shorthaul programs in the nation. The crew is equipped to respond to a variety of missions
support. Helicopters on contract include a Sikorsky SH-3 Sea King, and an A-Star 350, though this is subject to
14
change on an annual basis as contracts change.
Figure 3.39 A-Star 350
HANGARS
private. The Johnson Flying Service Hangar, also known as the Pioneer Hangar, is listed in the National Register of
Historic Places. This hangar was built in 1932 for the purpose of sheltering and servicing airplanes transporting
airmail and supplies. In 1944 Pioneer Hangar became the USFS backcountry base as they became established at
Figure 3.40 Historic Pioneer HangarFigure 3.41 Box Hangars
SNOW REMOVAL
Snow removal at McCall Municipal Airport is accomplished by airport staff using a 20 foot plow, 644 John
Deer Loader, New Holland rotary broom, and a Rolba snowblower. A snow removal plan places priority on the
runway, taxiway and taxiway connectors respectively, and snow removal for private or commercial areas are the
responsibility of the tenant. Equipment is stored in a designated Snow Removal Equipment (SRE) building.
Figure 3.42 Snow Removal Equipment
AIRCRAFT RESCUE AND FIREFIGHTING (ARFF)
McCall Municipal Airport is a general aviation facility, therefore not required to have on-site ARFF facilities and
allowing for quick response and excellent accessibility to airport facilities when needed.
FENCING
airport, and wildlife fencing around the south. Fencing is in fair to poor condition with large gaps allowing wildlife to
penetrate.
AIRPORT ACCESS
Access to the airport can be gained through one of four secure vehicle access gates or man-doors. There is public
parking with a capacity of approximately 50 parking spots, and the parking lot is frequently at capacity.
REFERENCES
1 NRC, Ecoregions of Idaho, accessed May 2020 at https://www.nrc.gov/docs/ML1018/ML101800248.pdf
2 USDA, Nature and Science, Payette National Forest, accessed May 2020 at https://www.fs.usda.gov/main/
payette/learning/nature-science
3 USDA, Agricultural Research Service, Plant Hardiness Zone Map, accessed May 2020 at https://planthardiness.
ars.usda.gov/PHZMWeb/
4 US Climate Data, McCall Idaho, accessed May 2020 at https://www.usclimatedata.com/climate/mccall/idaho/
united-states/usid0156
5 City of McCall, Area Planning and Zoning Commission, accessed May 2020 at
codebook/index.php?book_id=497
6 FAA, JO 6850.2B, Accesses July 6. 2020 https://www.faa.gov/documentLibrary/media/Order/FINAL%20
FAA%20Order%206850.2B.pdf
7 FAA, AIM, accessed May 2020 at
html
8 ITD Interactive Pavement Management Tool, accessed June 2020 at https://www.arcgis.com/apps/
webappviewer/index.html?id=9ef124176f16406595ef6d61f4870ee9
9 McCall Aviation, accessed June 2, 2020 at https://www.mccallaviation.com/
10 McCall Mountain/Canyon Flying Seminars, accessed June 2, 2020 at
11 Sawtooth Flying Services, accessed June 2020 at
12 Gem Air, accessed July 2020 at
13 MYL High Flying Club, accessed August 2020 at
14 USFS, Krassel Helitack Crew, accessed June 24, 2020 at https://www.fs.usda.gov/detail/payette/
landmanagement/resourcemanagement/?cid=fsm9_030950
SECTION OVERVIEW
This chapter will analyze the existing aviation activity at
McCall Municipal Airport, and using approved forecasting
methodologies, determine a realistic forecast of aviation
demand. This analysis will determine a baseline of activity for
the year 2020, and provide short (5 year), medium (10 year), and
long (20 year) term projections.
4.1 FORECAST ELEMENTS
The forecast of future aviation activity at the airport is the foundation for effective airport planning and
growth, including anticipated infrastructure development needs, and a timeline for which development needs should
be met.
FAA Advisory Circular (AC) 150/5070-6B, , and FAA Order 5090.5,
, states that forecasts
should be:
Realistic
Based on the most recent data available
Be supported by information in the study
In following FAA guidance, the forecast process is divided into seven elements:
Step 1. Identify aviation activity parameters and measures to forecast
Step 2. Collect and review previous airport forecasts
Step 3. Gather data
Step 4. Select forecast methods
Step 5. Apply forecast methods and evaluate results
Step 6. Summarize and document results
Step 7. Compare airport planning forecast results with TAF
excluding touch-and-go operations a year. The forecasted critical aircraft will be approved by the FAA and will be
based on observed data obtained during the study.
The determination of the critical aircraft and the approved forecast will become the foundation for future airport
planning and design. This is not a choice of the Airport Sponsor, community, or FAA, it is determined from actual
operations, and approved forecast methodologies.
has shown the aviation industry to be resilient. Aviation trends are cyclical in nature and tend follow the economy.
These cycles in activity should be anticipated, but the degree of impact and timeline cannot be predicted. The
4.2 IDENTIFY AVIATION ACTIVITY PARAMETERS
additional activities to consider such as such as passenger levels, and enplanements.
As discussed in Chapters 1 and 2, MYL is a general aviation airport which is used by a variety of operators ranging
expected to receive scheduled commercial service throughout the planning period.
information used in forecasting future levels of demand at the airport.
operations beginning in the spring, and continue through the fall season occur due to the U.S. Forest Service
Operations (Annual)Aircraft
Itinerant Based
Air TaxiFleet Mix
General AviationSingle Engine Piston
MilitaryMulti Engine Piston
Total ItinerantSingle Engine Turboprop
LocalMulti Engine Turboprop
General AviationJet
MilitaryHelicopter
Total Local Glider
Total OperationsCritical Aircraft
4.3 FORECAST METHODOLOGIES
FAA Advisory Circular (AC) 150/5070-6B, , details the approved forecast methodologies.
There are several techniques available, and acceptable methodologies may include a combination of, or additional
techniques as deemed appropriate. FAA guidance dictates that a forecast includes multiple techniques for
comparative purposes.
This study will explore the following forecasting methodologies in addition to the comparison with the FAA Terminal
Area Forecast (TAF):
Socioeconomic Regression Analysis: This methodology utilizes the local economy to develop a relationship between
the social and economic trends to aviation trends. A correlation can be made between the local statistical economics,
Trend Analysis: The Trend Analysis uses historical trends and projects them into the future over the planning period.
Comparison with Peer Airports: This technique compares McCall Municipal Airport to peer airports of the relative
size and characteristics in the same region. Because of the similarities regional setting and activity, a comparison of
forecasts can be made and applied to MYL.
4.4 AVIATION INDUSTRY TRENDS
The FAA uses models built on economic forecasting to produce the FAA Aerospace Forecast, which breaks down
the industry from U.S. airlines, to general aviation, as well as unmanned aircraft systems, and commercial space. The
current FAA Aerospace Forecast for FY2020-2040 was released just as the Coronavirus (COVID-19) was gaining
attention. It is unknown exactly what the long-term impacts will be on aviation, following a sharp and deep decline in
airline travel across the world in April 2020.
FAA GENERAL AVIATION FORECAST
forecast of aircraft deliveries comes from data released by the General Aviation Manufactures Association (GAMA),
The results of the 2020-2040 General Aviation Forecast revealed the long-term general aviation outlook is relatively
expected to decline at an average annual rate of -1.0% due to unfavorable pilot demographics, increased cost of
by an increase in turbine, experimental, and light sport aircraft. Additionally, an increase of 2.3% annual growth is
.
Figure 4.1 GA Aircraft Fleet Mix
Turbine aircraft (including rotorcraft) are forecast to increase 2.2% yearly between 2019 and 2040. Jet aircraft are
1
.
Figure 4.2 GA Hours Flown
IDAHO GENERAL AVIATION TRENDS
The 2020 Idaho Airport System Plan (IASP) Update provides a forecast for both commercial service airports,
and general aviation airports for a 20-year horizon beginning in 2017. The forecast examines enplanement (for
commercial service airports), based aircraft, and annual operations. Data used in the IASP Update forecast comes
from the FAA Aerospace Forecast, the FAA Terminal Area Forecast (TAF) as well as individual airport reporting.
Two methodologies were explored to estimate based aircraft through the year 2037 including:
• Population Growth methodology (Option 1): which uses Idaho’s current and projected population growth
by county to apply to the baseline for based aircraft at the airport(s) in the county with the assumption that
the based aircraft growth rate will mirror the population growth rate through the forecast years. For McCall
Municipal Airport, a population growth rate of 1.3% was used.
• Based Aircraft by Type methodology (Option 2): which uses each individual airport’s reported 2017 based
aircraft by type and then applies a projected annual growth rate on the type of based aircraft at the airport and
For McCall Municipal Airport, a growth rate of 1.0% was used.
The IASP compared the two methodologies, and Based Aircraft by Type Methodology (Option 2) was selected as the
preferred forecast because it uses the FAA forecast growth rates for active aircraft by type. The forecast produced
by Option 2 will be used for comparative purposes detailed later in this chapter.
The IASP compared the two methodologies, and Based Aircraft by Type Methodology (Option 2) was selected as the
preferred forecast because it uses the FAA forecast growth rates for active aircraft by type. The forecast produced
by Option 2 will be used for comparative purposes detailed later in this chapter.
• Two methodologies were also used to examine forecasted annual operations through the year 2037.
Operations Per Based Aircraft (OPBA) Methodology (Option 1): which determines a ratio between the number
annual aircraft operations and the number of aircraft based at an airport. For McCall Municipal Airport, the
OPBA was 352 with a growth rate of 1.0% (from the prior selected based aircraft methodology).
•
growth rate of 0.8% was used for the ARC B-II aircraft.
Again, the results were compared and the ARC Category Growth Rate Method (Option 2) was selected as the
preferred forecast method because it represents a more conservative growth trend. Option 2 will be used for
comparative purposes detailed later in this chapter.
4.5 LOCAL DATA
TFMSC FLIGHT PLAN DATA
airport or by city pair for various data groupings, such as aircraft type or by hour of the day. It includes data for
or family member with their intended route and schedule. Nonetheless, TFMSC data will be an important factor in
MYL for a total of 1,623 operations.
Figure 4.3 MYL Operations 2019 by Flight Plans Filed
350
300
250
200
150
100
50
0
Another piece of data provided from TFMSC data is the total and average departure and arrival seats of the aircraft
and
below show the total arrival seats and average arrival seats for 2019 by month. The total seat graph shows a
similar pattern to the total operations graph in . Average seats by month ranged between 6 and 8, which is
representative of small to medium size jets and turboprops such as the Cessna Citation 560 and Beechcraft King Air
200.
Figure 4.4 Total Arrival Seats for MYL in 2019
1400
1200
1000
800
600
400
200
0
Figure 4.5 Average Arrival Seats for MYL in 2019
9
8
7
6
5
4
3
2
1
0
TFMSC FLEET MIX BY AIRPORT REFERENCE CODE (ARC) AND AIRCRAFT TYPE
Category (AAC), and Airplane Design Group (ADG). This information will be a primary source in verifying the
existing critical aircraft ARC, which is B-II, and determining the future critical aircraft ARC, as it is assumed the most
and
Table 4.2 TFMSC Fleet Mix by Aircraft Approach
Category (2019)
AAC-A584 (36%)
AAC-B832 (51%)
AAC-C161 (10%)
AAC-D36 (2%)
Helicopter10 (1%)
Total1,623
Figure 4.6 TFMSC Fleet Mix by Aircraft Approach Category (2019)
With respect to Airplane Design Group during 2019, and
numbers and percentage for Airplane Design Group.
Table 4.3 TFMSC Fleet Mix by Airplane Design
Group (2019)
ADG-I658 (40%)
ADG-II946 (58%)
ADG-III9 (1%)
ADG-IV0 (0%)
Helicopter10 (1%)
Total1,623
Figure 4.7 TFMSC Fleet Mix by Airplane Design Group (2019)
By observing the 2019 TFMSC data for MYL by ARC, it is clear AAC-B and ADG-II are the dominant aircraft using
Table 4.4 Top AAC-B Aircraft with Filed Flight Plans at MYL in 2019
Aircraft TypeAACADGDeparturesArrivalsTotal Ops
King Air 200BII134140274
Citation 560BII394382
Citation CJ1BI292655
Citation CJ3BII191837
Citation 550BII171835
King Air 350BII161834
King Air 90BI141630
Citation MustangBI1I51530
Citation ExcelBII141428
Phenom 300BII151328
Table 4.5 Top ADG-II Aircraft with Filed Flight Plans at MYL in 2019
Aircraft TypeAACADGDeparturesArrivalsTotal Ops
King Air 200BII134140274
PC-12AII9098188
Citation 560BII394382
Challenger 300CII212142
Citation CJ3BII191837
Citation 550BII171837
King Air 350BII161834
Gulfstream IVDII171633
Citation ExcelBII141428
Phenom 300BII151328
Table 4.6 Top ARC B-II Aircraft with Filed Flight Plans at MYL in 2019
Aircraft TypeAACADGDeparturesArrivalsTotal Ops
King Air 200BII134140274
Citation 560BII394382
Citation CJ3BII191837
Citation 550BII171835
King Air 350BII161834
Citation ExcelBII141428
Phenom 300BII151328
King Air 300BII6713
Hawker 4000BII5510
Dornier 328BII5510
TERMINAL AREA FORECAST
airports in the National Plan of Integrated Airport Systems (NPIAS) including FAA-towered airports, federal
contract-towered airports, non-federal towered airports, and non-towered airports. Forecasts are prepared for
major users of the National Airspace System (NAS) including air carrier, air taxi/commuter, general aviation, and
military. The forecasts are prepared to meet the budget and planning needs of the FAA and provide information for
use by state and local authorities, the aviation industry, and the public. The current TAF was published in January of
2020. For this study, historic TAF data will be reviewed for 2010-2019 and projected TAF data will be reviewed for
2020-2040.
shows the TAF Operations and Based Aircraft data for McCall Municipal Airport from 2010 to 2040.
Estimates are noted with an asterisk. Historic operations between 2010 and 2019 show an annual growth rate
increase of 0.28%, while the based aircraft totals show an annual growth rate decrease of 0.24%. Projected total
operations between 2020 and 2040 is an increase of 2.25%, while the based aircraft growth rate is an increase
of 3.19%. Itinerant operations make up 74% of the operations, while local operations account for 26%. A detailed
Table 4.7 TAF Historic and Projected Operations and Based Aircraft for MYL
YearItinerantItinerantItinerantTotalLocalLocal TotalTotalBased
Air TaxiGAMilitaryItinerantCivilMilitaryLocalOperationsAircraft
20107,00025,000100 32,10011,500011,50043,60094
20117,00025,00010032,10011,500011,50043,60094
20127,00025,00010032,10011,500011,50043,60088
20137,00025,00010032,10011,500011,50043,60085
20147,00025,00010032,10011,500011,50043,60098
20157,00025,00010032,10011,500011,50043,600100
20167,00025,00010032,10011,500011,50043,60097
20177,00025,00010032,10011,500011,50043,60089
20187,00025,00010032,10011,500011,50043,60089
2019*7,18025,64310032,92311,795011,79544,71892
2020*7,36026,28610033,74612,090012,09045,83696
2021*7,54026,92910034,56912,385012,38546,95499
2022*7,72027,57210035,39212,680012,68048,072103
2023*7,90028,21510036,21512,975012,97549,190106
2024*8,08028,85810037,03813,270013,27050,308109
2025*8,25829,50110037,85913,567013,56751,426113
2026*8,44130,16010038,70113,872013,87252,573116
2027*8,62930,83210039,56114,182014,18253,743120
2028*8,82031,51910040,43914,500014,50054,939124
2029*9,01632,22010041,33614,824014,82456,160129
2030*9,21532,93710042,25215,157015,15757,409133
2031*9,41933,67110043,19015,497015,49758,687137
2032*9,62634,42110044,14715,844015,84459,991141
2033*9,83935,18810045,12716,200016,20061,327145
2034*10,05735,97110046,12816,563016,56362,691150
2035*10,28036,77210047,15216,934016,93464,086155
2036*10,50737,59210048,19917,313017,31365,512160
2037*10,74038,42910049,26917,702017,70266,971165
2038*10,97739,28310050,36018,098018,09868,458170
2039*11,22040,15910051,47918,503018,50369,982175
2040*11,46741,05310052,62018,919018,91971,539180
2010-2019 0.28%0.28%0%0.28%0.28%0%0.28%0.28%-0.24%
CAGR
2020-2040 2.24%2.25%0%2.25%2.26%0%2.26%2.25%3.19%
CAGR
through below show a graphical representation of above.
Figure 4.8 MYL Historic Operations 2010-2019 (TAF)
50000
45000
40000
35000
30000
25000
20000
15000
10000
5000
0
2010201120122013201420152016201720182019
ACATGAMIL
Total ItinerantLOCALTOTAL OPS
Figure 4.9 MYL Projected Operations 2020-2040 (TAF)
80000
70000
60000
50000
40000
30000
20000
10000
0
ACATGAMIL
Total ItinerantLOCALTOTAL OPS
Figure 4.10 MYL Historic Based Aircraft 2010-2019
105
100
95
90
85
80
75
2010201120122013201420152016201720182019
Based AircraftLinear (Based Aircraft)
Figure 4.11 MYL Projected Based Aircraft 2020-2040 (TAF)
200
180
160
140
120
100
80
60
40
20
0
Based Aircraft
TAF COMPARISONS WITH REGIONAL AND PEER AIRPORTS
In order to see how well McCall Municipal Airport performed, historic operations and based aircraft totals
from 2010-2019 were compared with regional and national aviation activities, as well as peer airports – other
recreational destination airports in Idaho. Regional activities are those in the FAA Northwest Mountain Region,
which includes Colorado, Idaho, Montana, Oregon, Utah, Washington, and Wyoming.
Table 4.8 Historic TAF Comparisons (Regional and National)
CAGR 2010-2019Itinerant Air TaxiItinerant GALocal CivilBased Aircraft
McCall0.3%0.3%0.3%-0.2%
Idaho-2.2%-1.1%0.3%1.7%
NWM Region-3.3%-0.6%-0.6%0.4%
United States-2.5%-0.7%0.0%0.1%
Average -1.9%-0.5%0.0%0.5%
Median-2.4%-0.7%0.2%0.3%
High0.3%0.3%0.3%1.7%
Low-3.3%-1.1%-0.6%-0.2%
Table 4.9 Historic TAF Comparisons (Peer Airports)
CAGR 2010-2019Itinerant Air TaxiItinerant GALocal CivilBased Aircraft
McCall0.3%0.3%0.3%-0.2%
Challis0.0%0.0%0.1%-7.8%
Coeur d’Alene0.0%0.2%0.5%2.5%
Driggs0.0%0.2%1.2%-0.8%
Salmon 0.0%0.0%0.0%-4.7%
Sandpoint0.3%0.3%0.1%-3.1%
Average0.1%0.2%0.4%-2.3%
Median0.0%0.2%0.2%-1.9%
High0.3%0.3%1.2%2.5%
Low0.0%0.0%0.0%-7.8%
These comparisons reveal McCall Municipal Airport outperformed Idaho, the Northwest Mountain Region, and
the U.S. during the period between 2010 – 2019 in operations, but underperformed in based aircraft totals with
an overall drop in based aircraft. With respect to peer airports, McCall performed better than average in itinerant
operations and based aircraft, but slightly less than average in local operations. There does not appear to be
consistency when comparing MYL with regional and national airport trends. There is some consistency when
comparing MYL to peer airport operations, but not based aircraft. As such, historic growth rate for MYL should be
considered as a viable forecast methodology, COVID-19 impacts notwithstanding.
and below compare the TAF projections for the region, nation, and peer airports. McCall Municipal
Airport projections are above average in all categories.
Table 4.10 Projected TAF Comparisons (Regional and National)
CAGR 2010-2019Itinerant Air TaxiItinerant GALocal CivilBased Aircraft
McCall2.2%2.3%2.3%3.2%
Idaho0.3%1.5%1.7%1.0%
NWM Region-0.3%0.9%0.8%0.9%
United States-0.5%0.4%0.4%0.8%
Average 0.4%1.3%1.3%1.5%
Median0.0%1.2%1.3%1.3%
High2.2%2.3%2.3%3.2%
Low-0.5%0.4%0.4%0.8%
Table 4.11 Projected TAF Comparisons (Peer Airports)
CAGR 2010-2019Itinerant Air TaxiItinerant GALocal CivilBased Aircraft
McCall2.2%2.3%2.3%3.2%
Challis0.0%0.0%1.2%0.0%
Coeur d’Alene0.0%1.6%4.6%2.1%
Driggs2.1%1.5%1.5%2.8%
Salmon 0.0%2.3%1.2%2.1%
Sandpoint2.8%3.1%1.1%2.2%
Average0.8%1.8%2.0%2.1%
Median0.0%1.9%1.4%2.1%
High2.8%3.1%4.6%3.2%
Low0.0%0.0%1.1%0.0%
POPULATION GROWTH RATE COMPARISONS WITH THE TAF
At the local level, aviation activity can be analyzed through a socioeconomic evaluation of the city and county that
are in the airport’s service area to see if there is a correlation. Chapter 2 thoroughly discusses the socioeconomics of
the City of McCall and Valley County, and certain indicators are more important than others at determining aviation
trends. We will compare population trends from Chapter 2 with the TAF historic data and projections to see if a
correlation exists. U.S. Census population estimates for 2010-2019 show an annual growth rate of 2.2% for the City
of McCall, and an annual growth rate of 1.7% for Valley County. below compares those population growth
rates with the TAF historic growth rates for 2010-2019 for operations and based aircraft at MYL. While operations
increased, the rate was considerably lower than the population growth rates for McCall and Valley County. TAF
projections for operations are close to the historic population growth rate for the City of McCall, although the
historic operations do not support such an optimistic projected growth rate. Based aircraft decreased as population
increased during the same time period. For operations and based aircraft, population growth rates appear to be a
poor candidate for use as a forecast methodology.
Table 4.12 2010-2019 TAF Historic Growth Rate Comparison and Population
McCall Valley Itinerant Itinerant Local CivilTotal OpsBased
PopulationCounty Air TaxiGAAircraft
Population
2010-20192.20%1.70%0.28%0.28%0.28%0.28%-0.24%
VALLEY COUNTY ECONOMIC PERFORMANCE COMPARISON WITH THE TAF
Woods & Poole Economics historical information for Valley County was reviewed for economic performance related
to employment, earnings, gross regional product, and personal income for the period between 2010 to 2018. There
was no estimate for 2019. The growth rates associated with these economic performance metrics were compared to
the historic TAF information for MYL during the same period to see if there was a correlation. The results are shown
in below. All economic performance measures showed an increase, while aircraft operations remained
operational activity at the airport. Socioeconomic growth rates will not be carried forward for use as a forecast
methodology for MYL.
Table 4.13 2010-2018 TAF Historic Growth Rate Comparison with Economic Performance
EmploymentEarningsGross Personal OperationsBased
Regional IncomeAircraft
Product
2010-20181.84%2.68%2.71%3.70%0.00%-0.68%
2020 YEAR TO DATE COMPARISON, AND COVID-19 IMPACTS TO OPERATIONS
According to the World Economic Outlook Report for June 2020, produced by the International Monetary Fund
recovery more gradual than originally forecast. In the report, the IMF projects a decrease of 4.9% in world economic
output in 2020, with an increase of 5.4% in 2021. For the United States, the IMF projects a decrease of 8.0% in
economic output in 2020, followed by an increase of 4.8% in 2021.
As mentioned previously, the COVID-19 pandemic was occurring at the time of this Airport Master Plan Study,
hitting the aviation industry hard.
the operational impact at McCall Municipal Airport.
Figure 4.12 Total Flights Tracked by Flightradar24
PREVIOUS SHOCKS TO THE AVIATION SYSTEM
As the COVID-19 pandemic unfolds, there is great uncertainty over the short- and long-term impacts to the aviation
industry. above shows a clear shock to aviation operations. We will review previous shocks to see how
general aviation reacted and how they affected operations at McCall Municipal Airport.
September 11, 2001 resulted in a temporary shutdown of aviation in the United States in response to terrorist
attacks using commercial airliners as guided weapons. shows the growth rates of general aviation hours
reported by the FY2008-2025 FAA Aerospace Forecast. The result shows general aviation piston hours decreased
during the aftermath and continued to decrease at a greater rate during the recovery period. Turbine and rotorcraft
Table 4.14 General Aviation Hours Flown Growth Rates – 9/11
Fixed Wing Fixed Wing Rotorcraft Total General Total Piston Total
Piston TotalTurbine TotalAviation HoursTurbine
TotalHoursHours
2001-2003-0.5%2.2%4.6%0.6%-0.6%3.4%
2003-2007-4.2%9.3%14.2%0.5%-3.2%9.9%
The TAF historic operations for McCall Municipal Airport for 2001-2007 show an increase in operations, as shown
in . This shows the airport, along with airport businesses and users, did not experience the same level of
impact as the aviation industry on a national level for 9/11.
Figure 4.13 MYL Historic Operations from 2001-2007
70000
60000
50000
40000
30000
20000
10000
0
2001200220032004200520062007
ACATGAMIL
Total ItinerantLOCALTOTAL OPS
The Great Recession occurred in 2007 which resulted in another shock to the aviation system. shows
2010) and during the recovery period (2010-2019), as reported by the FY2015-2035 and FY2020-2040 FAA
Table 4.15 General Aviation Hours Flown Growth Rates – The Great Recession
Fixed Wing Fixed Wing Rotorcraft Total General Total Piston Total
Piston TotalTurbine TotalAviation HoursTurbine
TotalHoursHours
2007-2010-4.9%-4.8%1.6%-3.8%-4.5%-3.1%
2010-2019-1.7%2.3%-0.7%-0.5%-1.6%1.3%
The TAF historic operations for McCall Municipal Airport for 2007-2019 show a clear shock to airport operations
between 2009 and 2010 as a result of the Great Recession, as shown in . Operations increased until
2009, then dropped 32% in 2010 before remaining constant until 2019. It is uncertain if operations at McCall
Municipal Airport will experience growth, as it did following 9/11, or experience a sharp decrease as it did following
the Great Recession. National trends have shown to not be a consistent indicator of operations at MYL.
Figure 4.14 MYL Historic Operations from 2007-2019
70000
60000
50000
40000
30000
20000
10000
0
2007200820092010201120122013201420152016201720182019
ACATGA
MILTotal ItinerantLOCAL
TOTAL OPS
TFMSC FOR MYL DURING JANUARY - JUNE
Flight plan data for MYL was reviewed for January through June 2020 and compared to the same period for 2019.
The results are shown in
although there is still a preponderance of AAC-A and B, and ADG-I and II aircraft using the airport in 2020.
Table 4.16 TFMSC Comparison for January-June 2019 and 2020
20192020% Difference
AAC-A234229-2%
AAC-B3093327%
AAC-C315371%
AAC-D4650%
ADG-I244238-2%
ADG-II33438014%
ADG-III02N/A
A-I161149-7%
A-II738010%
A Total234229-2%
B-I8073-9%
B-II22925913%
B Total3093327%
C-I316433%
C-II283525%
C-III02N/A
C Total315371%
D-II4650%
Total Operations5786207%
FBO FUEL VOLUME
McCall Aviation provided fuel volume sold for January – June of 2019 and 2020, as shown in . Aviation
Gasoline, or 100LL, was down approximately 30%, while Jet A was down approximately 3% in 2020 when compared
to the same period in 2019. Total fuel volume sold was down approximately 12%. This is consistent with discussions
with other airport businesses using MYL.
Table 4.17 FBO Fuel Volume Sold between January and June
20192020% Difference
100LL (gallons)25,20317,572-30%
Jet A (gallons)51,38549,789-3%
Total (gallons)76,58867,361-12%
MOTION ACTIVATED CAMERA PHOTO DATA
Seven motion activated cameras were deployed along key runway intersections to capture actual aircraft activity
at McCall Municipal Airport. illustrates the camera numbers and locations. Data was collected for 75
days between May 21, 2020 – August 3, 2020. During the sample period, 2,529 General Aviation aircraft operations
were recorded, while 170 operations were recorded from U.S. Forest Service aircraft. The cameras were positioned
to capture aircraft taxiing on the ground, so helicopter operations may not have been fully captured. A breakdown
of general aviation operations by aircraft type is shown in . It should be noted that during the photo data
collection period, in addition to the COVID-19 pandemic, there was a major taxiway relocation project underway.
Aircraft captured by cameras were dominated by light general aviation aircraft, ARC A-I.
Figure 4.15 Motion Activated Camera Locations
Table 4.18 General Aviation Operations from Game Cameras
Sample Period: 5/21/2020-8/3/2020 (75 days), 2,529 total operations
Operations% of Total
AAC-A2,26289.4%
AAC-B1947.7%
AAC-C361.4%
AAC-D210.8%
Helicopter160.6%
ADG-I2,23988.5%
ADG-II26510.5%
ADG-III90.4%
A-I (SE Piston)2,13684.5%
A-II (SE Turbine)1265.0%
B-I (ME Piston/Jet)873.4%
B-II (ME Turbine/Jet)1044.1%
B-III (Jet)30.1%
C-I (Jet)150.6%
C-II (Jet)210.8%
D-II (Jet)150.6%
D-III (Jet)60.2%
Helicopter160.6%
Municipal Airport by ARC.
Figure 4.16 Cessna 172, A-I
Figure 4.17 Pilatus PC-12, A-II
Figure 4.18 Cessna Citation Mustang, B-I
Figure 4.19 Beech King Air 200, B-II
Figure 4.20 Bombardier Global 5000, B-III
Figure 4.21 Bombardier Lear 45, C-I
Figure 4.22 Bombardier Challenger 300, C-II
Figure 4.23 Gulfstream 450, D-II
Figure 4.24 Gulfstream 500, D-III
below show the general aviation activity during the sample period by day, day of week, and time
of day. The month of July showed a healthy level of aircraft operations. Sunday was shown to be the busiest day of
the week, while Monday was the slowest day of the week. Aircraft activity began during the 5:00 AM hour, peaked
during the 10:00 AM hour, then tapered off until the 10:00 PM hour.
Figure 4.25 General Aviation Daily Operations
100
90
80
70
60
50
40
30
20
10
0
Figure 4.26 General Aviation Operations by Day of Week
450
400
350
300
250
200
150
100
50
0
SunMonTuesWedThursFriSat
Figure 4.27 General Aviation Operations by Time of Day
350
300
250
200
150
100
50
0
FIREFIGHTING AIRCRAFT OPERATIONS
aircraft was 170. There were 10 operations from the Cessna 206 (ARC A-I), 102 operations from the De Havilland
Twin Otter (ARC A-II), 56 operations from the Shorts Sherpa (ARC B-II), and 2 operations from the Air Tractor AT-
802 (ARC B-II).
Figure 4.28 Cessna 206, A-I
Figure 4.29 De Havilland Twin Otter, A-II
Figure 4.30 Shorts Sherpa, B-II
Figure 4.31 Air Tractor 802, B-II
4.6 BASELINE DATA
2020 will be used as the baseline year for future planning at McCall Municipal Airport. In order to arrive at an
operational baseline for 2020, previous studies and the airport master record will be reviewed to come up with an
company websites.
PREVIOUS BASELINE OPERATION COMPARISONS
Table 4.19 Previous Baseline Operation Comparison
Baseline YearSourceReported Operations
20172020 IASP Update32,000
2018Taxiway Relocation Pre-20,871
Design Study
2019TAF44,718
20195010 Airport Master Record43,600
Average35,297
Median37,800
High44,718
Low20,871
Discussion with the Airport Sponsor determined the median value of 37,800 from the previous baseline operations
existed in 2019 prior to the pandemic. As reported in the TAF, historically, itinerant operations made up 74% of the
total operations, with the remaining 26% accounting for local operations. Thus, in 2019 there were a total of 37,800
operations – 27,972 being itinerant and 9,828 being local. Military operations have historically been counted as 100
annual itinerant operations. The remaining itinerant operations were divided into air taxi and general aviation, with
approximately 28% being air taxi and 72% being general aviation. Based on these assumptions, the 2019 annual
operations are summarized in below.
Table 4.20 2019 Operational Activity
ItinerantLocal
Air TaxiGAMilitaryTotal Total GA Total
ItinerantLocalOperations
20197,80420,06810027,9729,82837,800
2020 OPERATIONAL ADJUSTMENT AND BASELINE
Fuel sales are a truth-teller when it comes to operational activity at the airport. The 30% decrease in avgas sales, and
3% decrease in jet fuel sales occurred during the worst part of the downturn in aviation, and before the historically
busiest time of the year for MYL – July and August. Photo data during July showed there is a desire and demand to
to assume the total operations for 2020 will be less than 2019, but not as much as 30% less. For the 2020 baseline,
we will assume 15% fewer total operations to account for continued uncertainty, while recognizing there is still
below shows the 2020 baseline for operations at McCall Municipal
Airport.
Table 4.21 2020 Operational Baseline for McCall Municipal Airport
ItinerantLocal
Air TaxiGAMilitaryTotal Total GA Total
ItinerantLocalOperations
20206,63317,0588523,7768,35432,130
BASED AIRCRAFT
airport is shown in below.
Table 4.22 2020 Based Aircraft Baseline for McCall Municipal Airport
SE PistonME PistonSE ME JetHelicopterGliderTotal
TurbopropTurboprop
87235111100
4.7 REVIEW OF AVIATION FORECASTS
Previous planning study forecast methodologies used for MYL were reviewed to see if any would be appropriate for
use during this planning effort.
2007 AIRPORT MASTER PLAN
The preferred operations forecast methodology was based on peer analysis and a regression hybrid that used
population growth rate for Valley County initially, followed by peer airport growth rate. The preferred based
aircraft forecast methodology was based on population growth rates. The forecast methodologies were pre-Great
Recession and quite optimistic, particularly for based aircraft.
Table 4.23 2007 Airport Master Plan
Planning PeriodItinerantLocalBased Aircraft
Air TaxiGACivilTotal Based
2006-20252.97%2.97%2.97%3.65%
2008 IDAHO AIRPORT SYSTEM PLAN (IASP)
The preferred operations forecast methodology was based on Operations Per Based Aircraft (OPBA), while
the preferred based aircraft forecast methodology was based on tiered population growth rates. The forecast
methodologies were also pre-Great Recession and not quite as optimistic as the 2007 Airport Master Plan Forecast.
Table 4.24 2008 IASP
Planning PeriodItinerantLocalBased Aircraft
Air TaxiGACivilTotal Based
2007-2027 1.15%1.15%1.15%1.15%
2020 IASP
The preferred operations forecast methodology was based on Airport Reference Code (ARC), while the preferred
rate of 0.8% and a based aircraft growth rate of 1.0% from 2017 – 2037.
Table 4.25 2020 IASP
Planning PeriodItinerantLocalBased Aircraft
Air TaxiGACivilTotal Based
2017-20370.80%0.80%0.80%1.00%
2019 TAXIWAY RELOCATION PROJECT PRE-DESIGN STUDY
The preferred operations and based aircraft forecast methodologies were based on consultation with the Airport
Sponsor and population growth rates, resulting in a growth rate of 1.10% from 2018 – 2038.
Table 4.26 2019 Taxiway Relocation Pre-Design Study
Planning PeriodItinerantLocalBased Aircraft
Air TaxiGACivilTotal Based
2018-20381.10%1.10%1.10%1.10%
JANUARY 2020 TERMINAL AREA FORECAST FOR MYL
The FAA TAF projects a growth rate similar to the one from the 2007 Airport Master Plan, which was shown earlier
to be overly optimistic when compared to the historic growth rate. Like the 2007 Airport Master Plan, the TAF
growth rate was calculated during a healthy economy just ahead of an economic downturn.
Table 4.27 Terminal Area Forecast
Planning PeriodItinerantLocalBased Aircraft
Air TaxiGACivilTotal Based
2010-20190.28%0.28%0.28%-0.24%
2020-20402.24%2.25%2.26%3.19%
CONCLUSION & SELECTION OF A FORECAST METHODOLOGY - OPERATIONS
There was an obvious downturn in the aviation industry due to the COVID-19 pandemic, as shown and described
previously. Global aircraft operations rapidly decreased in April 2020, then steadily increased during the summer of
2020. Fuel volume sold at MYL during January through June of 2020 showed a decrease of approximately 30% in
the past 20 years, there have been two shocks to the aviation system – September 11, 2001 and the Great Recession
in 2007. In both cases, operations from general aviation pistons suffered during the shock event and the recovery
period, while operations from turbine aircraft showed more resiliency. Historic operations at MYL from the FAA
TAF showed an increase in activity following September 11, 2001, and a decrease following the Great Recession.
Photo data showed a healthy level of activity from general aviation pistons, particularly during July 2020. This
may be due to the location of McCall and the nature of the activity, where people are looking for ways to distance
themselves by heading to a small town and the backcountry. Being a recreational destination places McCall and
the airport in a better position for recovery. Indeed, as reported by Moody’s Investor Service in its August 25, 2020
report, demand for leisure travel is expected to be stronger in the near term while business travel continues to lag.
In the same report, Moody’s predicts that substantial recovery for airline passenger demand to 2019 levels will not
occur before 2023. Since McCall is a recreational destination not tied to airline service, recovery to 2019 levels is
expected to occur sooner. For this forecast methodology, a recovery from the pandemic is expected to occur in 2022.
Subsequently, a pre-COVID-19 growth rate of 0.28% will be applied over the rest of the planning horizon to 2040, as
the economy moves past recovery and into a normal growth period. U.S. Forest Service operations are expected to
Table 4.28 Recommended Operations Forecast for McCall Municipal Airport
YearItinerantItinerantItinerantTotalLocalLocal TotalTotalAAGR
Air TaxiGAMilitaryItinerantCivilMilitaryLocalOperations
20206,63317,0588523,7768,35408,35432,130Baseline
2021 7,130 18,337 85 25,553 8,981 0 8,981 34,533 7.48%
2022 7,665 19,713 85 27,463 9,654 0 9,654 37,117 7.48%
2023 7,687 19,768 85 27,540 9,681 0 9,681 37,221 0.28%
2024 7,708 19,823 85 27,616 9,708 0 9,708 37,325 0.28%
2025 7,730 19,879 85 27,694 9,735 0 9,735 37,429 0.28%
2026 7,751 19,934 85 27,771 9,763 0 9,763 37,534 0.28%
2027 7,773 19,990 85 27,848 9,790 0 9,790 37,638 0.28%
2028 7,795 20,046 85 27,926 9,817 0 9,817 37,744 0.28%
2029 7,817 20,10285 28,004 9,845 0 9,845 37,849 0.28%
2030 7,839 20,159 85 28,082 9,872 0 9,872 37,955 0.28%
2031 7,861 20,215 85 28,161 9,900 0 9,900 38,061 0.28%
2032 7,883 20,272 85 28,239 9,928 0 9,928 38,167 0.28%
2033 7,905 20,328 85 28,318 9,956 0 9,956 38,274 0.28%
2034 7,927 20,385 85 28,397 9,984 0 9,984 38,381 0.28%
2035 7,949 20,442 85 28,476 10,011 0 10,011 38,488 0.28%
2036 7,971 20,500 85 28,556 10,039 0 10,039 38,595 0.28%
2037 7,994 20,557 85 28,636 10,068 0 10,068 38,703 0.28%
2038 8,016 20,615 85 28,716 10,096 0 10,096 38,811 0.28%
2039 8,038 20,672 85 28,796 10,124 0 10,124 38,920 0.28%
2040 8,061 20,730 85 28,876 10,152 0 10,152 39,029 0.28%
CAGR0.98%0.98%0.00%0.98%0.98%0.00%0.98%0.98%
Figure 4.32 Recommended Operations Forecast for McCall Municipal Airport
45000
40000
35000
30000
25000
20000
Operations
15000
10000
5000
0
ACATGAMILTotal ItinerantLOCALTOTAL OPS
Table 4.29 2020 Recommended Operations
Forecast Comparison to the TAF
YearTAFForecast% Difference
202045,83632,130-29.9%
202146,95434,533-26.5%
202248,07237,117-22.8%
202349,19037,221-24.3%
202450,30837,325-25.8%
202551,42637,429-27.2%
202652,57337,534-28.6%
202753,74337,638-30.0%
202854,93937,744-31.3%
202956,16037,849-32.6%
203057,40937,955-33.9%
203158,68738,061-35.1%
203259,99138,167-36.4%
203361,32738,274-37.6%
203462,69138,381-38.8%
203564,08638,488-39.9%
203665,51238,595-41.1%
203766,97138,703-42.2%
203868,45838,811-43.3%
203969,98238,920-44.4%
204071,53939,029-45.4%
CAGR2.25%0.98%
Figure 4.33 Operations Forecast versus the TAF
80,000
70,000
60,000
50,000
40,000
30,000
20,000
10,000
0
TAFForecast
CONCLUSION & SELECTION OF A FORECAST METHODOLOGY – BASED AIRCRAFT & FLEET MIX
As described previously, there are 100 aircraft based at McCall Municipal Airport. This is more than what was
previously reported on the Airport Master Record in July of 2019 (74), and more than what was estimated in the TAF
for 2020 (96). This increase may be due to a more thorough research of based aircraft as part of this planning study,
rather than an actual increase in based aircraft. Nonetheless, 100 aircraft is a large number relative to the size of
McCall.
Following September 11, 2001, based aircraft at MYL remained steady at about 100. Following the Great Recession,
based aircraft dropped from 134 to 85 between 2007-2013, or a rate of about 7.3%. The TAF for MYL predicted
a positive growth rate of 3.19% between 2020-2040, which now appears to be overly optimistic, as there was a
decrease of based aircraft at MYL between 2010-2019 by a rate of 0.24%. For 2020-2040, the FAA Aerospace
the uncertainty associated with COVID-19, the growth rates predicted in the FAA Aerospace Forecast will be used
as the forecast methodology for based aircraft at MYL.
Table 4.30 Recommended Based Aircraft and Fleet Mix Forecast for McCall Municipal Airport
YearSE PistonME SE ME JetRotorGliderTotal BasedAAGR
PistonTurbopropTurboprop
202087235111100Baseline
20218623511199-0.74%
20228523511199-0.74%
20238423511198-0.73%
20248423511197-0.73%
20258323511196-0.72%
20268223511196-0.72%
20278123511195-0.71%
20288023611194-0.71%
20297923611194-0.70%
20307923611193-0.70%
20317823611192-0.69%
20327723611192-0.68%
20337624611191-0.68%
20347624611191-0.67%
20357524611190-0.66%
20367424611189-0.66%
20377324611189-0.65%
20387324611188-0.64%
20397224621188-0.64%
20407124621187-0.63%
CAGR-1.0%-0.50%1.20%1.20%2.20%1.60%0.10%-0.69%
Figure 4.34 Recommended Based Aircraft Forecast for McCall Municipal Airport
120
100
80
60
40
Based Aircraft Total
20
0
SE PistonME PistonSE TurbopropME Turboprop
JetHelicopterGliderBased
4.8 CRITICAL AIRCRAFT
The 2007 Airport Master Plan and 2019 Taxiway Relocation Pre-Design Study determined the critical aircraft for
McCall Municipal Airport to be a Dassault Falcon 900, an ARC B-II Large aircraft. TFMSC data collected as part of
Falcon 900. There was no single B-II Large aircraft that distinguished itself as a clear choice, rather it was a mix
that included the Cessna Citation 560, Cessna Citation CJ3, Cessna Citation 550, Cessna Citation 560XL, Embraer
Phenom 300, and the Shorts Sherpa from the U.S. Forest Service, among others. Absent a clear choice, this planning
study referred to the FAA’s Business Jet Report for August 2020. In the report, the top business jet aircraft for
2
domestic operations between August 2019 and July 2020 was the Cessna Citation 560XL, or Citation Excel, which
is a B-II Large aircraft. Since the aircraft was observed in the TFMSC and photo data for McCall Municipal Airport,
the current version of the Cessna Citation Excel, called the Citation XLS+ will be used as the future critical aircraft
for planning purposes.
Figure 4.35 Cessna Citation Excel
CESSNA CITATION XLS+ CHARACTERISTICS
were taken directly from Cessna’s website, as well as FAA AC 150/5300-13A,
3
Appendix 1 for the Citation XLS+ .
Cessna Citation XLS+ Specifications
Length52 feet 6 inches
Height17 feet 2 inches
Wingspan56 feet 4 inches
Maximum Takeoff Weight20,200 pounds
Useful Load7,540 pounds
Maximum Range2,100 nm
Maximum Passengers12
Approach Speed117 knots
Wheelbase21 feet 11 inches
Cockpit to Main Gear21 feet 11 inches
Single
Taxiway Design Group2
Figure 4.36 Cessna Citation XLS+
4.9 SUMMARY
A summary of the recommended aviation forecast for McCall Municipal Airport is shown in
Table 4.32 Recommended Aviation Forecast for McCall Municipal Airport
20202025203020352040
Operations32,13037,42937,95538,48839,029
Based 10096939087
Aircraft
The future critical aircraft is the Cessna Citation XLS+, an ARC B-II Large Aircraft.
REFERENCES
1 FAA Aerospace Forecast, Fiscal Years 2020-2040
2 FAA Business Jet Report for August 2020: https://aspm.faa.gov/apmd/sys/bjpdf/b-jet-202008.pdf
3 Cessna Website, September 2, 2020: https://cessna.txtav.com/en/citation/xls
PAGE LEFT BLANK INTENTIONALLY
SECTION OVERVIEW
The Facility Requirements chapter describes the facilities
for McCall Municipal Airport (MYL). FAA design standards for
the airport’s critical aircraft are detailed relative to the existing
runway, taxiways, and other facilities.
5.1 GENERAL
The Facility Requirements chapter compares the current airport services and facilities at MYL to the needs of
remediation through the Capital Improvement Program (CIP). Most dimensional standards and recommendations
listed are described in FAA Advisory Circular (AC) 150/5300-13A, Airport Design. Additional FAA Advisory Circulars
and regulations are referenced where appropriate.
5.2 AIRPORT REFERENCE CODE, RUNWAY DESIGN CODE, AND TAXIWAY DESIGN GROUP
GENERAL DISCUSSION
Table 5.1 Airport Reference Code (ARC)
The FAA has several coding systems including Aircraft
Aircraft Approach Category
Approach Category (AAC) and Airplane Design Group
Category Speed
(ADG). The AAC is designated by a letter (A through E) and
Aless than 91 knots
represents different levels of approach speed. The ADG
is designated by a Roman numeral (I through VI), which
B91 knots or more, less than 121 knots
represents aircraft wingspan and tail height. Each airport has
C121 knots or more, less than 141 knots
D141 knots or more, less than 166 knots
aircraft (or combination of aircraft) that performs at least
E166 knots or more
500 operations annually. The combination of that aircraft’s
Table 5.2 Airport Reference Code (ARC)
Reference Code (ARC).
Airplane Design Group (ADG)
Group #Tail Height Wingspan
(Feet)(Feet)
I<20<49
II20 - <3049 - <79
III30 - <4579 - <118
IV45 - <60118 - <171
V60 - <66171 - <214
VI66 - <80214 - <262
Each runway also receives a combined AAC and ADG
Table 5.3 Runway Visibility Range
designation for approach and departure operations,
RVR Value (Feet)Visibility Minimum
called the Runway Design Code (RDC). Each RDC also
1,200<1/4 mile
contains a third component based on visibility minimums
1,6001/4 mile - <1/2 mile
(for example, B-II-4000). These categorizations are
2,4001/2 mile - <3/4 mile
applied to individual runways, such that multiple runways
at a single airport may have different RDCs. The ARC
4,0003/4 mile - <1 mile
and RDC provide insights into the performance, design
5,0001 mile
characteristics, and physical facility requirements of
VISVisual Approach Only
aircraft using components of an airport.
on outer to outer Main Gear Width (MGW) and Cockpit to Main Gear (CMG) distance. These measures are used
because taxiways are designed for “cockpit over centerline” taxiing and such undercarriage dimensions must be
Figure 5.1 Taxiway Design Group Chart
Figure 5.2 below shows a small selection of common aircraft and their respective ARC.
Figure 5.2 Example of Aircraft ARC
AIRPLANE DESIGN GROUP (ADG) -
IIIIIIIV
<49’49’ - <79’79’ - <118’118’ - <171’
Qjmbuvt!QD.23-!Dfttob!319-!Dbobebjs!DM.526!Tvqfs!
J
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J
J
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.
.
B
B
Uxjo!Puufs B Tdppqfs
A
<91 kts
Djubujpo!Nvtuboh-!Cbspo!Ljoh!Bjs!311-!Bjs!Usbdups!J
J
J
J
J
J
.
Hmpcbm!6111!
.
.
C
C
C
69913.B-!Djubujpo!YMT,
B
91 - <121 kts
J
J
J
W
J
J
J
J
.
Mfbskfu!56Dibmmfohfs!461-!Djubujpo!YHvmgtusfbn!WD.241
.
.
.
D
D
D
D
C
121 - <141 kts
J
J
J
W
J
J
J
Hvmgtusfbn!JWHvmgtusfbn!661Epvhmbt!ED.21
.
.
.
E
E
E
D
AIRCRAFT APPROACH CATEGORY (AAC) -
141 - <166 kts
This change might be to a larger, more demanding aircraft or to a smaller aircraft. If the forecast foresees a
downward trend or a notable change, such as a major user leaving the facility, the future design aircraft might
actually be in a lower category or group. Design standards for the current airport designation are shown as either
compliant or as .
DESIGN AIRCRAFT SPECIFICATION
Table 5.4 Design Aircraft Specification
The Forecast of Aviation Demand chapter established
Cessna Citation XLS+
the current and future critical aircraft as the Cessna
Specification
Citation XLS+, a B-II Large Aircraft. Table 5.4 displays
Wing span56 ft. 4 in.
Tail height17 ft. 2 in.
design aircraft.
117 knots
AIRPORT REFERENCE CODE (ARC)
Cockpit to Main Gear (CMG)21 ft. 11 in.
The wingspan and approach speed of the current and
Main Gear Width (MGW)14 ft. 11 in.
future critical aircraft result in McCall Municipal Airport
Maximum Takeoff Weight20,200 pounds
being designated as ARC B-II. The ARC is not forecasted to
Applicable FAA Design Standards
change throughout the planning period.
Aircraft Approach Category (AAC) B
TAXIWAY DESIGN GROUP (TDG)
Airplane Design Group (ADG)II
Taxiway Design Group (TDG)2
TDG relates to the undercarriage dimensions of the
Large
to outer Main Gear Width (MGW) and Cockpit to Main
Gear (CMG) distance. MGW and CMG of the critical
aircraft at McCall Municipal Airport result in a TDG-2
RUNWAY DESIGN CODE (RDC)
Generally, runway standards are related to aircraft approach speed, aircraft wingspan, and designated or planned
approach visibility minimums. For an airport with a single runway, the Airport Reference Code (ARC) is the same
as Runway Design Code (RDC). Runway 16/34 is paved asphalt and the only runway at McCall Municipal Airport.
There are two published instrument approach procedures for the airport, both RNAV (GPS) approaches. The lowest
visibility minimum for the RNAV (GPS) approach for Runway 16 is 1 mile. The lowest visibility minimum for the
RNAV (GPS) approach for Runway 34 is 7/8 mile. This results in a RDC for Runway 16/34 of B-II-4000.
WEIGHT CLASS
There are two aircraft weight classes used by the FAA for planning: Small Aircraft and Large Aircraft. Small Aircraft
have a maximum takeoff weight (MTOW) of 12,500 pounds or less, while Large Aircraft have a MTOW of greater
than 12,500 pounds. Some FAA documentation uses the terms Utility and Other than Utility in place of Small
Aircraft and Large Aircraft, respectively. The current and future weight class of McCall Municipal Airport is Large
Aircraft. The runway pavement strength at McCall Municipal Airport is published at 86,500 pounds for single wheel,
5.3 AIRFIELD CAPACITY
Demand and capacity represent the relationship between forecasted aviation demand, especially during peak
operational periods, and an airport’s physical ability to safely accommodate that demand. The purpose of a demand
day and long-term demand without undue delays or compromises to safety. The analysis also assists in determining
recognized and accepted capacity analysis methodology can be found in FAA Advisory Circular 150/5060-5, Airport
Capacity and Delay, and yields hourly capacities and Annual Service Volumes (ASV). ASV is a reasonable estimate
of an airport’s annual capacity, accounting for differences in runway use, aircraft mix, and weather conditions that
would be encountered over a year’s time. For long range planning, AC 150/5060-5 provides hourly capacity and
•
• Percent Arrivals: Arrivals equal departures. MYL assumes this is the case.
• Percent Touch and Goes: The percent of touch and goes is within the limits shown in Table 2-1 of AC
150/5060-5. For MYL, touch and goes are assumed to be local operations, which account for 26% of the
total operations. This is within the limits shown in Table 2-1 of AC 150/5060-5.
• Taxiways: A full-length taxiway with ample runway entrance/exit taxiways and no taxiway crossing
problems. MYL meets this assumption.
•
otherwise restrict aircraft which could operate at the airport. At MYL, there are assumed to be no airspace
limitations.
• Runway Instrumentation: The airport has at least one runway equipped with an Instrument Landing System
environment. MYL does not completely meet this assumption as it does not have a control tower or ILS, but
it does have published satellite-based instrument approach procedures.
ASV assumptions are listed below:
• IFR weather conditions occur roughly 10% of the time.
•
greatest hourly capacity.
Aircraft mix is the relative percentage of operations conducted by each of four classes of aircraft (A, B, C, and D),
excluding helicopter operations. These classes of aircraft are related to wake turbulence and not ARC. Classes A
and B are those that weigh less than 12,500 pounds. Class C is composed of airplanes that weigh between 12,500 –
300,000 pounds. Class D are those aircraft that weigh over 300,000 pounds. There are no Class D aircraft operating
at MYL. Mix index is a mathematical expression represented by the equation %(C+3D). Since there are no Class D
aircraft, the equation becomes %(C) for MYL.
during the forecast analysis were used to calculate the mix index. Referring to Table 4.18 in Chapter 3, as well
as adding operations by USFS aircraft, all ARC A-I, A-II, and B-I are considered to be less than 12,500 pounds
(2,136+126+87+10+102=2,461 operations). B-II operations were split in half since the King Air 200 weighs 12,500
pounds, and B-II jets weigh more than 12,500 pounds (104+56+2=162/2=81). The rest of the aircraft ARC B-III
and above weigh more than 12,500 pounds (3+15+21+15+6=60). The total operations used for this calculation is
2,683. Of this number, 141 are over 12,500 pounds (81+60=141). The mix index for MYL is approximately 5.25%
index of 5.25%, the hourly capacity (operations/hour) for MYL is 98 for VFR conditions and 59 for IFR conditions.
The ASV for MYL is 230,000 operations.
From Chapter 3, Aviation Forecast, the 2020 baseline total operations for MYL is 32,130, which is approximately
14% of ASV. Forecasted operations in 2040 are 39,029, which is approximately 17% of ASV. For planning purposes,
60% of ASV is the threshold at which planning for capacity improvements should begin. At 80% of ASV, planning for
capacity improvements should be complete and construction should begin. At 100% of ASV, the airport has reached
capacity and capacity improvement should be made to avoid delays. Over the 20-year planning horizon, demand at
MYL will remain well below 60% of ASV. Capacity improvements are not anticipated.
Figure 5.3 MYL Operations versus ASV
250,000
200,000
150,000
100,000
Annual Operations
50,000
-
20202040
ASV80% ASV60% ASVMYL Operations
5.4 FAA DESIGN STANDARDS
The FAA has established design standards for almost every aspect of airports, including relevant navigable airspace,
airside facilities, and landside facilities. Once the existing and future designations are determined, the FAA uses
these design standards to provide an acceptable level of safety on airports. These standards include runway width,
facets of the airport layout. By applying design standards to classes of aircraft, the Airport Sponsor can match the
level of safety appropriately to the level of risk. This is an important core concept for every Airport Master Plan
and is especially pertinent for potential future expansion. A key reason for Airport Sponsors to plan, develop, and
maintain their airports to the FAA’s design standards is to improve safety and ensure compliance with industry
standards. Further, Airport Sponsors that receive federal funds, such as the City of McCall, are obligated by federal
grant assurances to comply with all FAA safety regulations and standards.
The standards that apply to an airport and/or runway are determined by the relevant reference code. Subsequently,
a comparison of B-II standards to airport conditions is critically important and is discussed in detail throughout
this chapter. Based on previous planning efforts, McCall Municipal Airport is generally constructed to ARC B-II
standards. Through the investigation of this Airport Master Plan, it was determined that the airport should plan to
meet ARC B-II, Large Aircraft standards presently and throughout the planning period. Table 5.5 lists the FAA design
standards for runways compared to the existing runway dimensions.
Table 5.5 Runway Design Standards
Actual Existing
Design CriteriaARC B-II StandardCompliance
Runway 16/34
Discussed under Not a Design
Runway length6,108 feet
Runway LengthStandard
Compliant with
Runway width75 feet75 feet
B-II Standards
Compliant with
Runway Safety Area (RSA) length beyond runway end300 feet300 feet
B-II Standards
Compliant with
Runway Safety Area (RSA) width150 feet150 feet
B-II Standards
Runway Object Free Area (ROFA) length beyond
Compliant with
300 feet300 feet
B-II Standards
runway end
Compliant with
Runway Object Free Area (ROFA) width500 feet500 feet
B-II Standards
Runway Obstacle Free Zone (ROFZ) length beyond
Compliant with
200 feet200 feet
B-II Standards
runway end
Compliant with
Runway Obstacle Free Zone (ROFZ) width400 feet400 feet
B-II Standards
Runway 16 Approach & Departure Runway Protection
Compliant with
1,000 feet1,000 feet
B-II Standards
Zone (RPZ) length (Not lower than 1-mile visibility)
Runway 16 Approach & Departure RPZ Inner width
Compliant with B-II
500 feet500 feet
Standards
(Not lower than 1-mile visibility)
Runway 16 Approach & Departure RPZ Outer width
Compliant with B-II
700 feet700 feet
Standards
(Not lower than 1-mile visibility)
Runway 34 Approach RPZ Length (Not lower than 3/4-
Compliant with B-II
1,700 feet1,700 feet
Standards
mile visibility)
Runway 34 Approach RPZ Inner Width (Not lower
Compliant with B-II
1,000 feet1,000 feet
Standards
than 3/4-mile visibility)
Runway 34 Approach RPZ Outer Width (Not lower
Compliant with B-II
1,510 feet1,510 feet
Standards
than 3/4-mile visibility)
Runway 34 Departure RPZ Length (Not lower than
Compliant with B-II
1,000 feet1,000 feet
Standards
3/4-mile visibility)
Runway 34 Departure RPZ Inner Width (Not lower
Compliant with B-II
500 feet500 feet
Standards
than 3/4-mile visibility)
Runway 34 Departure RPZ Outer Width (Not lower
Compliant with B-II
700 feet700 feet
Standards
than 3/4-mile visibility)
CROSSWIND RUNWAY AND RUNWAY ORIENTATION
Wind analysis from Chapter 3 showed the existing runway at MYL provides greater than 95% wind coverage under
all weather scenarios. As such, a crosswind runway is neither required nor recommended through the planning
horizon.
Change in magnetic declination may dictate runway renumbering. A review of the geodetic and magnetic headings
for Runway 16/34 indicates a new runway designation of Runway 17/35 is required. Table 5.6 summarizes the
runway orientation information.
Table 5.6 Runway 16/34 Orientation
Runway1634
Latitude44° 53’ 49.58149”44° 52’ 49.37477”
Longitude116° 06’ 07.33730”116° 06’ 05.27789”
Elevation5,024.315,006.691
Geodetic Heading 178° 36’ 26.2133”358° 36’ 27.6663”
Magnetic Heading165° 13’ 26.2133”345° 03’ 27.6663”
Magnetic Declination13° 23’ E
Updated Runway Designation 1735
RUNWAY WIDTH
The FAA runway width design standard (FAA AC 150/5300-13A, Table A7-4) for an ARC B-II facility with not lower
that 3/4-mile visibility minimum is 75 feet. Runway 16/34 is currently 75 feet wide, which meets ARC B-II standards
for runway width.
RUNWAY LENGTH
Many factors determine the suitability of runway length for airplane operations. These factors include airport
elevation above mean sea level, temperature, wind velocity, airplane operating weights, takeoff and landing
vicinity of the airport, and any locally imposed noise abatement restrictions. A given runway length may not be
suitable for all aircraft operations. FAA AC 150/5325-4B, Runway Length Requirements for Airport Design, provides
recommendations and guidelines for use in the design of civil airports. The use of the Advisory Circular is mandatory
for airport projects receiving federal funding.
Runway length is an FAA recommendation, not a design standard. It is up to the pilot operating under the unique
for the operation. However, it does remain a goal of the Sponsor to provide a safe environment suited for the aircraft
regularly operating at the facility.
The calculations for recommended runway length are driven by the airport’s critical aircraft. The current and future
critical aircraft for MYL is the Cessna Citation XLS+, a B-II Large Aircraft. The existing runway length is 6,108 feet.
performance of the Cessna Citation XLS+ (Model 560XL). Although the information contained in the guide was
and operating manuals. Nonetheless, the guide provides takeoff runway length requirements that can be useful for
of 20,200 pounds). The existing runway meets the runway length requirements for the critical aircraft.
AC 150/5325-4B recommends runway length be determined according to the airport’s ultimate development plan,
thus ensuring a runway appropriate for the forecasted critical aircraft. By protecting for the future, the airport will
avoid costly design and infrastructure upgrades.
Using the FAA’s computer software program, runway lengths based on families of aircraft with performance
characteristics similar to the critical aircraft were calculated. The results were divided into small aircraft (12,500
recommended minimum runway length. For example, the recommended minimum runway length for 100% of the
the recommendation.
as the weight of the pilot, copilot, passengers, baggage, usable fuel, and drainable oil. The Citation XLS+ falls into
recommended minimum runway length for 75% of large airplanes at 60% useful load is 6,510 feet. This threshold
is important because it is the minimum recommended runway length for a grouping of large aircraft at MYL. In this
case, the existing runway is short by 402 feet. Additional runway length beyond that would provide more useful load
Challenger 600, Falcon 900, and Hawker Horizon (aircraft which were observed at MYL by the motion activated
cameras). A summary of the runway length recommendations is shown in Table 5.7.
Table 5.7 Runway Length recommendations
Airport Elevation: 5,024 feet
Mean Daily Maximum Temperature of the Hottest Month: 80 F
Maximum Difference in Runway Centerine Elevation: 18 feet
12,500 pounds or less with less than 10 passenger seats (Ex.: Beech King Air 200)
4,450 feet
5,930 feet
6,110 feet
12,500 pounds or less with 10 or more passenger seats 6,110 feet
Over 12,500 pounds but less than 60,000 pounds
6,510 feet
8,730 feet
8,980 feet
10,860 feet
More than 60,000 pounds 6,780 feet approximately
The existing runway at MYL is adequate for small aircraft operating at the airport, as well as the critical aircraft.
The recommended minimum runway length for future planning is 6,510 feet. This would require a 402-foot runway
extension.
RUNWAY PAVEMENT DESIGN STRENGTH
To meet the design life goals of the airport, runway pavements must
be designed to physically withstand the weight of arriving, taxiing,
and departing aircraft. This is calculated using a mix of aircraft. The
maximum takeoff weight of the existing design aircraft and those
aircraft forecasted to use the airport must be considered to determine
Airport pavements degrade faster when over-stressed with loads
beyond their design capability. Pavements are most stressed when
aircraft loads are slowly applied, as in when an aircraft is taxiing or
parked. Pavement loading is also a function of the number of pressure
points, such that the more tires an aircraft has to distribute its load the
less stress is exerted on the pavement. The current published weight
bearing capacity of Runway 16/34 is 86,500 pounds for single wheel,
141,000 pounds for a double wheel, and 261,500 pounds for a double
current pavement strength meets the requirements for the planning
period.
While the pavement strength of the runway meets the requirements of
the critical aircraft, heavier aircraft are known to use the airport. The
largest aircraft observed during the data collection for the forecast was
a Gulfstream 550, a D-III aircraft with a maximum takeoff weight of
strength at MYL accommodates this aircraft.
Potentially, the U.S. Forest Service could bring C-130’s equipped for
commitments. The C-130 is an ARC C-IV aircraft with a single tandem
There is no published weight bearing capacity at MYL for a single
in 2015 determined the weight bearing capacity of the runway at
MYL to be 165,000 pounds at an operational frequency of 900 annual
departures (10 departures per day for three consecutive months,
annually). Consequently, the runway accomodates the C-130 under
RUNWAY GRADIENT
The elevation of the Runway 16 end is 5,024.31 feet, and the elevation of the Runway 34 end is 5,006.69 feet, which
is a difference of 17.62 feet. This results in a runway gradient of 0.29%, which is well below the FAA 2% maximum
gradient allowed for AAC-B aircraft.
RUNWAY SEPARATION STANDARDS
There are several standards for runway separation distance between other facilities on the airport, dictated by the
design aircraft. The runway separation standards for a B-II facility, as well as the existing condition are shown in
Table 5.8. The FAA generally supports and recommends that separation distances between runways and parallel
taxiways be increased to standards for larger and heavier aircraft than the current design aircraft to protect for
future expansion.
LINE OF SIGHT
at a distance that is less than one half the length of the runway. Runway 16/34 meets this requirement.
BLAST PAD
Paved runway blast pads provide blast erosion protection beyond runway ends during jet aircraft operations. The
Airport Master Record remarks section for MYL indicates there is a marked 50-foot blast pad for Runway 16. Aerial
imagery shows the blast pad is the same width of the runway (75 feet) and 50 feet beyond the end of the runway
threshold. The FAA standards, per AC 150/5300-13A, for a blast pad for a B-II runway with not lower than ¾ mile
visibility is 95 feet wide and 150 feet long. Any future runway rehabilitation projects should bring the blast pad up to
current design standards.
Table 5.8 Runway Separation Standards
Existing
ARC B-II
Design CriteriaRunway Compliance
Standards
16/34
Runway centerline to parallel taxiway/taxilane centerline
Compliant with
300 feet240 feet
B-II Standards
(General Aviation)
Runway centerline to parallel taxiway/taxilane centerline
Compliant with
310 feet240 feet
B-II Standards
(USFS)
Compliant with
Runway centerline to general aviation aircraft parking area387 feet250 feet
B-II Standards
Compliant with
Runway centerline to USFS aircraft parking area310 feet250 feet
B-II Standards
Compliant with
Runway centerline to holding position markings (all)200 feet200 feet
B-II Standards
RUNWAY MARKINGS, SIGNS, AND LIGHTS
of the Airport Master Record also states this, which means it is a long-standing issue. This condition should be
corrected during the next runway rehabilitation or maintenance project.
Runway lights have also been a long-standing concern as stated by airport management. Consideration should be
given to a replacement of the existing lighting system, with the introduction of LED lighting. LED lighting would
increase reliability, as well as sustainability.
TAXIWAY ANALYSIS
As stated in FAA AC 150/5300-13A, Section 405, a parallel taxiway eliminates using the runway for taxiing, thus
increasing capacity, and protecting the runway under low visibility conditions. Additionally, a full-length parallel
taxiway is required for instrument approach procedures with visibility minimums below one mile, which is the case
at MYL. Taxiway A was relocated during the summer of 2020 to meet the runway centerline-to-taxiway centerline
separation standards of a C-II aircraft, should the airport need to increase the ARC from a B-II to C-II in the future.
Taxiway A is 50 feet wide, which is wider than the required 35 feet for a TDG-2 aircraft. The wider taxiway was
provide access to Runway 16/34, designated A-1 through A-5, starting at the Runway 16 end. Taxiway A and the
Sponsor’s prerogative. As Taxiway A and the connectors were relocated/reconstructed in 2020, there are no further
improvements needed through the planning horizon other than periodic maintenance and surface treatments.
On the U.S. Forest Service side of the airport, there is a partial parallel taxiway locally known as Taxiway B,
a connector taxiway, B-1. Another taxiway connector, B-2, is located approximately 1,800 feet from the Runway
MYL in Table 5.9.
Table 5.9 Taxiway Standards
Existing Taxiways A and B,
Design CriteriaADG II StandardCompliance
plus connectors
Taxiway Safety Area (TSA) width79 feet 79 feet Compliant
35 feet (TDG 2
Taxiway Width50 feet Compliant
Standards)
Taxiway Object Free Area (TOFA)
131 feet 131 feet Compliant
Width
Separation of Taxiway Centerline to
Greater than 65.5 feet 65.5 feet Compliant
Fixed or Moveable Object
between taxiways and aircraft parking positions and other terminal areas. These taxilanes should meet the design
standards for B-II aircraft and be re-designated with different names to avoid confusion with Taxiways A and B,
which run parallel to the runway. Presently, Taxiway A, which runs east-west and connects with Taxiway A-2, does
circulation through the terminal area.
Figure 5.8 Hangar Area Taxilanes
An important aspect of taxiway design standards compliance is the clear zones provided through the Taxiway and
Taxilane Object Free Area (TOFA). In general, when a runway or taxiway has a painted centerline, pilots should be
able to assume that they have wingtip clearance and buffers based on the ADG of the airport. The taxilane running
east-west between Hangars 211 and 212 does not meet the TOFA clearance for an ADG-I aircraft, as shown in Figure
5.9. It is less than 79 feet wide.
Figure 5.9 Nonstandard TOFA
Table 5.10 Taxilane Standards
Design CriteriaADG I StandardsADG II StandardCompliance
Taxilane Object Free Area Width79 feet115 feet
The FAA promotes taxiway design to adhere to the “three-node concept.” This concept is meant to prevent any
taxiway and taxilane intersections from becoming overly complex and potentially confusing for pilots. The three-
node concept states that a pilot should have no more than three choices of direction at each intersection, ideally left,
right, or straight. All intersections associated with Runway 16/34 and the taxiway connectors to Taxiways A and B
meet the three-node concept.
Other measures that help reduce pilot confusion and reduce runway incursions are to avoid wide expanses
of pavement at runway-taxiway intersections, limit runway crossings, avoid “high energy” runway crossing
intersections, increase pilot visibility by using 90-degree turns at runway entrance or crossing points, and eliminate
direct access from a parking apron to a runway without requiring a turn. Taxiway B-1 presently expands from 50-feet
wide to over 150 feet wide starting just prior to the hold short line up to the entrance to Runway 16. This should be
remedied by a future project. The runway crossing at Taxiways A-2 and B-2 is outside the middle third of Runway
16/34 and not considered a “high energy” crossing. The other runway crossing is at the Runway 16 threshold. All
runway entrances and crossing points are at 90-degree angles. Taxiway B-2 provides direct access to Runway
16/34 from the U.S. Forest Service apron, while Taxiway A-2 provides direct access to the runway from the west
side hangar area as shown in Figure 5.10. Future runway and taxiway projects should consider ways to correct this
condition.
Figure 5.10 Direct Access to Runway from Parking Area
NAVIGATIONAL AIDS
Aids to navigation provide pilots with information to assist them in locating the airport and to provide horizontal
and/or vertical guidance during landing. Navigational Aids (NAVAIDS) also permit access to the airport during poor
weather conditions.
There are multiple NAVAIDS installed at McCall Municipal Airport to increase pilot safety. Runway 16/34 is
controlled, so a pilot can activate the system and vary the lighting intensity by keying their microphone while on the
Runway 16 is equipped with a 2-light Precision Approach Path Indicator (PAPI), while Runway 34 is equipped with a
2-light PAPI system is normally installed on runways without electronic guidance and at non-commercial airports.
1
4-light PAPI systems should be installed on runways with jet operations, as is the case with MYL. Consequently, the
existing VASI and PAPI systems should be upgraded to a 4-light PAPI for each runway end. Past obstruction surveys
have shown obstructions by numerous trees off the Runway 16 end, rendering the Runway 16 PAPI out of service
for several years. If it is determined through a new obstruction analysis that the trees are still obstructions, it will be
necessary to have the obstructions removed during a future airport project.
There is a lighted windcone and segmented circle located in the terminal area of the airport near the touchdown
zone of Runway 16. Both were newly constructed as part of a taxiway project in the summer of 2020. Secondary
windcones are located adjacent to the touchdown zone for Runway 34 and off the end of Runway 16. The segmented
circle and windcones meet current design standards.
An Automated Surface Observation System (ASOS) is located in the terminal area near the segmented circle.
According to the Federal Standard for Siting Meteorological Sensors at Airports (FCM-S4-1994), for airports with
only visual and/or nonprecision runways, the preferred siting of the cloud height, visibility, and wind sensors
and associated data collection platform is adjacent to the primary runway, 1,000 to 3,000 feet down the runway
from the threshold, and between 500 to 1,000 feet from the runway centerline. The current location of the ASOS
at MYL meets the preferred siting criteria; however, it is also in a location that inhibits development of future
hangars, taxilanes, and tiedowns in the terminal area. Future siting options will be explored during the alternatives
development process.
5.5 AIRSPACE AND APPROACHES
This section provides guidance on issues pertaining to airspace clearing and obstacle standards.
14 CFR PART 77 SURFACES (PART 77)
Title 14 of the Code of Federal Regulations (CFR), Part 77,
Airspace, establishes standards for determining obstructions in navigable airspace. Part 77 describes imaginary
the types of approaches that exist or are proposed for that runway.
each approach surface. Any object, natural or man-made, that penetrates these imaginary surfaces is an obstruction.
Figure 5.11 is a graphical illustration of these surfaces.
Figure 5.11 Part 77 Surfaces
ONICAL SURFACE
20:1 C
200' ABOVE THE
SURFACE
HORIZONTAL
HORIZONTAL S
URFACE
150' ABOVE HIGH
EST
POIN
T OF RUNWAY
TRANSITIONAL
7:1
TOP APPROACH
BOTTOM APPROACH
PRIMARY
RUNWAY END
Primary surface: A surface longitudinally centered on a runway. When the runway has a specially prepared hard
surface, the primary surface extends 200 feet beyond each end of that runway. The elevation of any point on the
primary surface is the same as the elevation of the nearest point on the runway centerline.
Horizontal Surface: A horizontal plane 150 feet above the established airport elevation, the perimeter of which
runway of each airport and connecting the adjacent arcs by lines tangent to those arcs.
Conical Surface: A surface extending outward and upward from the periphery of the horizontal surface at a
slope of 20 to 1 for a horizontal distance of 4,000 feet.
Transitional Surface: These surfaces extend outward and upward at right angles to the runway centerline and
the runway centerline extended at a slope of 7 to 1 from the sides of the primary surface and from the sides of
the approach surfaces.
Approach Surface: A surface longitudinally centered on the extended runway centerline and extending outward
and upward from each end of the primary surface. An approach surface is applied to each end of each runway
based upon the type of approach available or planned for that runway end.
Table 5.11 Part 77 Dimensions at MYL
Conical Surface
Length4,000 feet
Slope20:1
Transitional Surface
Slope7:1
Primary Surface
Width500 feet
Length Beyond Runway End200 feet
Horizontal Surface
Height Above Airport Elevation150 feet
Radius Arc10,000 feet
Approach Surface
Inner Width500 feet
Outer Width3,500 feet
Length10,000 feet
Slope34:1
INSTRUMENT APPROACHES
McCall Municipal Airport has two instrument approach procedures, one to each runway end. Both are RNAV(GPS)
approaches and are considered nonprecision approaches. The lowest minimums for the RNAV (GPS) Runway 16
approach, aircraft categories A and B, are a Minimum Descent Altitude (MDA) of 5,520 feet MSL and 1 statute
statute miles visibility. Category D aircraft are not authorized for this approach. Due to the tree obstructions north
of Runway 16, this instrument approach procedure is currently not available at night. The lowest minimums for the
RNAV (GPS) Runway 34 approach, aircraft categories A – D, are an Decision Altitude (DA) of 5,318 feet MSL and 7/8
statute mile visibility. There are no expected changes in the instrument approaches for the airport, unless there are
priority to allow for full use of the instrument approach procedures.
OBSTRUCTIONS
The FAA recommends that all obstructions to the imaginary surfaces be mitigated if possible. The approach zones
obstruction within these areas. However, sometimes it is impossible to achieve a completely obstruction-free
airspace because of excessive costs or other considerations. The obstructions that cannot be removed, or those
obstructions that cause the FAA to reduce the approach minimums, should be marked or lighted in accordance
with FAA Advisory Circular 70/7460-1L, Obstruction Marking and Lighting. As mentioned previously, there are tree
obstructions north of Runway 16 that need to be removed.
surface south of Runway 34 and east of the airport (Timber Ridge). Any proposed runway extensions or
improvements to instrument approach minimums would require removal of these terrain penetrations.
Figure 5.12 Runway 34 Approach Surface/Transitional Surface Terrain Penetrations (Existing)
Figure 5.13 Runway 16 Departure Surface Terrain Penetrations (Existing)
5.6 RUNWAY PROTECTION ZONE
The Runway Protection Zone (RPZ) is a portion of the inner approach zone projected onto the ground surface. While
the RPZ provides additional value to the pilot, its main function is to enhance the protection of people on the ground.
It is a ground-surface-level zone and begins 200 feet beyond the end of the area usable for takeoff or landing. The
RPZ is trapezoidal in shape and centered around the extended runway centerline.
The RPZ dimensions are determined by the design aircraft ARC, aircraft weight, type of operation (approach or
departure), and approach visibility minimums. Land uses prohibited within the RPZ include residences and places of
the RPZ.
Allowable uses include those that do not attract wildlife, do not interfere with navigational aids, and are located
outside of the Runway Object Free Area. Automobile parking lots are allowable only if they are located outside of
the central portion of the RPZ (which is equal to the width of the Object Free Area).
Table 5.12 Runway Protection Zone Dimensions
Approach Visibility
Inner Width Outer WidthLength
Minimums
Runway 16 Not Lower than 1 mile500 feet 700 feet 1,000 feet
Runway 34Not Lower than ¾ mile1,000 feet1,510 feet1,700 feet
Whenever possible, the FAA recommends fee simple Sponsor ownership of the RPZ for complete control of the land
uses in these areas. An avigation easement is recommended where fee simple Sponsor ownership is not possible.
Deinhard Lane passes through the RPZ for Runway 16. FAA
Zone
Environmental Division (APP-400) of the FAA prior to approving an Airport Layout Plan (ALP) containing the
passes through the RPZ in the future, it would trigger the requirement for FAA coordination prior to any future ALP
approval.
5.7 LAND USE ZONING
Effective compatible land use planning around airports addresses airspace, safety, and noise considerations. In many
instances, the community’s willingness to take a proactive approach in establishing compatible land use policies
comprehensive land use compatibility plans take such considerations into account and incorporate both height
restrictive and basic land use restrictions via zoning. Coupled with other proactive measures, such as voluntary noise
abatement programs and selective fee-simple land acquisition, proactive planning around the airport protects both
the airport and the surrounding community.
It is important to point out there is a difference between height restrictive zoning and basic land use zoning. As its
name implies, height restrictive zoning to protect airport airspace generally conforms to Part 77, with the intent of
protecting the airspace around an airport from objects or structures which may pose hazards to aircraft operations.
On the other hand, the intent of land use zoning is to prevent incompatible land uses near an airport where the
impacts of airport operations, such as noise, dust, fumes, or aircraft accidents, can have a potentially negative impact
on that land use, or the impact of the incompatible land use can have a potentially negative impact on the airport.
In 2016, ITD Aeronautics published the to inform and assist airport sponsors
with their planning efforts and meeting State of Idaho regulatory requirements for local planning. Regulatory
requirements include, but are not limited to, protecting public airports, including a Public Airport Facilities Section
(q) in comprehensive plans, notifying an airport operator of a pending land use action, and preventing the creation
or establishment of aviation hazards. Additionally, when an Airport Sponsor enters into an agreement that accepts
grant funding from ITD Aeronautics, it agrees to comply with grant assurances. ITD Aeronautics Grant Assurance
23 states:
to aircraft operating to, from, on, or in the vicinity of the subject airport. Idaho Statute 67-6508q. The 2018 McCall Area
Comprehensive Plan, McCall In Motion, contains a Public Airport Facilities section within the Dive Deep chapter.
, it meets the State
of Idaho requirements for addressing compatible land use planning around McCall Municipal Airport.
City of McCall Ordinance Title III, Planning and Zoning, Chapter 6, Civic, Airport and Agricultural/Forest Zones,
establishes an Airport Zone (AP), an Airport Perimeter Zone (APP), which is located on the internal 150 feet of the
AP zone edge, and an Airport Internal Zone (API), which is the remainder of the interior of the AP Zone. Section
of this chapter should be done to ensure it remains current. Chapter 7, Special Districts, Section 3.7.05, McCall
, is intended to protect airport users and property inhabitants in the vicinity
of the airport by setting forth height limitations and compatible land uses. Airport Operation Protection Zones are
described in Section 3.7.051, which were established based on a utility runway. Utility runways are intended for use
by aircraft that weigh less than 12,500 pounds. Since the runway at MYL accommodates large aircraft (those heavier
overlay zones should be updated based on the preferred alternative selected as part of this Airport Master Plan.
5.8 GENERAL AVIATION REQUIREMENTS
HANGARS
General aviation hangar preferences and requirements are a function of the number and type of based aircraft
and the local climate. As mentioned in Chapter 3, McCall experiences cold snowy winters and warm dry summers.
As such, all based aircraft are enclosed in a hangar during the winter. During the summer, seasonal based aircraft
park outside on the transient apron, then relocate to warmer climates during the winter. Data collected during the
summer for this study revealed 100 based aircraft at MYL, which includes three USFS aircraft not considered for this
hangar requirements analysis.
Valley County Assessor maps were reviewed for this study and revealed a total of 83 general aviation hangars,
79 of which were private hangars and four which belonged to McCall Aviation, Sawtooth Flying Service, and the
Pioneer Hangar. The total square footage of hangar space is currently 247,733 square feet, with the average hangar
size being 2,985 square feet. The average size of the private hangars is 2,821 square feet. To calculate the hangar
requirements for MYL, the based aircraft numbers were used from the forecast for 2020 and 2040, along with the
following assumptions for hangar size requirements (not the actual existing sizes):
• Single-engine piston (SR-22) @ 1,250 square feet
• Multi-engine piston (C-310) @ 1,400 square feet
• Small turbine (Meridian) @ 1,500 square feet
• Large turbine (PC-12/King Air 200) @ 3,000 square feet
• Medium Jet (Citation XLS+) @ 3,600 square feet
• Large Jet (Gulfstream 450) @ 10,000 square feet
• Helicopter (R-44) @ 800 square feet
• Glider (Trailer) @ 200 square feet
Figure 5.14 Private Hangar Area
Using these assumptions result in an excess of hangar square footage at MYL of 121,083 square feet in 2020, and
an excess of 132,983 square feet in 2040. This condition does not mean there is a surplus of hangars at MYL, only a
surplus of hangar square footage – the result of the existing hangars being larger than what is required for the based
aircraft types. Indeed, there was a hangar wait list of 60 people at the time of this analysis, and for those on the wait
list who listed a hangar size, the average size was approximately 3,300 square feet/hangar, with most of the aircraft
types being single engine pistons.
Despite the surplus of hangar square footage, there is a current demand of at least 60 hangars. There is also an
piston aircraft, and to capture the seasonal based aircraft to perhaps make them permanent based aircraft. Further,
removing the seasonal based aircraft from the transient apron would free up space for what the transient apron
TRANSIENT AIRCRAFT PARKING APRON
A taxiway relocation project occurred during the summer of 2020, which resulted in a loss of transient parking
four large spaces nearest the taxiway, and 89 small aircraft parking spaces for a total of 93 marked parking spaces.
The average size of each large parking space is 7,250 square feet, while the average size of each small parking space
is 1,208 square feet. All of the previous medium sized parking spaces were eliminated due to the taxiway relocation
project, leaving none presently.
Aerial imagery was used to measure and calculate the square footage of transient parking apron space, resulting
in 29,000 square feet dedicated to large aircraft, and 107,500 square feet dedicated to small aircraft for a total of
136,500 square feet of dedicated parking space.
Figure 5.15 Transient Parking Apron
In order to determine parking requirements at MYL, forecasted operations were used to generate peak hour
demand of itinerant operations, since itinerant operations were assumed to be using the transient apron, while
local operations were assumed to use hangars. Itinerant operations were broken down between air taxi and general
aviation. All general aviation itinerant operations were assumed to require 1,500 square feet, while air taxi itinerant
operations were assumed to require 3,600 square feet. Itinerant air taxi operations at MYL can range from a single
engine Cessna 206 to large business jets. The air taxi space assumed the square footage required by the critical
aircraft, a Citation XLS+.
From the forecast data, the peak month for operations is August, the peak day of the week is Sunday, and the
peak hour is 10:00 a.m. In 2020, there were 6 air taxi and 15 general aviation itinerant operations during the peak
hour. In 2040, there are forecast to be 7 air taxi and 18 general aviation itinerant operations during the peak hour.
overnight and seasonal based aircraft is 7 spaces for medium jets (Citation XLS+), and 45 single engine piston spaces.
In 2040, the equivalent space remaining is equal to 7 medium jets and 41 single engine piston spaces.
AIRPORT ACCESS AND VEHICLE PARKING
Access to McCall Municipal Airport’s east terminal area, the general aviation side, is by way of State Highway 55
(SH-55), also known as S. 3rd Street, and Deinhard Lane. Southbound SH-55 has a right turn lane into the airport
that begins at the intersection of SH-55 and Deinhard Lane and ends at the airport entrance next to the Sawtooth
Flying Service hangar, approximately 800 feet south of the intersection. Travelers are met with an automated vehicle
gate leading to the aircraft apron or a hairpin turn that heads north on an unpaved road toward McCall Aviation and
the main parking lot, past the Pioneer Hangar and fuel farm. Northbound travelers on SH-55 may access the same
airport entrance via a center turn lane.
is into the main parking lot, which is approximately 330 feet west of the intersection. There is no dedicated turn
an automated emergency access gate, directly across from the McCall Fire Department. There are no dedicated turn
lanes afforded to drivers in either direction on Deinhard Lane. Any future widening of Deinhard Lane should take
this into consideration.
For the U.S. Forest Service complex on the west side of the airport, access is by way of Mission Street. There is a
viewing area and Smokejumper Base interpretive site located near the reload area. This analysis does not consider
vehicle parking requirements for the U.S. Forest Service side of the airport.
The primary parking area for vehicles in the east terminal area is an unpaved parking lot at the intersection of
Deinhard Lane and SH-55. It has an irregular shape, and the spaces are not marked. The parking lot is approximately
Aviation FBO has approximately 12 paved parking spaces adjacent to the main parking lot. The Sawtooth Flying
Service hangar area has space inside and outside the airport operating area fence for approximately 14 vehicles,
although there are no marked spaces. In total, there are approximately 91 vehicle parking spaces available.
Figure 5.16 Vehicle Parking (Red)
Vehicle parking demand is based on peak hour itinerant operations, which is discussed in section 5.8.2. It is assumed
that based aircraft operators will park their vehicle(s) in their assigned aircraft parking space or hangar, not in the
while two people are assumed for each general aviation operation. One vehicle parking space is assumed for every
three people. In 2020, 54 people needed to be accommodated during the peak hour, resulting in 18 parking spaces
needed. For 2040, the projected demand is to accommodate 64 people and 21 parking spaces during the peak
hour. Consequently, there is enough vehicle parking space though the planning horizon to accommodate peak hour
parking areas at the airport in accordance with the City of McCall Design Guidelines, City Code, and McCall Airport
initiatives, such as the Pathways Master Plan, scenic routes, and public transportation.
GENERAL AVIATION TERMINAL
There is no general aviation terminal provided by the City of McCall at MYL. That service is provided by the FBO.
McCall Aviation has a passenger facility at their FBO building that is approximately 1,940 square feet. Airport
Cooperative Research Program (ACRP) Report 113, Guidebook on General Aviation Facility Planning, provides
guidance on general aviation terminal size requirements. For planning purposes, terminal square footage
requirements can be calculated using the peak hour transient operations, the number of passengers during the peak
hour, and an assumption of 150 square feet of terminal space required per person. Using the passenger numbers
calculated in section 5.8.3, there were 54 passengers during the peak hour in 2020, and 64 passengers forecast
during the peak hour in 2040. This translates into a general aviation terminal square footage requirement of 8,100
square feet in 2020, and 9,600 square feet in 2040. Consequently, there is a general aviation terminal square footage
5.9 SUPPORT FACILITIES
DEICING
There are no deicing facilities at MYL. McCall Aviation offers deicing services by way of a deicing truck.
AVIATION FUEL FACILITIES
McCall Aviation is the current fuel provider at MYL. Their fuel capacity is stated below:
• Two 12,500-gallon above ground Jet A tanks
• One 10,000-gallon underground Jet A tank
• One 10,500-gallon above ground 100LL tank
• One 2,500-gallon above ground 100LL tank
• One 5,000-gallon Jet A truck
• One 3,000-gallon Jet A truck
• One 1,200-gallon 100LL truck
• One 2,400-gallon 100LL truck
This results in a total capacity of 43,000 gallons of Jet A and 16,600 gallons of 100LL. Fuel capacity requirements
were calculated using 2019 totals and peak month operations (August). In 2019, McCall Aviation reported a total
of 247,803 gallons sold. Assuming Jet A made up 67% of the total fuel volume sold, 100LL made up 33% of the
total fuel volume sold, and August was 19.3% of the total annual operations in 2019 (37,800 from the forecast),
the result is approximately 32,000 gallons of Jet A and approximately 15,800 gallons of 100LL were consumed in
August of 2019. This means that prior to the 2020 COVID-19 pandemic, McCall Aviation had enough capacity to
accommodate the busiest month of 2019.
Applying the fuel consumption percentages to August operations in 2019 yields a fuel consumption per operation
value of 2.16 gallons/operation for 100LL and 4.40 gallons/operation for Jet A. If it is assumed over the planning
horizon the consumption rate per operation decreases for 100LL and increases for Jet A, 2040 rates will be
calculated at 2 gallons/operation for 100LL and 5 gallons/operation for Jet A. Using projected operations for August
2040 (7,533) with the assumed fuel consumption per operation rates results in approximately 15,000 gallons of
100LL and approximately 37,660 gallons of Jet A needed for the busiest month expected in 2040. McCall Aviation
still has the capacity to accommodate this demand.
At the time of this study, Sawtooth Flying Service gained approval to sell 100LL at MYL from a 10,000-gallon tank. In
addition to adding capacity to the fuel demands of the airport, it will provide another fuel option for airport users.
AIRCRAFT MAINTENANCE
DEW Aircraft, Inc. provides aircraft maintenance services at MYL. They are currently operating out of the McCall
Aviation hangar but have an agreement with the City of McCall to develop a new maintenance facility west of the
AIRCRAFT RESCUE AND FIRE FIGHTING (ARFF)
McCall Municipal Airport does not have its own ARFF capabilities, as it is not required. However, the McCall Fire
Department is located across the street from the airport on Deinhard Lane, with an airport emergency access gate
2
directly across from the station. According to the McCall Fire & EMS website, the vehicles at the station include:
• Engine #11: Type 1 with 1,500 gallons/minute of foam and 750 gallons of water.
• Engine #12: Type 1 with 1,750 gallons/minute of foam and 500 gallons of water.
• Truck #11: Ladder truck with 1,500 gallons/minute of foam and 500 gallons of water.
• Pumper Tender #1: Type 2 with 1,500 gallons/minute of foam and 3,000 gallons of water.
• ARFF #1: Type 2 airport crash truck with 1,250 gallons/minute of foam and 1,500 gallons of water.
The station also has three command vehicles, four ambulances, and one snowmobile.
SNOW REMOVAL EQUIPMENT (SRE)
According to FAA AC 150/5220-20A, Airport Snow and Ice Control Equipment, non-commercial service airports with
more than 10,000 annual operations and at least 15 inches of annual snowfall should have a minimum of one high-
speed rotary snow plow, supported by two snow plows of equal snow removal capacity. Current SRE at MYL consists
of:
• 2006 John Deere 644J loader with snow bucket, snow blade, and general-purpose bucket.
• 2009 New Holland TV6070 bidirectional tractor with towed 12-foot rotary broom.
• 1992 Rolba rotary snow plow.
• 2016 Henderson dump truck with 20-foot plow.
The equipment is stored in an SRE building that was constructed in 2011 using FAA grant funding. The building is
With the high volume of snowfall in McCall, the storage of snow during the winter is a challenge. As the snow is
removed from the aircraft operating surfaces, it must be placed in a manner to not cause damage to aircraft as they
taxi, takeoff, or land. Any future development must consider snow storage options.
AIR CARGO
There are no dedicated air cargo operations or facilities at the airport, and none anticipated through the planning
horizon.
COURTESY BICYCLES
The Idaho Aviation Association has a “Borrow-A-Bike” program, which provides bicycles for visiting pilots at certain
airports in Idaho, McCall being one of them. The bicycle shelter is located next to the vehicle access gate at the
McCall Aviation FBO.
FIREFIGHTING ACTIVITIES
aircraft and helicopters, along with their associated service equipment. While these services are essential to
helicopters create additional issues with rotor wash and blowing debris. Consideration should be given to space for
large helicopter parking and service equipment that is separated from light general aviation parking areas. This will
be looked at during the development alternatives analysis.
Figure 5.17 Fire Helicopter on Transient Aircraft Parking Apron
5.10 UTILITIES
City of McCall GIS mapping was reviewed to identify utilities on the airport. It should be noted that the maps may be
utility services is listed in Table 5.13.
Table 5.13 McCall Municipal Airport Utilities
UtilityProviderLocation
Electrical Idaho PowerTerminal Area/Hangars
FiberCity of McCall – Information SystemsDeinhard Lane
High-Speed DataFrontier CommunicationsTerminal Area/Hangars
WaterCity of McCall – Public WorksTerminal Area/Hangars
SewerCity of McCall – Public Works
Storm WaterCity of McCall – Public WorksTerminal Area/Hangars/Runway
IrrigationCity of McCall – Parks & RecreationFrontage at Deinhard Lane/SH-55
Underground utilities (water, power, sewer) pass east-west just north of the Runway 16 threshold. Any future
development will likely require an extension of desired utilities.
5.11 SPONSOR’S STRATEGIC VISION
The City of McCall’s vision is articulated in the 2018 McCall Area Comprehensive Plan. The vision is, “McCall is
a diverse, small town united to maintain a safe, clean, healthy, and attractive environment. It is a friendly, progressive
community that is affordable and sustainable.”
There are three vision themes contained in the Dive Deep section of the comprehensive plan, labeled Our Character,
Our Economy, and Our Connections. Under the Our Character theme, Land Use element, the comprehensive plan
states, “.” Under the Our Economy
theme, Economic Development element, Goal 2, Balance and diversify the local economy while maintaining
environmental compatibility, Policy 2.3 states, “
the McCall Public Library, and the golf course as economic assets and incentives for business/property development and
redevelopment.”
The Airport Facilities element is located within the Our Connections vision theme and describes the goals and policies
of the City of McCall as they relate to the McCall Municipal Airport. The goals and policies are as follows:
Goal 1: Continue to proactively protect the health, safety, and general welfare of both airport users and surrounding
neighbors.
aeronautical facilities for all aviation users per City and FAA standards and requirements.
Policy 1.2: Operate and develop the airport in such a manner that it remains a safe and good neighbor by
establishing compatible land uses around the airport.
Goal 2: Maintain and improve air service at the airport.
Policy 2.1: Continue proactive efforts with commercial operators and the community to maintain and improve
air service options.
Policy 2.2: Continue planning and development of the airport to provide facilities that support services such as
Goal 3: Continually monitor and plan for future aeronautical and land use needs of the airport.
Policy 3.1: Adhere to the Airport Master Plan and associated approved Airport Layout Plan.
Goal 4: Continue to integrate the airport into City transportation infrastructure and planning.
Policy 4.1: Plan transportation facilities to ensure adequate access to the airport and support the airport as an
inter-modal hub, consistent with the Transportation Master Plan.
Goal 5: Plan land uses near the airport so that they are compatible with airport functions, compliant with FAA
regulations, and do not negatively impact the safety of operations of the airport. Require aviation easements where
needed.
Policy 5.1: Purchase (in fee simple) lands as recommended in Chapter 6 of the Airport Master Plan, Alternative
Airport Concepts, and as shown on the Airport Layout Plan.
Policy 5.2: Maintain existing agricultural ground and open space in the vicinity of the airport, especially in key
areas off the runway approach and departure corridors to reduce the safety risks for people and property on the
ground and in the air.
Policy 5.3: Discourage high-density residential development and encourage commercial and industrial uses in
noise, dust, fumes, and other potential aviation impacts.
Goal 6:
around the airport.
Policy 6.1: Recognize the airport as an essential service and major contributing factor to economic development
in McCall.
Policy 6.2: Encourage aviation related economic development opportunities in appropriate locations on or
surrounding the airport.
services consistent with regional economic development and transportation goals.
Policy 6.4: Connect the airport to downtown and commercial areas with safe, multimodal transportation
options.
Goal 7: Continue to integrate the airport into the local McCall community.
Policy 7.1: Utilize the airport by hosting tours and events for the community.
Policy 7.2: Partner with the McCall-Donnelly School District to provide opportunities for Science, Technology,
Engineering, and Math (STEM) education and instruction.
Policy 7.3: Promote a public education campaign to publicize what services the airport offers.
5.12 ACCESS CONTROL CONSIDERATIONS
Access to the terminal area of the airport is controlled by a combination of six-foot fencing topped with barbed wire,
vehicle gates, and pedestrian gates. On the west side of the airport, access is controlled by the U.S. Forest Service.
The south part of the airport is surrounded by wildlife fencing in various states of condition. Motion activated
cameras used during the forecast data collection captured multiple crossings of the taxiway by large game animals
just south of the hangar area. The taxiway relocation project installed new 10-foot wildlife fencing along the east
side of the new taxiway. This fence should be extended around the south and west side of the runway as part of a
future project.
Figure 5.18 Wildlife Intrusion
5.13 FACILITY REQUIREMENTS SUMMARY
• Runway Extension to 6,510 feet, to the south.
• Update runway designation to Runway 17/35.
• Increase size of Runway 16 Blast Pad to meet standard dimensions.
• Repaint faded runway markings.
• Replace and upgrade runway lighting to LED.
• Designate Taxiway B as such.
•
• Repurpose general aviation hangar area taxiways as taxilanes, and designate them appropriately to avoid
confusion with Taxiways A and B.
• Remedy the nonstandard TOFA between Hangars 211 and 212.
• Eliminate wide expanse of pavement at Taxiway B-1 and Runway 16.
• Remedy direct runway access at Taxiways A-2 and B-2.
• Replace existing PAPI and VASI with 4-light PAPI system.
•
• Remove tree obstructions north of Runway 16 and terrain obstructions in the Part 77 surfaces and
instrument departure surface south of Runway 34 and east of the airport.
Considerations:
• Explore ASOS relocation options.
• Explore additional hangar options, including T-hangars.
• Explore general aviation terminal options.
• Explore snow storage areas.
• Identify additional helicopter parking areas.
REFERENCES
1 Federal Aviation Administration Advisory Circular 150/5340-30J, Design and Installation for Airport Visual Aids,
2018. Accessed November 2020 at: https://www.faa.gov/documentLibrary/media/Advisory_Circular/150-5340-30J.
pdf
2 McCall Fire & EMS Website. Accessed November 2020 at:
S
O
S
A
A
S
TAXIWAY A
O
S
SECTION OVERVIEW
S
O
SST-U
A
A
U-TS
A
EGAFOT-U
NEW FIRE
A
EG
SU
AIRCRAFTU
O
E-
-
ST
GT
PARKINGS
S
A
A
RETENTION POND &EG
GS
ADDITIONAL SNOW STORAGEO
E
S
U-TOFAU-TOFA
A
U-TOFA
PROPOSED TAXIWAY CDEW AIRCRAFT, INC. / HANGAR 98
E
G
U
A
-
T
F
O
AO
F
STAPRON REHAB
-
AO
SU
GAND REMARKING
EG
G
GE
EE
120'
U
E
A
-G
T
SU-TOFAU-TOFA
SS
ASOSTUU
-
AO
--
US
TT
A
SS
EAA
GGPROPOSED TAXIWAY D
E
EGEG
GEGE
GE
120'
G
E
NEW ACCESS
A
U-TOFA
S
UOROAD
-
TOSAU-TOFAU-TOFA
FU-TOF
A
U-TOFAU-TOFAU-TOFAU-TOFA
U-TA
SAU-TS
E
U-TSAU-TSAU-TSAU-TSA
G
S
O
S
A
PROPOSED TAXILANE G
35'ADG II, TDG 2
U-TSAU-TSA
U-TOFAU-TOFA
U-TSAU-TSAU-TSAU-TSAADG II, TDG 2
ST-UAST-U
A
A
S
UOU-TOFAU-TOFAU-TOFA
AFOT-
S
AFOT-U
U
T-
O
AF
SU-TOFAU-TOFA
O
S
A
U
60'
-
T
100'
O
F
A
SNOW STORAGE
A
60'A
S
F
T
-
O
UTU
A
S-
-
TO
U
S
S
100'U-TOFA
A
S
O
U-TSASU-TSA
A
U-TOFA
U
-T
O
FU-TOFAU-TOFAU-TOFAU-TOFAU-TOFA
A
A-TSA
U-TSAU-TSAU-TSASU-TSAU-TSAU
O
S
PROPOSED TAXILANE F
ADG I, TDG 1BS
25'O
S
A
U-TSAU-TSAU-TSAU-TSAU-TSA
AST-UU
-
ATU-TOFA
SO
U-TOFAU-TOFAU-TOFASU-TOFAU-TOFAO
F
S
SOA
40'A
U
A
-SOS
T
S
A
A
F
O
T
-
U
50'
UU-TOFA
-
TUU
O
--
TT
F
SS
A
A
A
A
S
SNOW STORAGE
T
-
U
U-TOFA
TOFA
U-TOFAU-
U-TOFAU-TOFAU-TOFA
U
-TAST-U
S
A
U-TSAU-TSA
U
-TSAU-TSAU-TSAU-TSA
TAXIWAY E
35'
6.1 GENERAL
• Inventory
• Forecast of Aviation Demand
• Facility Requirements
•
•
•
•
•
6.2 SPONSOR AND USER INPUT
6.3 NEEDED IMPROVEMENTS SUMMARY
Facility Requirements,
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
6.4 RUNWAY ALTERNATIVES
CROSSWIND RUNWAY
TURF SECONDARY RUNWAY
RUNWAY EXTENSION
Figure 6.1 Runway Extension with Land Acquisition
TAXIWAY A5
PR
OP
OS
ED
LA
ND
AC
QU
ISIT
ION
AP
PR
OXI
MA
TEL
Y
32
AC
'
15BRL
ZPDZPDZPD
'
25BRL
'
35BRL
ZPRZPR
ZPRZPRZPR
ZPR
0100200Feet
BLAST PAD
Figure 6.2 Expanded Blast Pad
PROPOSED TAXIWAY B1TAXIWAY A1
EXISTING TAXIWAY B1
050100Feet
6.5 TAXIWAY ALTERNATIVES
TAXIWAYS A-2 AND B-2
TAXIWAY B-1
Figure 6.3 Taxiways A-2 and B-2
PR
OPOSE
D
TAXI
WAY FIL
LETS
IWAY A2
TAX
XIWAY B2
TA
PROPOS
ED
PR
OPOSE
D
ELE
VATED R
UNWAY
ELEVAT
ED RUN
WAY
GUARD
LIGHTS
GUARD
LIGHT
S
050100Feet
Figure 6.4 Taxiway B-1
PROPOSED TAXIWAY B1
TAXIWAY A1
050100Feet
PROPOSED TAXIWAY D
Figure 6.5 Proposed Taxiway D
PRO
POSED TAXIWAY D
ADG II, TDG 2
0100200Feet
PROPOSED TAXILANES F AND G
Figure 6.6 Proposed Taxilanes F and G
AY D
PROPOSED TAXIW
25'
35'
OSED TAXIWAY H
PROP
0100200Feet
TAXIWAY NOMENCLATURE
Taxiway
Nomenclature Convention
Figure 6.7 Proposed Taxiways C and D
Ë
PROPOSE
D TAXIWAY C
PROPOSED T
AXIWAY D
0100200Feet
Figure 6.8 Hangar Area Taxiways and Taxilanes
TAXILANE E1
PROPOSED TAXIWAY H
LANE E2
TAXI
E J
PROPOSED TAXILAN
AXILANE K
PROPOSED T
0100200Feet
6.6 ASOS RELOCATION
Figure 6.9 Proposed ASOS Location with Land Acquisition
P
ROP
OSE
D
LAN
D AC
QUI
SITI
ON
APP
RO
XIMA
TEL
Y 12
AC
TAXIWAY A4
P
ROP
OSE
D A
SOS
50
0'
0100200Feet
6.7 GENERAL AVIATION TERMINAL
Figure 6.10 General Aviation Terminal
R
O
PROPOSED TAXILA
NE K
F
A
Ë
R
O
F
A
PROPOSED
R
O
F
GA APRON
1
2
3
A
5
5
5
'
'
'
B
B
B
R
R
R
L
L
L
R
O
F
A
'
0
8
R
O
F
A
20'
80'
5
0'
58'
R
'
O
0
F
2
1
2
3
A
1
5
5
5
'
'
'
B
'
B
B
R
R 9
R
L
L
L
18'
20'
R
O
F
A
R
O
F
A
A
R
O
Y
F
1
2
A
3
A
5
5
5
'
'
W'
I
B
B
B
R
X
R
R
L
L
A
L
T
050100Feet
Figure 6.11 General Aviation Terminal Land Acquisition
PROPOSED TAXILANE K
SED
PROPO
LAND ACQUISITION
APPROXIMATELY 17 AC
0100200Feet
6.8 INFIELD DEVELOPMENT
PHASE 1
SNOW
STORAGE
D TAXIWAY D
PROPOSE
NEW
FIRE AIRCRAFT
RKING
PA
ASOS
ION POND
RETENT
AND ADDITIONAL
25'
SNOW STORAGE
50'
120'
PROPOSED TAXIWAY H
0100200Feet
ULTIMATE
OW
SN
STORAGE
ROPOSED TAXIWAY D
P
NEW
FIRE AIRCRAFT
PARKING
TENTION POND
RE
AND ADDITIONAL
25'
35'
OW STORAGE
SN
100'
50'
60'
120'
00'
1
H
PROPOSED TAXIWAY
0100200Feet
6.9 TRANSIENT APRON RECONFIGURATION
APRON REHAB
AND REMARKIN
G
PROPOSED TAXIWA
Y C
PROPO
SED TAXIWAY D
ADG II, TDG 2
0100200Feet
6.10 ADDITIONAL LAND ACQUISITION
Figure 6.15 Additional Land Acquisition
1
ILANE E
TAX
ED
PROPOS
ITION
ACQUIS
LAND
2 AC
ATELY 1
PROXIM
AP
E E2
XILAN
TA
0100200Feet
6.11 OBSTRUCTIONS
6.12 ALTERNATIVES SUMMARY
PAGE LEFT BLANK INTENTIONALLY
SECTION OVERVIEW
This chapter presents environmental considerations and
factors pertinent to the McCall Municipal Airport, with an
emphasis on proposed development. Information is compiled
from numerous sources, notably multiple governmental
agencies.
7.1 GENERAL
The purpose of considering environmental factors in airport master planning is to help the Airport Sponsor evaluate
potential development alternatives and expedite future environmental evaluations. Airport planning provides the
forth by the National Environmental Policy Act (NEPA) of 1969.
NEPA PROCESS
The NEPA process evaluates the environmental effects of a federal undertaking, including its alternatives. There are
three levels of analysis: categorical exclusion (CATEX) determination; preparation of an environmental assessment/
• CATEX: An undertaking may be categorically excluded from a detailed environmental analysis if it
environmental impact.
•
•
proposed action and alternatives.
7.2 AIR QUALITY
stationary and mobile sources and authorizes the U.S. Environmental Protection Agency (EPA) to establish National
Ambient Air Quality Standards (NAAQS) for six pollutants, called criteria air pollutants. The criteria pollutants
1
McCall Municipal Airport is in attainment for all criteria pollutants. The projects proposed in this Airport Master
Plan are unlikely to cause or create a reasonably foreseeable increase in air emissions, as the projects are not
and using dust control measures during construction.
7.3 BIOLOGICAL RESOURCES
FEDERALLY LISTED SPECIES AND CRITICAL HABITATS
Section 7 of the Endangered Species Act (ESA) applies to the actions proposed or performed by federal agencies
threatened or endangered species or designated critical habitat.
The Information, Planning and Conservation (IPaC) online system provides information regarding federally
4
6
project.
is unsuitable for the species. Likewise, the projects proposed for this Airport Master Plan are mostly in areas that
lack of suitable habitat, the projects proposed in this Airport Master Plan are expected to have no effect on northern
STATE LISTED SPECIES
The EA determined the following species are unlikely to occur due to lack of presence or lack of suitable habitat:
MIGRATORY BIRDS
Table 7.1 as Migratory Birds of Conservation Concern that may occur within
airport property or vicinity.
Table 7.1 Migratory Birds of Conservation Concern
Common NameBreeding Season
Bald EagleHaliaeetus leucocephalus
Carpodacus cassinii
Aechmophorus clarkii
Lesser YellowlegsElsewhere
Limosa fedoa
Contopus cooperi
Rufous Hummingbirdselasphorus rufus
Table 7.1
marbled godwit, Clark’s grebe, and golden eagles; therefore, the proposed projects in the Airport Master Plan are
would not likely contribute to a trend towards federal listing or loss of viability for lesser yellowlegs and rufous
hummingbirds. The hangar development proposed for this Airport Master Plan occurs in an area previously
disturbed; these projects are expected to have no impact these species.
WILDLIFE HAZARDS
Hazardous Wildlife Attractants on or Near Airports
7
hazardous wildlife attractants.
the airport’s operating area and hazardous wildlife attractants.
serves as a wildlife attractant for mammals and waterfowl. The river and surrounding mixed conifer habitat support
a wide variety of birds and other wildlife.
7.4 CLIMATE
The Intergovernmental Panel on Climate Change (IPCC) estimates that aviation accounted for 4.1 percent of global
9
Discussion of potential climate impacts should be documented
area.
analysis. The Affected Environment section should also discuss the level of preparedness within the study area with
situations, not possible.
following:
•
•
•
and residential emissions. The airport will be included in this inventory effort.
7.5 DEPARTMENT OF TRANSPORTATION ACT 4(f)
Section 4(f) of the Department of Transportation Act, states that the Secretary of Transportation will not approve
having jurisdiction thereof, unless there is no feasible and prudent alternative and the project includes all possible
planning to minimize harm resulting from the use.
that are listed or eligible for inclusion on the National Register of Historic Places (NRHP), except in unusual
circumstances.
Section 4(f) standards.
7.6 FARMLANDS
Table 7.2.
Table 7.2 Prime and Other Important Farmlands
Map SymbolMap Unit Name
16
17
Not prime farmland
Melton loamNot prime farmland
are not irrigated, and therefore, do not meet statewide importance criteria. The other two soil types located in the
Figure 7.1 NRCS Soil Map for MYL
7.7 HAZARDOUS MATERIALS, SOLID WASTE, AND POLLUTION PREVENTION
HAZARDOUS MATERIALS
Environmental Response, Compensation, and Liability Act (CERCLA), as amended (also known as the Superfund),
this authority, EPA established a comprehensive regulatory program to ensure that hazardous waste is managed
safely from "cradle to grave" meaning from the time it is created, while it is transported, treated, and stored, and until
11
it is disposed.
The EPA maintains a list of superfund sites called the National Priorities List (NPL) in accordance with CERCLA.
These sites have known releases or threatened releases of hazardous substances, pollutants, or contaminants
Management and Remediation Division. Table 7.3
Table 7.3 Facility Mapper Sites on McCall Municipal Airport
TypeIDSubstanceCleanup CompleteFacility Name
Underground Storage
McCall Aviation
Tanks (UST)
Leaking Underground
McCall Aviation
Storage Tanks (LUST)
Land Acquisition and Relocation Assistance for Airport Improvement Program (AIP)
Assisted Projects, as part of the project planning and environmental assessment phases, the Airport Sponsor should
contamination on property needed for a project. Contaminated property must be avoided as is feasible, or the use
materials located at the proposed project site or in the immediate vicinity of a project site.
POLLUTION PREVENTION
There are many local, state, and federal regulations that address the impacts of construction activities, including
noise, dust, disposal of construction debris, air pollution, and water pollution. Construction activities on airports
Standards for Specifying Construction of Airports
Operational Safety of Airports During Construction
7.8 HISTORICAL, ARCHITECTURAL, ARCHAEOLOGICAL, AND CULTURAL RESOURCES
The National Historic Preservation Act (NHPA) establishes the Advisory Council on Historic Preservation (ACHP)
and the National Register of Historic Places (NRHP) within the National Park Service (NPS).
14
are in McCall, and one on the airport.
the airport property.
CHC conducted an intensive pedestrian survey of the hangar development project APE, as shown in Figure 7.2.
plans within the surveyed areas. Any projects that may cause disturbance to structures or ground outside the
regarding cultural resources.
Figure 7.2 Class III Cultural Resource Inventory Survey Area
7.9 LAND USE
16
usually associated with the extent of the airport’s noise impacts.
zoning laws, has been or will be taken, to the extent reasonable, to restrict the use of land adjacent to or in the
immediate vicinity of the airport to activities and purposes compatible with normal airport operations for existing
17
and planned land uses.
The McCall Municipal Airport is located approximately one mile southwest of downtown McCall. The Code of
hazards. The Code discourages the siting of incompatible land uses where there is a general aviation airport
Inventory of this Master Plan for more details on Land use.
7.10 AIRCRAFT NOISE
Noise levels are measured in Day/Night Levels (DNL). A DNL is an average of day and nighttime levels of sound and is
airport around the runway(s) and decrease as they move outward.
extension, along with operational data collected during the forecast in chapter 4. Since the runway extension project
within the future airport property boundary. Table 7.4 outlines the operational assumptions used in the noise model,
using forecast operations data from the approved forecast.
Table 7.4 Noise Model Operational Assumptions
2040 Forecast Conditions: 39,029 total annual operations, with a daily average of 107 operations
Average Daily Operations by Runway (% of total Ops)
Aircraft Type AEDT
(% of total Representative
16 Arrival 16 Departure Total
ops)Aircraft
Single Engine
Single Engine
Citation Excel
Total17.6617.66
Figure 7.3 Future Noise Contours for McCall Municipal Airport
7.11 SOCIOECONOMIC IMPACTS, ENVIRONMENTAL JUSTICE, AND CHILDREN'S HEALTH AND
SAFETY RISKS
SOCIOECONOMICS
A socioeconomic analysis evaluates how elements of the human environment such as population, employment,
19
employment
ENVIRONMENTAL JUSTICE
Environmental justice is the fair treatment and meaningful involvement of all people regardless of race, ethnicity,
national origin, or income with respect to the development, implementation, and enforcement of environmental
Table 7.5
shows the population distribution by race.
Table 7.5 McCall Population Distribution by Race
RaceTotal
Black or African American alone
American Indian alone4
Asian alone
Two or More Races 1
disproportionally affected by the proposed projects. That being said, it should be acknowledged that the airport
CHILDREN'S HEALTH AND SAFETY RISKS
to make it a high priority to identify and assess environmental health and safety risks that may disproportionately
expected to disproportionately affect children.
7.12 VISUAL EFFECTS
alternatives would either produce light emissions that create annoyance or interfere with activities or contrast
The presence of structures would result in a temporary change to the visual character of the area, but development
would be consistent with the style and uses of existing structures at the airport. The hangar development area is in
area, as they are consistent with existing airport infrastructure.
7.13 WATER RESOURCES
WETLANDS
adapted for life in saturated soil conditions.
grading or disturbance of wetlands. The federal permit issued by the USACE shall be part of the Conditional Use
Permit.
Figure 7.4
wetlands. A wetland delineation, avoidance and minimization measures, permitting, and/or mitigation measures may
Figure 7.4 McCall Municipal Airport Wetlands
FLOODPLAIN
in Figure 7.5
Figure 7.5 McCall Municipal Airport Floodplain Map
SURFACE WATER
establishes the basic
Pollutant Discharge Elimination System (NPDES) permitting program.
identify impaired waters and to establish the maximum amount of pollutant allowed in a waterbody, known as the
total maximum daily load, necessary to assess current conditions and project impacts. If project activities have the
disturbs one or more acres of land.
Surface water resources on the airport are associated with Stringer Ditch Irrigation Canal and one intermittent
stream that drain west and southwest towards the airport, underly the airport via a series of culverts, and then enter
would need to address temporary sediment and erosion control BMP’s to be used during construction as well as
permanent BMP’s.
species, views of, from, or across a lake or river. All applications for building permits within overlay zone, no matter
what the permit may be for, shall be accompanied by a plan for the installation of appropriate natural, storm, and
melt water drainage and treatment facilities. Such plans for natural, storm and melt water drainage of the property
and on and through the property, shall be consistent with best management practices under state and federal storm
and melt water regulatory programs to which the city is subject and consistent with other city programs in these
regards to the satisfaction of the city.
The airport should implement proactive stormwater management practices to reduce the amount of pollution that
enters the surface water resources close to the airport property.
GROUNDWATER
groundwater levels in the McCall areas are stable. Depths to groundwater vary from near ground surface near the
airport property.
7.14 AIRPORT MASTER PLAN ENVIRONMENTAL OVERVIEW
Table 7.6 Potential Environmental Impact Categories and Mitigation Measures
Impact CategoryPotential Mitigation Measures
Air QualityUse Best Management Practices (BMPs) during construction.
Biological Resources
impacts. Any tree removal should occur outside of the nesting season. Any
future actions taken at the airport should be done in accordance with the
Climate
which to assess future emission reduction measures.
Coastal ResourcesNot applicable.
resources.
Not applicable.
Use BMPs during construction.
Prevention
Not applicable for the surveyed area for the hangar development;
Historical, Architectural, Archaeological, and Cultural
Resources
surveyed for historical resources.
Comply with local land use policies and regulations. Coordination with the
Land Use
Natural Resources and Energy Supply
Noise and Noise Compatible Land Use
Socioeconomic Impacts, Environmental Justice, and
Children’s Health and Safety Risksairport. Airport design standards have not changed during this Airport
Master Plan study.
expected from lighting.
impacts to the surrounding environment from pollutants (direct or
indirect) related to development.
Cumulative Impacts
REFERENCES
1
Municipal Airport. The College of Idaho, Caldwell, Idaho.
!
11
14 National Park Service, National Register Database. Accessed at: https://www.nps.gov/subjects/
National Park Service (nps.gov)
16
17
19
PAGE LEFT BLANK INTENTIONALLY
SECTION OVERVIEW
This chapter reviews the planned capital projects for McCall
Municipal Airport, in conjunction with the FAA Airport
Capital Improvement Plan (ACIP) and the Idaho Department
of Transportation Division of Aeronautics (ITD Aeronautics),
Idaho State Capital Improvement Program (SCIP). Potential
future funding sources are examined, and the airport’s
feasibility of the development plan.
8.1 GENERAL
of the planning effort. The plan must balance funding constraints, project sequencing limitations, environmental
requirements, agency and tenant approvals and coordination processes, business issues (leases and property
acquisition), and Sponsor preferences. Additionally, the plan must comport with the Airport Layout Plan (ALP)
8.2 CAPITAL IMPROVEMENT PLAN
Capital projects differ from operations and maintenance (O&M) projects in that capital projects often require
substantial funding, can occur over multiple years, and must be planned several years in advance. O&M projects
Capital projects at a general aviation airport normally consist of aviation infrastructure improvements, land
acquisition, and acquisition certain types of equipment, such as snow removal equipment and their associated
storage buildings.
Airport Master Plans and Airport Layout Plans are usually completed every seven to ten years at general aviation
review by the FAA and ITD Aeronautics. During the review, completed projects are removed, pending projects
schedule (program) the funding, depending upon the priority of the project. Safety and security projects have the
highest priority. The FAA, ITD Aeronautics, and Airport Sponsor share of the project costs are presented in the cost
estimates shown on the CIP. For MYL, the typical FAA share is 90% of the total cost of eligible improvements under
the AIP grant program. The state’s match for eligible items is 5%, leaving the Airport Sponsor with the remaining 5%.
Not all development costs are AIP eligible. In such cases, the Airport Sponsor is responsible for the cost of the
project. Projects may be funded entirely or partially by the Airport Sponsor, ITD Aeronautics, private developers, or
community grants.
8.3 MASTER SCHEDULE
Project implementation is typically driven by future aviation demand and changes in airport design standards. The
master schedule is intended to establish project sequencing, based on priority, and maintain schedule integrity
throughout the implementation period.
The cost estimates provided in Table 8.1
considered foundational, as actual costs may increase over time due to a wide range of circumstances.
PHASE 1 DEVELOPMENT
runway incursion mitigation measures.
constructing a new taxiway adjacent to the existing transient apron. This new taxiway will be construction to meet
the terminal area.
possibility of runway incursions.
Figure 8.1 Phase 1 Development Plan
Ë
LEGEND - PHASE 1
Future TSA and TOFA
Future Marking Line
Future Marking Area
Existing Airport Boundary
Future Building
Existing Taxiway (To Be Removed)
Existing Pavement
Future Pavement and Pavement Rehab
Future Snow Storage Area
09901,980Feet
PHASE 2 DEVELOPMENT
This phase includes steps to grow the airport and improve safety, including land acquisition, obstruction removal,
of hangars. This land acquisition will allow for the ASOS to be moved to the south end of the airport and protect the
ASOS critical area.
extend the life of the pavement.
the airport, or where there are currently holes in the existing fence.
approach corridor.
procedure development to meet LPV minimums.
pavement.
life of the pavement.
life of the pavement.
approach corridor.
around the airport.
Figure 8.2 Phase 2 Development Plan
Ë
LEGEND - PHASE 2
(
Relocated ASOS
(
(
!
XY
PAPI
Future TSA and TOFA (Previous Phasing)
Future TSA and TOFA
Future Marking Line (Previous Phasing)
Future Marking Line
Future Marking Area (Previous Phasing)
!!!
Future Fence
Existing Airport Boundary
Future Airport Boundary
Future Building (Previous Phasing)
Future Building
Existing Pavement
Future Pavement and Pavement Rehab
Future Snow Storage Area
09901,980Feet
PHASE 3 DEVELOPMENT
Figure 8.3 Phase 3 Development Plan
Ë
LEGEND - PHASE 3
(
(Relocated ASOS (Previous Phasing)
(
!
XY
PAPI (Previous Phasing)
!
XY
PAPI
!
!*
*
REIL
!
<
!
<
Threshold Light
Future TSA and TOFA (Previous Phasing)
Future TSA and TOFA
Future Marking Line (Previous Phasing)
Future Marking Line
Future Marking Area (Previous Phasing)
Future Marking Area
!!!
Future Fence
!!!
Future Fence (Previous Phasing)
Existing Airport Boundary
Future Airport Boundary (Previous Phasing)
Future Airport Boundary
Future Building (Previous Phasing)
Future Building
Existing Pavement
Future Pavement and Pavement Rehab
Future Snow Storage Area
09901,980Feet
Table 8.1 Development Plan Cost Estimates
PhaseProposed DevelopmentFAA (90%)State (10%)McCall (10%)Total
Phase 1 (1-5 Years)
$500,000.00
Taxilane F Design & Construction
$500,000.00
Phase 2 (6-10 Years)
Land Acquisition for ASOS
$500,000.00
G
Development
Table 8.1 Development Plan Cost Estimates (Continued)
PhaseProposed DevelopmentFAA (90%)State (10%)McCall (10%)Total
Phase 2 (6-10 Years, Continued)
$90,000.00$5,000.00$5,000.00
Phase 3 (11-20 Years)
$585,000.00
Construction
$500,000.00
Table 8.2 Cost Estimate Summary
PhaseFederal (90%)State (5%)McCall (5%)Total
Total
8.4 AIRPORT FUNDING SOURCES
Funding sources for airport projects range from federal, state, local, and private developers. Ideally, federal grants
from the FAA will be used to fund most of the eligible projects. Some of the eligible projects may not compete well
FEDERAL AIRPORT IMPROVEMENT PROGRAM
COVID-19 RELIEF PROGRAMS
restrictions. To assist airports, the federal government passed three laws which injected stimulus funding into the
(AATF).
STATE FUNDING
The Idaho Airport Aid Program (IAAP) provides for the discretionary allocation of grant funds to Idaho airport
owners. Only public entities are eligible to participate in the IAAP. Any county, city, village, or agency designated in
Idaho Code is deemed an eligible public entity for participation in the IAAP.
The primary goal of the allocation program is to further the proper development of a statewide system of airports
and fair distribution of aviation tax money.
or if these need to be updated, the IAAP can provide funding for those items.
ITD Aeronautics also has two other programs intended to assist airports. The Airport Maintenance and Safety
The Idaho Department of Commerce administers the Idaho Gem Grant Program (IGG) to aid rural communities in
the planning and implementation of economic development projects. The program is open to any rural community
include infrastructure for new businesses and matching funds for economic development projects.
improvements that support businesses who are expanding and creating jobs.
amount.
LOCAL FUNDING
Local funds are those derived from income generated from the operation of the airport through leases and user
fees, or contributions by the sponsoring agency, in this case the City of McCall, from general or other funds. Local
administration of the airport.
PRIVATE FUNDING
REVENUE AND SPECIAL FACILITY BONDS
Airports and Air Navigation Facilities – Airport Related
Projects – Revenue and Special Facility Bond Financing
OTHER FEDERAL LOAN PROGRAMS
programs are for projects which enhance community infrastructure, and spur economic growth by providing quality
jobs, and attract new businesses.
or variable and are determined quarterly and posted publicly. The repayment period is limited to the useful life of the
facility, or any statutory limitation on the applicant’s borrowing authority.
8.5 FINANCIAL FEASIBILITY
The purpose of this section is to demonstrate the Airport Sponsor’s ability to fund the projects described in the CIP.
A review of the airports rates and charges will be described, along with revenues and expenses from the airport’s
annual budget.
RATES AND CHARGES
and is described in Table 8.3.
Table 8.3 McCall Municipal Airport Fee Schedule
DescriptionFee Amount
Fuel Flowage Fees (per gallon)$0.08
Seasonal Tie-Down Rates (permonth, 25% discount forpaying 6 months in advance)
$50.00
Aircraft Parking
$5.00
New Land Leases
most recent month for which an Index is available.
Covered
New Lease Prep Fee
Lease Assignment Feenot to exceed actual cost of
personnel and expenses
Lease Termination Fee$50.00
Cost + Admin Fee
Landing Fees
Less than 8,000 poundsNo Charge
Category III and greater
All Air Ambulance and Fire Fighting AircraftNo Charge
Hangar Wait List$500.00
Car Rental Fees
Commercial Operator Permits (Not leasing from airport or subleasing from airport tenant)
$500.00 per year, landing fee
Itinerant Commercial Operators
$500.00
$500.00 per month
Table 8.3 McCall Municipal Airport Fee Schedule (Continued)
DescriptionFee Amount
Vehicle Parking
Daily$5.00
Vehicle operator leasing from airport or subleasing or receiving services from airport
tenant. Monthly rate paid in advance
Vehicle operator leasing neither leasing from airport nor subleasing nor receiving
$50.00
services from airport tenant. Monthly rate paid in advance
Snow Removal from Leased Space
Automatic removal option (per square foot)
Construction/Project Fees
Projects for Tenants through Airport StaffCost + Admin Fee
Administrative Fee
Source: City of McCall
REVENUE AND EXPENSE, FY2017 - 2022
expenses include utilities, facility and equipment repairs, professional services, and fuel.
Table 8.4 McCall Municipal Airport Revenues
FY17 ActualFY18 ActualFY19 ActualFY20 ActualFY21 ActualFY22 Adopted
Revenue Source
Property Taxes
County Airport Levy
Penalties & Interest$500
Landing Fees$9,500
$0$0$0$0
$5,500
$0$0$0$0$0$0
Fuel Flowage Fees
Interest
Appropriated Fund
$0$0$0$0$0
$0$0$0$0
$58,500
Local Tax Option$0$0$0$0$0
$0$0$0
Miscellaneous$0
Sale of Property$0$0$0$0
$0$0$0$0$0$0
Source: City of McCall Annual Budgets
Table 8.5 McCall Municipal Airport Expenses
Expense SourceFY17 ActualFY18 ActualFY19 ActualFY20 ActualFY21 ActualFY22 Adopted
Personnel
Operating
$0$0$0$0
$0$0$0$0$0$0
Source: City of McCall Annual Budgets
From the tables above, if contingent revenue and contingent expense are removed since they cancel each other out,
REVENUE AND EXPENSE, PROJECTED
The following revenue and expense projections were made using very broad and general assumptions, based on
Figure 8.4 MYL Revenue and Expense, Historic and Projected
$700,000.00
$600,000.00
$500,000.00
$400,000.00
$300,000.00
$200,000.00
$100,000.00
$-
FY22FY23FY24FY25FY26FY27FY28FY29FY30FY31FY32FY33FY34FY35FY36FY37FY38FY39FY40
FY17 FY18 FY19 FY20 FY21
Total RevenueTotal Expenses
8.6 POTENTIAL REVENUE ENHANCEMENT
Airport Compliance Manual, fees for aeronautical uses only need to be fair and reasonable, while fees
value constitute a subsidy of local government and is considered revenue diversion, a violation of Grant Assurance
services). Airport Sponsors may reduce rental rates to aviation museums, Civil Air Patrol units that operate an
aircraft at the airport, and aeronautical education programs (if they are provided by an accredited institution), to the
be conducted annually to ensure the rates and charges are current and relevant, with adjustments made accordingly.
property would need prior approval from the FAA.
an aeronautical user, such as an air charter company, which would also generate revenue. Other revenue generating
8.7 SUMMARY
The development plan for McCall Municipal Airport is ambitious and dependent on discretionary funding by the
FAA, along with actual airport needs as they present themselves. Alternative funding sources, along with enhanced
Furthermore, the projects contained in the development plan are for planning and programming purposes, and do
SECTION OVERVIEW
The Airport Layout Plan is a drawing set depicting the current
airport facilities and proposed developments based upon
the previously determined aviation demand forecast, facility
requirements, and selected alternatives. This chapter describes
each drawing included in the set.
9.1 GENERAL
the Airport and Airway Improvement Act of 1982. An airport must keep its ALP current and follow the plan as part
of AIP grant assurance requirements and previous airport improvement programs. The ALP creates a blueprint for
airport development by depicting proposed facility improvements and a guideline to ensure that development meets
airport design standards and safety requirements.
The ALP is a set of planning drawings and is intended to provide locations of the major components of an airport;
runways, taxiways, aprons, and hangar areas. The various parts of the airport are all interconnected and need
to be looked at as a whole. For this reason, the full ALP set is vetted through multiple divisions of the FAA. Each
division analyzes the existing airport and planned improvements for overall compatibility with the national system
of airports (such as airspace and planned approaches) and for on-airport compliance. After the ALP is approved by
the FAA, minor changes to the planning sheets are allowed by the Sponsor to include a slight relocation of a hangar
or taxiway. However, FAA design standards and overall use of the land and space as planned must be followed,
otherwise the airport drawings must be submitted to the FAA again for approval.
This chapter describes, in detail, the ALP drawings for McCall Municipal Airport, and gives a description of the
proposed improvements for the airport. The airport and the areas the airport impacts are graphically represented
in AC 150/5070-6B, and AC 150/5300-13A, . The following drawings were
produced on 24” x 36” sheets and on 11” x 17” sheets as included in Appendix E:
• Title Sheet (Sheet 1)
• Airport Data Sheet (Sheet 2)
• Airport Layout Plan (Sheet 3A - Existing)
• Airport Layout Plan (Sheet 3B - Future)
• Airport Airspace (Sheet 4)
• Inner Portion of the Approach Surface - Runway Detail (Sheet 5A)
• Inner Portion of the Approach Surface - Runway 16 (Sheet 5B)
• Inner Portion of the Approach Surface - Runway 34 (Sheet 5C)
• Runway Departure Surface - Runway 16/34 (Sheet 6)
• Terminal Area - Overall (Sheet 7A)
• Terminal Area - Existing Detail (Sheet 7B)
• Terminal Area - Future Detail (Sheet 7C)
• Terminal Area - West Side Detail (Sheet 7D)
• On Airport Land Use (Sheet 8A)
• Off Airport Land Use (Sheet 8B)
• Photo and Contours (Sheet 9)
• Exhibit “A” (Sheet 10)
9.2 TITLE SHEET
The Title Sheet lists the drawings within the set, with approval signature blocks for the Sponsor, ITD Aeronautics,
and designated space for the FAA approval letter. This sheet also includes the location and vicinity map, showing
the airport, City of McCall, and Valley County in relation to the State of Idaho. The project name, AIP number, and
airspace case number are also included.
9.3 AIRPORT DATA SHEET
The Data Sheet includes the following information:
• Wind rose(s) including data source, time period covered, and wind coverage percentages for the runway.
• Airport Data Table: existing and future, including Airport elevation, Airport Reference Point, mean maximum
temperature, Airport Reference Code, and design aircraft.
• Runway Data Table: existing and future, including percent effective gradient; percent wind coverage;
maximum elevation above Mean Sea Level (MSL); runway length, width, surface type, and strength; 14 CFR
Part 77 approach category, approach type, and approach slope; runway lighting, markings, navigational, and
visual aids; and RSA dimensions.
•
• Declared Distances Table: existing and future, including Take-off Run Available (TORA), Take-off Distance
Available (TODA), Accelerated Stop Distance Available (ASDA), and Landing Distance Available (LDA).
9.4 AIRPORT LAYOUT PLAN (ALP)
A set of drawings has been described as the ALP, but the main sheet of the set is singularly called the Airport Layout
Plan. This sheet is the core of the set and is the overall representation of the existing and planned airport. The
existing facility is depicted to show improvements as compared to the existing condition. The surfaces presented,
such as the RSA and OFA, include dimensions to show the FAA design standards. If a surface falls short of standards,
A primary function of the ALP sheet is to show the planned development areas, including runways, taxiways, apron
areas, expansions or extensions of any kind, and any other changes connected to airport development. The McCall
Municipal Airport ALP sheet shows airport development using FAA design standards for an ARC B-II, large, airport.
imaginary surfaces, safety areas, and data tables. The ALP includes the following items:
• North Arrow showing True and Magnetic North and the year of the magnetic declination.
• Airport Reference Point (ARP), existing and future.
• Elevations, existing and future, for runway ends, touchdown zones, intersections, runway high and low
points, structures on the airport, and roadways where they intersect the RPZ.
• Building limit lines.
• Runway details, existing and future, including dimensions, orientation, markings, threshold lighting, runway
safety areas, and end coordinates.
• Taxiway details, existing and future, including widths and separations from the runway centerline, parallel
taxiway, aircraft parking, and objects.
• RPZ details, existing and future, including dimensions.
• Approach slope ratio.
• Sponsor and ITD Aeronautics acceptance, and FAA conditional approval signature blocks.
9.5 AIRPORT AIRSPACE
. A primary function of the Part 77 drawing is to provide local planners and
governments a means to check for potential obstructions from other planned development. A prime example of
this would be an application to build a cellular tower near the airport. By using the Part 77 drawing, planners can
check obstruction impacts to airport safety surfaces prior to any construction, degrading the airspace or approach
procedures. This drawing is one of two that addresses land use protections near the airport; the other, discussed
later, is the Land Use plan. Items in the Part 77 drawing include:
• Plan view of all 14 CFR Part 77 surfaces, based on the future runway lengths.
•
•
and description, the amount of the approach surface penetration, and the proposed disposition of the
obstructions.
• Contoured base map, runway end numbers, 50’ elevation contours on all slopes, most demanding surfaces
more darkly shaded, and top elevations of objects that penetrate any surface.
• Runway ends, existing and future, with latitude, longitude, and elevation coordinates.
• North Arrow showing True and Magnetic North and the year of magnetic declination.
• Obstruction notes listing airspace protection regulations and obstruction survey completion date.
• Vertical buffer notes.
9.6 INNER PORTION OF APPROACH SURFACE AND RUNWAY DEPARTURE SURFACE DRAWINGS
The Inner Portion of Approach Surface sheet contains: 1) a top-down view of the inner approach for both runway
The Runway Departure Surface contains: 1) a top-down view of the entire approach and departure surface for both
runway ends with a topographical background with contours, 2) an oblique view of the same area with contours
ends for approximately 10,000 feet, as well as all surfaces, to determine obstructions.
In summary, these drawings include:
• Large scale plan views of inner portions of approaches for each runway, usually limited to the RPZ.
•
RPZ.
• Plan View Details including aerial photos for base maps, numbering system to identify obstructions,
property line, existing and future physical end of the runways with runway end numbers and elevation, and
ground contours.
•
•
approach surface.
•
surfaces, regardless of whether or not they are obstructions and the existing and future runway ends and 14
CFR Part 77 approach slopes.
9.7 TERMINAL AREA
show imaginary surfaces. When the Sponsor is approached for new hangar development, this drawing should be
referenced for available space, location, and appropriate restrictions to meet the design standards, thus ensuring a
safe environment.
The Terminal Area plan presents large-scale depictions of highlighted areas with existing and future building
development opportunities and facilities. The FAA, during the airspace review, ensures that existing and planned
building development will not impact instrument approach procedures or hamper improvements to the approaches.
Depicted on the drawing is the Building Restriction Line (BRL) which represents where a 35-foot building can
be located without penetrating 14 CFR Part 77 surfaces. The Terminal Area drawing presents the following
information:
• Large scale plan views of the area or areas where aprons, buildings, hangars, and parking lots are located.
• A building and data table that lists structures and shows pertinent information including a numbering
system to identify structures, top elevations of structures, and existing and planned obstruction markings.
• Existing and future airport facility and building list.
• Title and revision blocks.
9.8 LAND USE
The next drawings used for local protection of the airport is Land Use. These drawings focus on particular uses of
the land near the airport, whereas the Part 77 drawing dealt with height obstructions. Incompatible land use can
degrade the value of the public investment in the airport and/or heighten the exposure of danger to greater numbers
of the public. Studies have shown that generally, aircraft have a greater potential of crashing near the ends of the
runway on both takeoff and landing. This heightened potential for risk has caused the FAA to develop safety areas
off of the runway ends and develop guidance and standards to preclude congregations or gatherings of people in
these zones. Land uses such as hospitals, schools, high density residential (apartment complexes), and other places
that have a greater potential for loss of life if an accident were to occur are prohibited or strongly discouraged in
these areas.
Additional concerns with particular land uses near the airport are wildlife attractants and pilot interference. Limiting
areas are animal attractants, such as golf courses and parks (goose attractant), certain farming activities (mammal
occurring attractants should be minimized when possible and man-made attractants should be avoided. Land uses
that might interfere with pilot or aircraft operations must be avoided, including power plants or industrial uses that
create steam columns/clouds or other visual obstructions. Uses that may cause interference with compasses or
radios need to be avoided as well.
safety zones are overlaid and include:
• Aerial base map.
• Legend with symbols and land use descriptions.
• Airport and nearby communities.
•
9.9 AIRPORT PHOTO AND CONTOURS
the airport. General contours are used to highlight possible terrain obstructions and penetrations for approach
and departures surfaces. Contours are also used in planning construction and earthwork. The existing airport and
proposed facilities, as well as the airport property boundary and safety areas are included for reference against
terrain contours.
9.10 AIRPORT PROPERTY MAP (EXHIBIT “A”)
The airport property map, also called the Exhibit “A” if prepared in accordance with AC 150/5100-17,
, depicts the various
tracks of land acquired to develop the airport, and the method of acquisition. It displays easements beyond the
airport boundary. The airport property map includes the following information:
• Parcel Data Table with a numbering or lettering system to identify tracts of land, the date the property was
acquired, the Federal Aid project number under which it was acquired, the type of ownership, and existing
and future airport features that would indicate a future aeronautical need for airport property.
To qualify as an Exhibit “A”, the drawing must contain the following as directed in AC 150/5100-17, Figure 1.2:
• Identify the outside airport property boundary.
• All property parcels of the entire airport must be shown and numbered. In addition, parcels that were once
airport property must also be shown.
• Show and/or directly reference parcel information including: Grantee (selling owner), type of interest
acquired, acreage, public land record references such as book and page and date of recording.
• For each property parcel show FAA project number if acquired under a grant; Surplus Property Transfer or
AP-4 Agreement if applicable; and type of easement (clearing, avigation, utility, ROW, etc.); and if released,
date of FAA approval.
• Show the purpose of acquisition (current aeronautical, noise compatibility, or future development) and
current use if different or in interim use pending development.
•
• Show magnetic and true north arrows per standard drafting practices.
• The Exhibit “A” must be dated and amended whenever there is a change to any airport property.
PAGE LEFT BLANK INTENTIONALLY
SECTION OVERVIEW
The FAA has published the FAA Airport Compliance Manual,
Order 5190.6B. This chapter provides a brief overview of
planning needs for compliance with some of these standards.
10.1 GENERAL
The FAA published Order 5190.6B, , in September 2009 that provides guidance on
interpreting and administering the various continuing commitments Airport Sponsors make to the U.S. government
when they accept grants of federal funds or federal property for airport purposes. The Airport Compliance Program
was developed to ensure that Airport Sponsors comply with federal obligations in the form of grant assurances,
surplus and nonsurplus obligations, or other applicable federal laws.
10.2 SOURCES OF OBLIGATIONS
The federal obligations an Airport Sponsor assumes by accepting FAA administered airport development assistance
are mandated by federal statute. These obligations are incorporated in the grant agreements and property
conveyance instruments entered into by the Airport Sponsor and the U.S. Government. The sources of Airport
Sponsor federal obligations include:
• Grant agreements issued through airport development grant programs including:
• Federal Aid to Airports Program (FAAP)
• Airport Development Aid Program (ADAP)
• Airport Improvement Program (AIP)
• Grant agreements and instruments of nonsurplus conveyance issued under the:
• 1946 Airport Act
• 1970 Airport Act
• Airport and Airway Improvement Act of 1982 (AAIA)
• Surplus property instruments of transfer issued under the provisions of Section 13(g) of the Surplus
Property Act of 1944, as amended
• Deeds of conveyance issued under section 16 of the 1946 Airport Act, Section 23 of the 1970 Airport Act,
and Section 516 of the AAIA
• AP-4 agreements authorized by various acts between 1939 and 1944
• Exclusive Rights under section 303 of the Civil Aeronautics Act of 1938, as amended and section 308(a) of
the FAA Act, as amended
• Commitments in environmental documents prepared in accordance with current Federal Aviation
Administration requirements that address the National Environmental Policy Act of 1969 (NEPA) and the
AAIA
• Separate written agreements between the Sponsor and the FAA, including settlement agreements resulting
from litigation.
10.3 FEDERAL GRANT OBLIGATIONS
The following list of assurances and deed restrictions are those most commonly encountered in compliance cases.
a. Exclusive Rights Prohibition:
1) Applies to airports subject to: Any federal agreement or property conveyance.
2) Obligation: To operate the airport without granting or permitting any exclusive right to conduct any
possible, or is required for the operation of an aircraft, or which contributes to or is required for the safety
of such operations; i.e., air taxi and charter operations, aircraft storage, sale of aviation fuel, etc.)
3) Duration of obligation: For as long as the property is used as an airport.
b. Maintenance of the Airport:
1) Applies to airports subject to: FAAP/ADAP/AIP agreements, surplus property, conveyances, and certain
section 16/23/516 conveyances.
2) Obligation: To preserve and maintain the airport facilities in a safe and serviceable condition. This applies
to all facilities shown on the approved ALP which are dedicated for aviation use, and includes facilities
conveyed under the Surplus Property Act.
1
3) Duration of obligation: Standard.
c. Operation of the Airport:
1) Applies to airports subject to: FAA/ADAP/AIP agreements and surplus property conveyances.
2)
manner that will eliminate hazards to aircraft and persons.
1
3) Duration of obligation: Standard.
d. Protection of Approaches:
1) Applies to airports subject to: FAAP/ADAP/AIP agreements and surplus property conveyances.
2) Obligation: To prevent, insofar as it is reasonably possible, the growth or establishment of obstructions in
the aerial approaches to the airport. (The term “obstruction” refers to natural or man-made objects which
1
3) Duration of obligation: Standard.
1
Standard means:
1) Grant agreements for development other than land purchase. Pavement and other facilities built to FAA standards are
designed to last at least 20 years, and the duration of the obligation should generally be assumed to be 20 years. The
duration may be shorter for grants made exclusively for certain equipment, such as a vehicle, that clearly has a useful
life shorter than 20 years.
2) Grant agreements for land purchase. AIP grant agreements for purchase of land provide that obligations do not
expire, since the useful life of land does not end or depreciate. However, FAAP and ADAP grants did not always
contain this language, and the grant documents should be reviewed to determine whether the obligations expire in 20
the actual obligations that apply.
3) Surplus property deeds and nonsurplus land conveyance documents. Documents conveying federal land and property
formally released from the obligation by the FAA. Obligations run with the land and bind subsequent owners.
e. Compatible Land Use
1) Applies to airports subject to: FAAP (after 1964)/ADAP/AIP agreements.
2) Obligation: To take appropriate action, to the extent reasonable, to restrict the use of lands in the vicinity
of the airport to activities and purposes compatible with normal airport operations.
1
3) Duration of obligation: Standard.
f. Availability of Fair and Reasonable Terms:
1) Applies to airports subject to: Any federal agreement or property conveyance.
2)
kinds, and classes of aeronautical activity on fair and reasonable terms and without unjust discrimination.
3) Duration of obligation: Twenty years from the date of execution for grant agreement prior to 1964. For
grants executed subsequent to the passage of the Civil Rights Act of 1964, the statutory requirement
prohibiting discrimination remains in effect for as long as the property is used as an airport. The obligation
runs with the land for surplus property and section 16/23/516 conveyances.
g. Adherence to the Airport Layout Plan:
1) Applies to airports subject to: FAAP/ADAP/AlP agreements.
2) Obligation: To develop, operate, and maintain the airport in accordance with the latest approved Airport
Layout Plan. In addition, airport land depicted on the latest property map (Exhibit “A”) cannot be disposed
of or otherwise encumbered without prior FAA approval.
1
3) Duration of obligation: Standard.
h. Utilization of Surplus Property:
1) Applies to airports subject to: Surplus property conveyances.
2) Obligation: Property conveyed under the Surplus Property Act must be used to support the development,
maintenance and operation of the airport. If not needed to directly support an aviation use, such property
must be available for use to produce income for the airport. Such property may not be leased or rented
at a discount or for nominal consideration to subsidize nonairport objectives. Airport property cannot be
used, leased, sold, salvaged, or disposed of for other than for airport purposes without FAA approval.
1
3) Duration of obligation: Standard.
i. Utilization of Section 16/23/516 lands:
1) Applies to airports subject to: Section 16/23/516 conveyances.
2) Obligation: Property must be used for airport purposes; i.e., uses directly related to the actual operation
or the foreseeable aeronautical development of the airport. Incidental use of the property must be
approved by the FAA.
1
3) Duration of obligation: Standard.
j. Sale or Other Disposal of Property Acquired Under FAAP/ADAP/AIP:
1) Applies to airports subject to: FAAP/ADAP/AIP agreements.
2) Obligation: To obtain FAA approval for the sale or other disposal of property acquired under FAAP/ADAP/
AIP, as well as approval for the use of any net proceeds realized.
1
3) Duration of obligation: Standard.
k. Utilization of Airport Revenue:
1) Applies to airports subject to: Any federal agreement or property conveyance.
2) Obligation: To use all airport revenues for the capital or operating costs of the airport, the local airport
system, or other local facilities which are owned or operated by the owner or operator of the airport, and
directly related to the actual air transportation of passengers or property.
3) Duration of obligation: Standard for grants and conveyances executed prior to October 1, 1996. For
airports receiving assistance on or after that date, the obligation continues as long as the facility is used as
a public-use airport.
4) Special Conditions Affecting Noise Land and Future Aeronautical Use Land: Apply interim revenue
derived from noise land or future aeronautical use land to projects eligible for grants under the AIP. This
income may not be used for the matching share of any grant.
l. National Emergency Use Provision:
1) Applies to airports subject to: Surplus property conveyances (where Sponsor not released from this
clause.)
2) Obligation: That during any war or national emergency, the government has the right of exclusive
possession and control of the airport.
3) Duration of Obligation: Runs with the land (unless released from this clause by the FAA, with concurrence
of the Department of Defense.)
m. Fee and Rental Structure:
1) Applies to airports subject to: FAAP/ADAP/AIP agreements.
2) Obligation: To maintain a fee and rental structure of the facilities and services being provided to the
airport users which will make the airport as self-sustaining as possible. (Note: Fair and reasonable for
aeronautical activities and fair market value for nonaeronautical activities.)
1
3) Duration of obligation: Standard.
n. Preserving Rights and Powers:
1) Applies to airports subject to: FAAP/ADAP/AIP agreements.
2) Obligation: To not enter into any transaction which would operate to deprive it of any of the rights and
powers necessary to perform any or all of the Sponsor assurances without FAA approval, and to act
promptly to acquire, extinguish or modify any outstanding rights or claims of right of others that would
interfere with such performance by the Sponsor. To not dispose of or encumber its title or other interests
in the site and facilities for the duration of the terms, conditions, and assurances in the grant agreement
without FAA approval.
1
3) Duration of Obligation: Standard.
o. Environmental Requirements:
1) The AAIA requires that for certain types of project, an environment review be conducted. The review
can take the form of either an environmental assessment or an environmental impact statement. These
environmental documents often contain commitments related to mitigation of environmental impacts.
FAA approval of environmental documents containing such commitments has the effect of requiring that
p. Other Obligations:
1) The above obligations represent the more important obligations assumed by an airport Sponsor. Other
obligations that may be found in grant agreements include:
• Use of government Aircraft
• Land for Federal Facilities
• Standard Accounting Systems
!Sfqpsut!boe!Jotqfdujpot
• Consultation with Users
• Terminal Development Prerequisites
• Construction Inspection and Approva m
• Minimum Wage Rates
• Veterans Preference
• Audits, Audit Reports and Record Keeping Requirement
• Local Approval
• Civil Rights
• Construction Accomplishment
• Planning Projects
• Good Title
• Sponsor Fund Availability
10.4 GRANT ASSURANCES
within Appendix A of FAA Order 5190.6B.
1. General Federal Requirements - The Sponsor must comply with all applicable federal laws, regulations,
executive orders, policies, guidelines, and requirements as they relate to the application, acceptance, and use
of federal funds for the project.
2. Responsibility and Authority of the Sponsor - The Sponsor must have legal authority to apply for the grant
grant agreement. As applicable, a resolution, motion, or similar action must be duly adopted or passed as an
3.
and maintenance of items funded under the grant agreement.
4. Good Title - The Sponsor must show that good title is held or will be acquired by the Sponsor, public agency,
or federal government. The Sponsor must hold good title or obtain good title for noise compatibility program
projects.
5. Preserving Rights and Powers - The Sponsor will not take or permit any action which would deprive it of any
of the rights and powers necessary to perform any or all of the terms, conditions, and assurances in the grant
agreement. The Sponsor will not sell, lease, encumber, or otherwise transfer or dispose of any part of its title
or other interests in the property shown on Exhibit A or properties for which noise compatibility program
funds have been expended. The Sponsor must enter into an agreement with the property owner for noise
compatibility programs that are not on airport property.
6. Consistency with Local Plans - The project should be reasonably consistent with plans of public agencies that
are authorized by the State to plan for area development existing at the time of application submission.
7. Consideration of Local Interest - The Sponsor should give fair consideration to the interest of communities
located in or near the project location.
8. Consultation with Users - The Sponsor must undertake reasonable consultations with parties that use the
airport.
9. Public Hearings - The Sponsor must give opportunities for public hearings for projects involving the location of
an airport, an airport runway, or a major extension of the runway.
10. Metropolitan Planning Organization - Projects involving the location of an airport, an airport runway, or a
major runway extension at a medium or large hub airport, the sponsor has made available to and has provided
upon request to the metropolitan planning organization in the area in which the airport is located, if any, a
copy of the proposed amendment to the airport layout plan to depict the project and a copy of any airport
master plan in which the project is described or depicted.
11.
maintenance management program has been implemented.
12. Terminal Development Prerequisites - The Sponsor must show that all required safety equipment, security
equipment, and access to the passenger enplaning and deplaning areas have been provided for projects which
include terminal area development.
13. Accounting System, Audit, and Record Keeping - All project accounts and records must be kept and be
available for inspection.
14. Minimum Wage Rates - Contracts in excess of $2,000 that involve labor must have provisions establishing
minimum wage rates to be paid.
15. Veterans Preference - The employment of labor preference shall be given to Veterans of the Vietnam era and
disabled veterans. The preference does not apply to executive, administrative, and supervisory positions and
16.
17. Construction Inspection and Approval - The Sponsor must provide and maintain competent technical
supervision at the construction site throughout the project to assure that the work conforms to the FAA
18. Planning Projects - Planning projects must be completed in an approved method. The material must be made
available for examination. The plan may not be copyrighted and approval of the plan does not constitute or
imply any assurance or commitment to approve any future airport grants.
19. Operations and Maintenance - The airport and all facilities that are necessary to serve the aeronautical users
of the airport shall be operated at all times in a safe and serviceable condition and in accordance with the
minimum standards that may be required. The Sponsor may not cause or permit any activity or action that
would interfere with its use for airport purposes.
20. Hazard Removal and Mitigation - The Sponsor must take actions to ensure that terminal airspace as required
to protect instrument and visual operations to the airport will be adequately cleared and protected by
mitigating existing airport hazards and by preventing the creation of future hazards.
21. Compatible Land Use - The Sponsor must take appropriate action, to the extent reasonable, to restrict the
use of land adjacent to and in the immediate vicinity of the airport to activities and purposes compatible with
normal airport operations. If the project is for noise compatibility program implementation, the Sponsor
will not cause or permit any change in land use, within its jurisdiction, that will reduce its compatibility with
respect to the airport or the noise compatibility program measures.
22. Economic Nondiscrimination - The Sponsor must make the airport available for public use on reasonable
terms and without unjust discrimination to all types, kinds, and classes of aeronautical activities, including
commercial aeronautical activities offering services to the public at the airport.
23. Exclusive Rights - The Sponsor may not permit an exclusive right for the use of the airport by any person
providing, or intending to provide, aeronautical services to the public. There may be a single FBO serving the
airport that would not be considered an exclusive right if certain conditions exist.
24. Fee and Rental Structure - The Sponsor must maintain a fee and rental structure for the facilities and services
at the airport that will make the airport as self-sustaining as possible under the circumstances existing at the
particular airport.
25. Airport Revenues - All revenues generated by the airport and any local taxes on aviation fuel will be expended
for the capital or operating costs of the airport, the local airport system, or other local facilities that are
owned or operated by the owner or operator of the airport and that are directly and substantially related to
the actual air transportation of passengers or property. The revenues can also be used for noise mitigation
purposes on or off the airport.
26. Reports and Inspections - Annual operations reports, airport development project records and documents, and
noise compatibility program records must be maintained and be available for inspection.
27. Use by federal government Aircraft - The Sponsor must make all of the facilities of the airport developed
States for use by government aircraft in common with other aircraft at all times without charge. If use by
governmental aircraft is substantial, a reasonable and proportional charge for the cost of operating and
maintaining the facilities may be charged.
28. Land for Federal Facilities - The Sponsor must furnish without cost land or water areas to the federal
29. Airport Layout Plan - The Sponsor must keep the Airport Layout Plan up to date at all times. Changes or
alterations made on the airport that are not shown on an approved airport layout plan may be subject to
30. Civil Rights - The Sponsor must comply with existing rules to ensure that no person is excluded on the grounds
of race, creed, color, national origin, sex, age, or disability from participating in any activity conducted with or
31. Disposal of Land - Land no longer used for airport noise compatibility purposes or airport development
purposes must be properly disposed of following existing guidelines.
32. Engineering and Design Services - All contracts or sub-contracts for services must be awarded in a
33. Foreign Market Restrictions - The Sponsor will not allow funds provided under the grant to be used to fund any
project that uses any product or service of a foreign country when that country is listed by the United States
Trade Representative as denying fair and equitable market opportunities for products and suppliers of the
United States in procurement and construction.
34.
35. Relocation and Real Property Acquisition - The Sponsor must follow Subparts B, C, D, and E of 49 CFR Part 24.
36. Access by Intercity Buses - The airport owner will permit, to the maximum extent practicable, intercity buses
or other modes of transportation to have access to the airport. There is no obligation by the airport owner to
fund special facilities.
37. Disadvantaged Business Enterprises (DBE) - The grant recipient shall not discriminate on the basis of race,
color, national origin, or sex in the award of any DOT-assisted contract, in the administration of its DBE
program, or the requirements of 49 CFR Part 26. Implementation of the DBE program is a legal obligation.
38. Hangar Construction - The airport owner must grant a long term lease that may be subject to terms and
39. Competitive Access - Applies to medium or large hub airports.
The FAA has published additional guidance in a document entitled
Assurances 5, 22, 23, 24, and 25 are highlighted in this publication.
10.5 COMPLAINT RESOLUTION
Under 14 Code of Federal Regulations (CFR) 13.1, any person who knows of a violation of federal aviation laws,
regulations, rules, policies, or orders may report the violation to the FAA informally as a “report of violation.” Under
this section, airport users may report allegations of grant assurance violations to the FAA. This is commonly referred
under Part 16, complainants must be “directly and substantially affected” by any alleged noncompliance. Part
16 includes regulatory time frames and detailed procedures associated with the process. The Part 16 Decision
Most violations of Airport Sponsor federal obligations are not a deliberate attempt to circumvent federal obligations.
federal obligations and of the applicability of those obligations to the circumstances at a given airport. Informal
resolution is the preferred course of action when it comes to addressing complaints of violations.
10.6 COMPATIBLE LAND USE
Land use planning is important to ensure that airport investments are not affected by incompatible land uses
adjacent to and in the immediate vicinity of the airport. Incompatible land uses at or near airports may result in the
related incompatible land use resulting from residential areas too close to the airport.
Zoning is an effective method of meeting the federal obligation to ensure compatible land use and to protect airport
approaches. According to 5190.6B, restricting residential development near the airport is essential in order to avoid
noise-related problems. Residential developments can also be incompatible for safety reasons. The development of
public facilities such as schools, churches, public health facilities, and concert halls should also be avoided near the
airport due to noise incompatibility.
Compatibility of land use is attained when the use of property adjacent to and near the airport neither adversely
structures, features that inhibit pilot visibility such as light or smoke, produce electronic aberrations in navigational
guidance systems, or that attract birds.
Airpark developments allow aircraft owners to reside and park their aircraft on the same property with immediate
Permitting development of a residential airpark near a federally obligated airport, through zoning approval or
otherwise, would be inconsistent with Grant Assurance 21 (20.4.b). Any residential use existing on the airport or any
residential use granting “through-the-fence” access is an incompatible land use (20.4.a).
and/or taxiway system. Airport property is property owned by the airport Sponsor and shown on an FAA approved
Airport Layout Plan (ALP). “Through-the-fence” operations occur from property that is immediately adjacent to the
airport, but which is owned by corporations, businesses, or private parties. These properties are not under control in
any manner by the airport Sponsor.
Off-airport residential airparks are privately owned and maintained residential facilities. The FAA does not consider
them to be aeronautical facilities eligible for reasonable access to a federally obligated airport. Therefore, the
Sponsor is under no federal obligation to allow “through-the-fence” access for privately owned residential airparks.
with “through-the-fence” access are considered incompatible land uses at federally obligated public use airports.
Other non-residential “through-the-fence” activities may be allowed, but the Sponsor must make sure that the use
agreement does not violate any of the grant assurances.
The most common improper and noncompliant land uses include nonaeronautical leaseholds being located on
designated aeronautical use land without FAA approval (not shown on the ALP) or on property not released by
the FAA. Another common noncompliant land use is allowing dedicated aeronautical property to be used for
nonaeronautical uses. This includes using hangars to store vehicles, using property and buildings for animal control
facilities, nonairport vehicle and maintenance equipment storage, aircraft museums, and municipal administrative
Some common incompatible land uses include the introduction of a wildlife attractant or failure to take adequate
steps to mitigate hazardous wildlife at the airport. Other incompatible land uses include wastewater ponds,
power substations, water storage tanks, golf courses, and other bird attractants. Towers or buildings that penetrate
Part 77 surfaces or are located within a runway protection zone (RPZ), runway object free area (ROFA), object free
zone (OFZ), and clearway or stopway are also incompatible uses.
10.7 CONCLUSION
According to FAA Order 5190.6B, the FAA Airport Compliance Program is contractually based; it does not attempt
to control or direct the operation of airports. Rather, the program is designed to monitor and enforce obligations
for substantial direct grants of funds and for conveyances of federal property for airport purposes. The Airport
Compliance Program is designed to protect the public interest in civil aviation. Grants and property conveyances
are made in exchange for binding commitments (federal obligations) designed to ensure that the public interest in
civil aviation will be served. The FAA bears the important responsibility of seeing that these commitments are met.
oversight of the compliance program is to ensure and preserve safety at all federally obligated airports.
PAGE LEFT BLANK INTENTIONALLY
SECTION OVERVIEW
The purpose of this section is to provide a general overview of
airport recycling and waste minimization efforts at McCall
11.1 SUSTAINABILITY
WHAT IS SUSTAINABILITY?
The United Nations convened the Brundtland Commission to
address the growing concern about the deterioration of natural
as, “
took the approach one step further by incorporating operations into
evaluate how programs and initiatives impact airport users, the
surrounding community, and natural environment by integrating
WHY BE SUSTAINABLE?
limited to, the following:
• Greater utilization of assets;
•
•
•
•
•
HOW DOES SUSTAINABILITY RELATE TO MCCALL MUNICIPAL AIRPORT?
11.2 RECYCLING, REUSE, AND WASTE REDUCTION PLAN
LEGISLATIVE BACKGROUND
planning to include “developing a plan for recycling and minimizing the
project, to ensure that the new or updated master plan addresses issues
TYPES OF SOLID WASTE GENERATED AT AIRPORTS
•
airports includes, but is not limited to, aluminum and steel, glass bottles and containers, plastic bottles and
•
•
shrub, grass clippings, leaves, weeds, small branches, seeds, pods, and similar debris generated by landscape
•
11.3 CONTENTS OF AN AIRPORT RECYCLING, REUSE, AND WASTE REDUCTION PLAN
SOURCES AND PATHWAYS OF AIRPORT WASTE
•
operations consists mostly of rubber from
aircraft tires, green waste from mowing, and
Food & Green Waste
Terminals/
Paper & Plastic
Passengers
Aluminum Cans
Pilots
Trash & Deplaned
Flight Crew
Waste
Lounges
• Aircraft: Maintenance of aircraft and
Grease & Oil
waste, including oil, grease, chemicals,
plastic, wastewater, universal waste, and
Runway Rubber
Aircraft
Green Waste
Airfields
party responsible for aircraft and ground
Operations
Dirt/Debris
whomever owns the vehicle or performs the
Plastic
correlates with the number of operations
Wood
Goods
Cargo
Vehicle Waste
Hangars
Movement
(Tires &
shop are responsible for waste associated
Fluids)
associated with maintenance is considered
hazardous waste and must be handled in
Aircraft
Vehicle Waste
Ground
Plastic
Aircraft
Wastewater
Support
• Typically,
Hazmat
Equipment
generated waste includes food, paper, plastic,
•
Construction
Reused Concrete
Reused Asphalt
waste, such as paper, plastic, aluminum cans,
Airport Re-
Vehicle Waste
Soils
Construction
Construction
Building Materials
Wood
usually solid or compostable and is fairly
Demolition
• Construction at
Food Waste
the airport corresponds with programmed
Flight Aircraft Food
Wastewater
Plastic
Kitchens Services
Wood
Construction activities have the potential to
create a large amounts of waste, including
These waste streams increase during warmer
Food Waste
Paper
months, as that is when construction usually
Administration
Plastic
Employees
Offices/FBOs
Aluminum Cans
Vehicle Waste
contractually responsible for waste associate
RECYCLING FEASIBILITY
This variability may occur due to the size and location of different airports, the amount of waste being produced, and
•
• Cost for transport and processing recyclables;
•
•
• The nature of the airport’s waste stream;
•
•
REVIEW OF WASTE MANAGEMENT CONTRACTS AT MCCALL MUNICIPAL AIRPORT
Under the current waste management and recycling program, the airport is responsible for waste management,
POTENTIAL FOR COST SAVINGS OR REVENUE GENERATION
AIRPORT OPERATIONS AND MAINTENANCE REQUIREMENTS
PLAN TO MINIMIZE SOLID WASTE GENERATION
; to ; to reuse; to recycle; and
consideration should be given to minimize the generation of waste at the airport and include opportunities for cost
savings through improved management of waste, the feasibility of waste recycling at the airport, and the potential
, to assist with designing and implementing an effective
Table 11.1 Steps to Recycling &
sustainable future:
Waste Minimization
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waste minimization;
4
5Xbtuf!Dpmmfdujpo!boe!Ibvmfs
recycling;
6Xbtuf!Nbobhfnfou!Qmbo!Efwfmpqnfou
7Fevdbujpo!boe!Pvusfbdi
8
CONCLUSION
9Qfsgpsnbodf!Npojupsjoh
:Qspnpuf!Tvddftt
sustainability, recycling, and waste minimization at the airport by
21Dpoujovpvt!Jnqspwfnfout
enhance sustainability is the addition of electric aircraft charging
commitment from management to support sustainability, recycling,
AC: Advisory CircularEquipmentLighting System
AAC: Aircraft Approach CategoryDNL: Day/Night Equivalent Sound MDA: Minimum Descent Altitude
ADG: Airplane Design GroupLevel (see also Ldn)ME: Multi-Engine Aircraft
DOI: Department of InteriorMGW: Maximum Gross Weight
ADS-B: Automated Dependent DOT: Department of TransportationMGTW: Maximum Gross Takeoff
Surveillance - BroadcastDTWG: Dual Tandem Wheel Gear Weight
DWG: Dual Wheel GearMIRL: Medium Intensity Runway
NumberLights
EA: Environmental Assessment
AGL: Above Ground LevelMOA: Military Operations Area
EIS: Environmental Impact
AIP: Airport Improvement ProgramMSL: Mean Sea Level
Statement
ALP: Airport Layout Plan
NAS: National Airspace System
EPA: Environmental Protection
ALS: Approach Lighting System
NAAQS: National Ambient Air
Agency
AMSL: Above Mean Sea Level
Quality Standards
AOA: Airport Operations Area
FAA: Federal Aviation
NAVAIDS: Navigational Aids
AOPA: Aircraft Owners and Pilots
Administration
NBAA: National Business Aviation
Association
FAAP: Federal Aid Airport Program
Association
APMS: Airport Pavement
FAR: Federal Aviation Regulation
NDB: Non-Directional Beacon
Management System
FBO: Fixed Base Operator
NEPA: National Environmental
ARC: Airport Reference Code
FEMA: Federal Emergency
Policy Act
ARFF: Aircraft Rescue and Fire
Management Agency
NM: Nautical Mile
Fighting
FIRM: Flood Insurance Rate Maps
NOAA: National Oceanic and
ASDA: Accelerate-Stop Distance
Atmospheric Administration
Available
Impact
NOTAM: Notice to Airmen
ASL: Above Sea Level
FPPA: Farmland Protection Policy
NPIAS: National Plan of Integrated
ASOS: Automated Surface
Act
Airport Systems
Observation System
NRCS: National Resources
GA: General Aviation
Conservation Service
GIS: Geographic Information System
NTSB: National Transportation
GPS: Global Positioning Satellite or
Safety Board
AVGAS: Aviation Gasoline
System
NWI: National Wetland Inventory
AWOS: Automated Weather
GSE: Ground Support Equipment
NWS: National Weather Service
Observation System
HF: High Frequency
OFA: Object Free Area
BARO: Barometric
HIRL: High Intensity Runway Lights
OFZ: Obstacle Free Zone
BLM: Bureau of Land Management
OTS: Out of Service
BMP: Best Management Practices
IAP: Instrument Approach
BRL: Building Restriction Line
Procedure
PAPI: Precision Approach Path
BVLOS: Beyond Visual Line of Sight
IFR: Instrument Flight Rules
Indicator (Visual Approach Aid)
ILS: Instrument Landing System
PCI: Pavement Condition Index
CAT: Category
IMC: Instrument Meteorological
CATEX: Categorical Exclusion
Conditions
Number
CEQ: Council on Environmental
Quality
LAAS: Local Area Augmentation
RDC: Runway Design Code
System
CFR: Code of Federal Regulations
Ldn: Day/Night Noise Levels
RNAV: Area Navigation
CIP: Capital Improvements
LIRL: Low Intensity Runway lights
RNP: Required Navigation
Program
LNAV: Lateral Navigation
Performance
LOC: Localizer
ROD: Record of Decision
Frequency
LPV: Localizer Performance with
ROFA: Runway Object Free Area
DEQ: Department of
Vertical Guidance
RPZ: Runway Protection Zone
Environmental Quality
RSA: Runway Safety Area
MALS: Medium Intensity Approach
DME: Distance Measuring
RW: Runway
SE: Single Engine AircraftVTOL: Vertical Takeoff and Landing
SHPO: State Historical Preservation WAAS: Wide Area Augmentation
System
SID: Standard Instrument WHA: Wildlife Hazard Assessment
Departure WHMP: Wildlife Hazard
STAR: Standard Terminal Arrival Management Plan
SWG: Single Wheel GearWHSV: Wildlife Hazard Site Visit
WX: Weather
TAC: Technical Advisory Committee
TACAN: Tactical Air Navigation
System (See VORTAC)
TAF: Terminal Area Forecast
TAP: Terminal Area Plan
TCS: Tribal Cultural Specialist
TDG: Taxiway Design Group
THPO: Tribal Historical
TODA: Takeoff Distance Available
TOFA: Taxiway Object Free Area
TORA: Takeoff Run Available
System Counts
TSA: Taxiway/Taxilane Safety
Area and Trasnportation Safety
Administration
UAM: Urban Air Mobility
UAS: Unmanned Aerial System
UAV: Unmanned Aerial Vehicle
UNICOM: Universal
Communications
USACE: U.S. Army Corps of
Engineers
USDA: U.S. Department of
Agriculture
USFWS: U.S. Fish and Wildlife
Service
USGS: U.S. Geological Survey
UTM: Unmanned Aircraft System
VASI: Visual Approach Slope
Indicator
VFR: Visual Flight Rules
VHF: Very High Frequency
VOR: VHF Omnidirectional Range
VORTAC: VHF Omnidirectional
Range and Tactical Air Navigation
System
VMC: Visual Meterological
Conditions
VNAV: Vertical Navigation
COMMON TERMS
the vicinity of airports from control towers, and in the
Above Ground Level (AGL): Altitude expressed as feet
airways between airports from control centers.
above terrain or airport elevation (see MSL).
Aircraft Approach Category (AAC): A grouping of
Access Road: The right-of-way, the roadway and all
aircraft based on 1.3 times their stall speed in their
improvements constructed thereon connecting.
landing weight. The categories are Category A through
Accelerate Stop Distance Available (ASDA): The
Category E and range from a speed of less than 91 knots
runways plus stopway length declared available and
to 166 knots or more.
suitable for the acceleration and deceleration of an
aircraft aborting a takeoff.
expresses the
Access Taxiway: A taxiway that provides access to a
particular location or area.
strength.
Active Aircraft: Aircraft registered with the FAA and
Aircraft Mix: The type of aircraft which are to be
accommodated at the airport.
hour during the preceding year.
Aircraft Operation: The landing, takeoff or touch-and-
Active Runway: The runway at an airport that is being
go procedure by an aircraft on a runway at an airport.
used for landing, taxiing or takeoff operations.
Aircraft Tiedowns: Positions on the ground surface that
Actual Runway Length: The length of a full-width
is available for securing aircraft.
usable runway from end to end of full strength
pavement where those runways are paved.
Aircraft: A device that is used or intended to be used for
Accelerate-Stop Distance Available (ASDA): The
runway plus stopway length declared available and
Airplane Design Group (ADG): A grouping of aircraft
suitable for the acceleration and deceleration of an
based on wingspan and/or tail height. When an airplane
aircraft aborting a takeoff.
is in two categories, the most demanding category
should be used.
Advisory Circular (AC): External publications issued by
the FAA consisting of non-regulatory material providing
Airport Beacon: A visual navigation aid displaying
for the recommendations relative to a policy, and
subject.
The planning
Air Taxi: An aircraft operated under an air taxi operating
program used by the Federal Aviation Administration
to identify, prioritize and distribute funds for airport
or cargo for revenue in accordance with Part 121 and
development and the needs of the National Airspace
Part 135.
Airport Elevation: The highest point of an airport’s The latitude and
usable runways measured in feet above mean sea level longitude of the approximate center of the airport.
(MSL).
Airport Sponsor: The entity that is legally responsible
The Airport for the management and operation of an airport
Improvement Program of the Airport and Airways
Improvement Act of 1982 as amended by the Airport regulations related thereto. Often an Airport Sponsor is
and Airway Safety and Capacity Expansion Act of a City or County.
1987. Under this program, the FAA provides funding
assistance for the planning, design and development of Airport: An area of land or water that is used or
airports and airport facilities.intended to be used for the landing and takeoff of
aircraft, and includes its buildings and facilities, if any.
A scaled drawing (or set
of drawings), in either traditional or electronic form, The number of annual
of current and future airport facilities that provides a operations that can reasonably be expected to occur at
graphic representation of the existing and long-term the airport based on a given level of delay.
development plan for the airport and demonstrates
the preservation and continuity of safety, utility, and Approach Area:
.which are measured horizontally beyond the threshold
over which the landing and takeoff operations are made.
The planner’s concept of the long-
term development of an airport.Approach Lights: High intensity lights located along
the approach path at the end of an instrument runway.
Airport Obstruction Chart: A scaled drawing depicting Approach lights aid the pilot as he transitions from
the 14 Code of Federal Regulations (CFR) Part 77
surfaces, a representation of objects that penetrate end of an instrument approach.
these surfaces, runway, taxiway, and ramp areas,
navigational aids, buildings, roads and other detail in the Approach Slope Ratio: The ratio of horizontal to
vicinity of an airport.vertical distance indicating the degree of inclination of
the approach surface.
Airport Operation Area (AOA): The area of the Airport
bounded by a fence to which access is otherwise Approach Surface: A surface longitudinally centered on
restricted and is primarily used or intended to be used the extended runway centerline and extending outward
for landing, takeoff, or surface maneuvering of aircraft and upward from each end of the primary surface. An
and related activities.approach surface is applied to each end of each runway
based upon the type of approach available or planned
Airport Reference Code (ARC): An airport designation for that runway end.
(RDC), minus the third (visibility) component of the Apron:
RDC. The ARC is used for planning and design only and passenger, cargo or freight loading and unloading,
does not limit the aircraft that may be able to operate aircraft parking, and the refueling, maintenance and
safely on the airport.servicing of aircraft.
The planning program
(ADS-B): A primary technology which shifts aircraft used by the Federal Aviation Administration to identify,
prioritize and distribute Airport Improvement Program
radar to satellite-derived positions. It broadcasts an funds for airport development and the needs of the
aircraft’s WAAS-enhanced GPS position to the ground.
It’s also transmitted to aircraft with ADS-B receivers, goals and objectives.
either directly or relayed by ground stations, increasing
the pilot’s situational awareness.Categorical Exclusion (CATEX):
an undertaking may be categorically excluded from
a detailed environmental analysis if it meets certain
Equipment that is designated to support weather criteria that a federal agency has previously determined
forecast activities and aviation operatins and gathers
nationwide weather data .
Commercial service airports are
public use airports which receive scheduled passenger
Equipment that automatically gathers weather data service aircraft, and which annually enplane 2,500 or
from various locations on an airport and transmits the more passengers.
information directly to pilots by means of computer
generated voice messages over a discrete frequency. A
frequency designed for the purpose of carrying out
A land use easement permitting airport advisory practices while operating to or from
the unlimited operation of aircraft in the airspace above an airport without an operating control tower. The
the land area involved and restricting incompatible CTAF may be a UNICOM, Multicom, FSS, or tower
development of areas.
publications.
Avionics: Airborne navigation, communications, and
data display equipment required for operation under Conical Surface: A surface extending outward and
upward from the periphery of the horizontal surface at a
slope of 20 to 1 for a horizontal distance of 4,000 feet.
Based Aircraft: The total number of active general
aviation aircraft which use or may be expected to use an Controlled Airspace: Airspace in which some or all
airport as a home base.
Beyond Visual Line of Sight (BVLOS): Flying an
unmanned aerial system aircraft beyond the remote Critical (Design) Aircraft: The most demanding aircraft
pilot in command’s direct sight of the aircraft.(or combination of aircraft) with at least 500 annual
operations that operates, or is expected to operate, at
Building Area: An area on an airport to be used, the airport.
considered, or intended to be used, for airport buildings
or other airport facilities or rights-of-way, together with A wind component that is at a
all airport buildings and facilities located thereon.right angle to the longitudinal axis of the runway or the
Building Restriction Line (BRL):
suitable building area locations on airports.
Crosswind Runway: A runway additional to the primary
runway to provide for wind coverage not adequately environmental impact statement will not be prepared.
provided by the primary runway.
An individual or company
Crosswind: A wind that is not parallel to a runway located at an airport, and providing commercial general
aviation services such as fuel, maintenance, and storage.
Decibel (dB):
noise level or an exposure level.
Displaced Threshold: A threshold that is located at a
point on the runway other than the physical beginning. Fees levied by the airport operator
Aircraft can begin departure roll before the threshold, per gallon of aviation gasoline and jet fuel sold at the
but cannot land before it.airport.
Equipment General Aviation (GA): The segment of aviation that
used to measure, in nautical miles, the distance of an
aircraft from the DME navigational aid located on the air carriers and other commercial operators such as
airport.airfreight carriers.
An environmental General Aviation Airports: Those airports with fewer
analysis performed pursuant to the National than 2,500 annual enplaned passengers and those used
Environmental Policy Act to determine whether an exclusively by private and business aircraft not providing
common carrier passenger service.
thus require a more detailed environmental impact
statement.Glide Slope (GS): Generally, a 3-degree angle of
approach to a runway established by means of airborne
A document instruments during instrument approaches, or visual
required of federal agencies by the National ground aids for the visual portion of an instrument
Environmental Policy Act for major projects or approach and landing.
legislative proposals affecting the environment. It
is a tool for decision-making describing the positive A satellite based
and negative effects of a proposed action and citing radio positioning, navigation, and time-transfer system.
alternative actions.
Hangar: A building used to store one or more aircraft,
Created by the and/or conduct aircraft maintenance.
act that established the Department of Transportation.
Assumed all of the responsibilities of the former Federal High Intensity Runway Lights (HIRL): These lights are
Aviation Agency including aircraft safety, movement, used to outline the edges of runway during periods of
and controls.darkness or restricted visibility conditions. HIRL system
has variable intensity controls.
A public
document prepared by a Federal agency that presents Horizontal Surface: An imaginary obstruction-limiting
the rationale why a proposed action will not have a
of a horizontal plane surrounding a runway located 150 and off-airport land uses as developed by surrounding
communities.
horizontal dimensions of this surface are a function
of the types of approaches existing or planned for the Landing Gear: That part of an aircraft which is required
runway.
Gear (SWG), Dual Wheel Gear (DWG), or Dual Tandem
An approach to an airport, with Wheel Gear (DTWG).
Landing Roll: The distance from the point of touchdown
and/or when the ceiling is at or below the minimum to the point where the aircraft can be brought to a stop,
initial altitude.or exit the runway.
Procedures for the Large Aircraft: Aircraft of more than 12,500 pounds
Flight Rules weather minimums. The term IFR is often
Local Operations: Aircraft operations performed by
aircraft that are based at the airport and that operate
Weather conditions below the that are known to be departing for or arriving from
distance from the airport, or that execute simulated
A precision instrument approaches at the airport.
instrument approach system which provides in the
aircraft, the lateral, longitudinal, and vertical guidance Localizer (LOC): A navigational aid that consists of a
necessary for a landing.directional pattern of radio waves modulated by two
signals which, when receding with equal intensity, are
displayed by compatible airborne equipment as an
Meteorological conditions expressed in terms of “on-course” indication, and when received in unequal
visibility, distance from cloud, and ceiling, less than the intensity are displayed as an “off-course” indication.
(VMS).Low Intensiy Runway Lights (LIRL): These lights are
used to outline the edges of runway during periods
Integrated Noise Model (INM): The FAA’s standard of darkness or restricted visibility conditions. LIRLs
methodology since 1978 for noise assessments.normally have one intensity setting.
Itinerant Operations: Operations by aircraft that leaves Marking: On airports, a pattern of contrasting colors
the local airspace.placed on the pavement, turf, or other usable surface
Jet Noise: The noise generated externally to a jet engine to aircraft pilots and sometimes to operators of ground
in the turbulent jet exhaust.vehicles, on the movement areas.
Shows on-airport land uses as developed Mean Seal Level (MSL): Altitude expressed as feet
by the airport sponsor under the master plan effort above sea level, rather than above local terrain.
The lowest altitude, Nautical Mile (NM): Most common distance
expressed in feet above mean sea level, to which descent measurement in aviation, equivalent to the length of one
minute of latitude along the earth’s equator or 6076.115
maneuvering in execution of a standard instrument feet.
approach procedure where no electronic glide slope is
provided.Navigable Airspace: Airspace at and above the
These lights including airspace needed for safe takeoff and landing.
are used to outline the edges of runway during periods
of darkness or restricted visibility conditions. MIRL Navigational Aid (NAVAID): Any facility used as,
system has variable intensity controls. available for use as, or designed for use as an aid to air
navigation, including landing areas, lights, any apparatus
Minimum altitude a pilot can descend to or equipment for disseminating weather information,
when conducting an instrument approach. Also refers
to the minimum visibility a pilot must have to initiate an or other electronic communication, and any other
instrument approach.structure or mechanism having similar purpose and
Multi-Engine Aircraft: Reciprocating, turbo-prop or aircraft.
engine.Noise Contour: A line connecting equal points of noise
exposure. Usually color coded by decibels.
Federal
legislation that establishes environmental policy for Non-Directional Beacon (NDB): Signal that can be read
the nation. It requires an interdisciplinary framework
for federal agencies to evaluate environmental impacts Used to determine bearing and can “home” in or track to
and contains action-forcing procedures to ensure that or from the desired point.
federal agency decision makers take environmental
factors into account. Provides course guidance
without vertical path guidance.
An electronic
the Congress and the public, the composition of a aid designed to provide an approach path for aligning
national system of airports together with the airport
development necessary to anticipate and meet the high accuracy of the precision approach equipment and
present and future needs of civil aeronautics, to meet does not provide descent guidance. The VHF Omni
requirements in support of the national defense, range (VOR) and the non-directional beacon (NDB) are
and to meet the special needs of the postal service. two examples of non-precision instrument equipment.
The plan includes both new facilities and qualitative
improvements to existing airports to increase their A runway having
capacity, safety, technological capability, etc.an existing instrument approach procedure utilizing air
navigation facilities with only horizontal guidance for
Most common measure which straight-in non-precision instrument approach
of aircraft speed. One knot is equal to one nautical mile procedure has been approved.
per hour (1.15 knots = 1 mile).
A notice containing penetrate certain imaginary surfaces established in
relation to airport operations.
publicize by other means) concerning the establishment,
condition, or change in any component (facility, service, Title 14 of the Code of Federal Regulations
or procedure) of, or hazard in the National Airspace titled “Commuter and On Demand Operations and
System, the timely knowledge of which is essential to Rules Governing Persons On Board Such Aircraft,” that
commuter and on demand operations.
An area on the ground
centered on a runway, taxiway, or taxilane centerline Title 14 of the Code of Federal Regulations
provided to enhance the safety of aircraft operations
by having the area free of objects, except for objects
that need to be located in the OFA for air navigation or
aircraft ground maneuvering purposes.scheduled and unscheduled air carrier aircraft with
more than 30 seats and those that serve scheduled air
The OFZ is required to be carrier operations in aircraft with more than 9 seats
clear of all objects, except for frangible visual NAVAIDs but less than 31 seats. Commonly associated with
that need to be located in the OFZ because of their commercial service airports.
function, in order to provide clearance protection for
aircraft landing or taking off from the runway, and The combination of runway base
for missed approaches. The OFZ is divided into the and subbase courses and surface course which transmits
Runway OFZ, the Inner-Approach OFZ, and the Inner-
Transitional OFZ.
The upper part of the soil,
Obstruction: An object which penetrates an imaginary natural or constructed, which supports the loads
surface described in Part 77.transmitted by the runway pavement structure.
Operation: The landing, takeoff or touch-and-go An estimate of the busiest hour in a day.
procedure by an aircraft on a runway at an airport.This is also known as the design hour.
Two taxiways which are parallel to A system
of lights on an airport that provides visual descent
in different directions at busy airports.guidance to the pilot of an aircraft approaching a
runway.
An apron intended to accommodate
parked aircraft. A standard instrument approach
using a precision approach procedure. See precision
Title 14 of the Code of Federal Regulations approach procedure.
(CFR) titled “Objects Affecting Navigable Airspace,” that
establishes standards for determining obstructions and A standard instrument
their potential effects on aircraft operations. Objects approach procedure in which an electronic glide slope is
are considered to be obstructions to air navigation provided, such as ILS and PAR.
according to Part 77 if they exceed certain heights or
A runway having an An airport
existing instrument approach procedure utilizing lighting facility in the terminal area navigation system
an Instrument Landing System (ILS), or a Precision
Approach Radar (PAR). It also means a runway for installed at each approach end corner of a runway and
which a precision approach system is planned and is directed toward the approach zone, which enables the
so indicated by an FAA approved airport layout plan; a pilot to identify the threshold of a usable runway.
military service approved military airport layout plan;
any other FAA planning document, or military service The runway threshold or
military airport planning document.
with the runway.
An imaginary obstruction limiting
Runway Gradient (Effective): The average gradient
rectangular surface longitudinally centered about a consisting of the difference in elevation of the two ends
of the runway divided by the runway length may be used
function of the types of approaches existing or planned
for the runway.lies more than 5 feet above or below a straight line
joining the two ends of the runway. In excess of 5 feet,
An airport for public use, publicly owned
and under control of a public agency.will be applied for each segment separately.
Runway Lights: Lights having a prescribed angle of
to accommodate aircraft for purposes of loading or
unloading passengers or cargo, refueling, parking, or Runway light intensity may be controllable or preset,
maintenance.and are uniformly spaced at intervals of approximately
200 feet.
Rotating Lighted Beacon: An airport aid allowing pilots
Runway Markings: (1) Basic marking-markings on
conditions at night.
consisting of centerline marking and runway direction
Runway Bearing: The magnetic or true bearing of the numbers, and if required, letters. (2) Instrument
runway centerline as measured from magnetic or true marking-markings on runways served by nonvisual
north.navigation aids and intended for landings under
instrument weather conditions, consisting of basic
Layout or design of a runway marking plus threshold marking. (3) All weather
or runways, where operations on the particular runway marking- markings on runways served by nonvisual
or runways being used at a given time are mutually precision approach aids and on runways having special
dependent. A large airport can have two or more runway operational requirements, consisting of instrument
markings plus landing zone marking and side strips.
A whole number to the Runway Orientation: The magnetic bearing of the
nearest tenth of the magnetic bearing of the runway and centerline of the runway.
measured in degrees clockwise from magnetic north.
A runway protection
zone is a trapezoidal area at ground level, under the
control of the airport authorities, for the purpose of having executed a procedure turn (not necessarily
protecting the safety of approaches and keeping the completed with a straight-in landing).
area clear of the congregation of people. The runway
protection zone begins at the end of each primary
surface and is centered upon the extended runway pattern by interception of the extended runway
centerline.centerline without executing any other portion of the
Runway Safety Area (RSA):
surrounding the runway prepared or suitable for Taxilane: The portion of the aircraft parking area
reducing the risk of damage to airplanes in the event of used for access between taxiways and aircraft parking
an undershoot, overshoot, or excursion from the runway. positions.
Runway Strength: The assumed ability of a runway to Taxiway:
support aircraft of a designated gross weight for each of aircraft can taxi from one part of an airport to another
single-wheel, dual-wheel, and dual-tandem-wheel gear without interfering with takeoffs or landings.
types.
Taxiway Design Group (TDG):
Runway: airplanes based on outer to outer Main Gear Width
designated for the landing and taking-off of an aircraft.(MGW) and Cockpit to Main Gear distance (CMG).
A system of visual indicators Taxiway/Taxilane Safety Area (TSA):
alongside the taxiway prepared or suitable for reducing
airport without an operating control tower.the risk of damage to an airplane unintentionally
departing the taxiway.
Shoulder: As pertaining to airports, an area adjacent
to the edge of a paved surface so prepared to provide
a transition between the pavement and the adjacent aviation activity, both aircraft and enplanements, at FAA
surface for aircraft running off the pavement, for facilities. This includes FAA-towered airports, federally
drainage and sometimes for blast protection.contracted towered airports, non-federal towered
airports, and many non-towered airports.
Aircraft of 12,500 pounds or less
The area used or intended to be used
for such facilities as terminal and cargo buildings, gates,
Information dealing with population or hangars, shops and other service buildings; automobile
economic characteristics of a region.parking, airport motels and restaurants, and garages
and vehicle service facilities used in connection with
the airport; and entrance and service roads used by the
the end of a runway prepared or suitable for use in public within the boundaries of the airport.
lieu of runway to support an airplane, without causing
structural damage to the airplane, during an aborted T-Hangar: An aircraft hangar in which aircraft are
takeoff.parked alternately tail to tail, each in the T-shaped
space left by the other row of aircraft or aircraft
An instrument approach compartments.
Threshold Lights: Lighting arranged symmetrically the approach surfaces. Transitional surfaces for those
about the extended centerline of the runway identifying portions of the precision approach surface which project
through and beyond the limits of the conical surface,
extend a distance of 5,000 feet measured horizontally
Threshold: The designated beginning of the runway from the edge of the approach surface and at right
that is available and suitable for the landing of airplanes.angles to the runway centerline.
Total Operations: All arrivals and departures performed
by military, general aviation and air carrier aircraft.Regulates aviation security and operates airport
screening checkpoints.
Touch-and-Go: An operation by an aircraft that lands
and departs on a runway without stopping or exiting the Turning Radius: The radius of the arc described by an
runway. aircraft in making a self-powered turn, usually given as a
minimum.
The area of a runway near the
approach end where airplanes normally alight.UNICOM: Frequencies authorized for aeronautical
advisory services to private aircraft. Only one such
Touchdown:station is authorized at any landing area. The frequency
makes contact with the landing surface. (2) In a
precision radar approach, the point on the landing control towers, and 122.8 MHz is used for other
surface toward which the controller issues guidance landing areas. Services available are advisory in nature,
instructions.primarily concerning the airport services and airport
utilization.
Utility Runway: A runway that is constructed for and
city pair for various data grouping such as aircraft type intended to be used by propeller driven aircraft of
12,500 pounds gross weight and less.
under Instrument Flight Rules (IFR) and are captured by
the FAA’s enroute computers. Most VFR and some non-
(VOR): A ground based electronic navigation aid
transmitting navigation signals for 360 degrees
orientated from magnetic north. VOR is the historic
aircraft landing at, taxiing on, and taking off from an basis for navigation in the national airspace system.
upwind leg, crosswind leg, downwind leg, base leg, and An airport without an authorized or
planned instrument approach procedure.
Transient Operations: Operations or other activity Visual Approach Aid: Any device, light, or marker used
performed by aircraft not based at the airport.to provide visual alignment and/or descent guidance on
Transitional Surface: These surfaces extend outward
and upward at right angles to the runway centerline and Visual Approach Slope Indicator (VASI): An airport
the runway centerline extended at a slope of 7 to 1 from lighting facility in the terminal area navigation system
the sides of the primary surface and from the sides of used primarily under VFR conditions that provides
vertical visual guidance to aircraft during approach and Visual Meteorological Conditions (VMC):
landing, by radiating a pattern of high intensity red and Meteorological conditions expressed in terms of
white focused light beams, which indicate to the pilot visibility, distance from cloud, and ceiling equal to or
that they are above, on, or below the glide path.
Visual Approach: An approach wherein an aircraft on A visual device in the shape of a “T” used to
determine wind direction.
control authorization, may deviate from the prescribed
instrument approach procedure and proceed to the
airport of destination, served by an operational control
tower, by visual reference to the surface.
Procedures for the conduct
(VFR) weather minimums. The term VFR is often also
plan under which an aircraft is operating.
Visual Runway: A runway intended solely for the
operation of aircraft using visual approach procedures,
with no straight-in instrument approach procedure
and no instrument designation indicated on an FAA-
approved airport layout plan, a military service approved
military airport layout plan, or by a planning document
submitted to the FAA by competent authority.
VORTAC: Very High Frequency Omni Range Facility
(VOR co-located with a Tactical Air Navigation (TACAN)
facility.)
VOR/DME: Refers to associated VOR and DME systems.
VOR and DME are the international Civil Aviation
Organization (ICAO) standard for navigation.
A free-rotating fabric
truncated cone which when subjected to air movement
indicates wind direction and wind force.
A diagram for a given location showing
relative frequency and velocity of wind from all compass
directions.
PAGE LEFT BLANK INTENTIONALLY
McCall Municipal Airport Master Plan
Kick-Off Presentation Supplement
Frequently Asked Questions
Common Terms
July 2020
Presentation Contents:
1. Welcome and Introductions
2. Project Description
3. Master Plan Objectives
4. Master Plan Elements
5. Roles and Responsibilities
6. Public Participation
7. Key Airport Issues
8. Project Schedule
9. Next Steps
10. Public Comments
Contact Information:
Rick Stein
Airport Manager
rstein@mccall.id.us
208-634-1488
Kevin Bissell
Project Manager
kbissell@to-engineers.com
208-433-1900
Jared Wingo
Project Manager
jwingo@to-engineers.com
208-762-3644
Wayne Reiter
Aviation Planner
wreiter@to-engineers.com
208-762-3644
An Airport Master Plan is a comprehensive study of an airport that describes short-, medium-, and long-term development
plans needed to support future aviation demand.
The elements of an Airport Master Plan are outlined by the Federal Aviation Administration (FAA); however, the
complexity and level of detail for each element depends upon the size, function, issues, and challenges of the airport.
The McCall Municipal Airport Master Plan will present a strategy for development while considering the potential
environmental and socioeconomic impacts throughout the planning period.
The McCall Municipal Airport Master Plan will meet the following objectives:
• Understand airport issues, opportunities, and constraints.
• Consider the impacts of aviation trends.
• Identify the capacity of existing airport infrastructure.
• Determine need for airport improvements.
• Estimate project costs and funding sources.
• Develop a schedule for project implementation.
• Obtain stakeholder and public input.
The FAA Master Plan Process
The project begins with a pre-planning phase to determine
Tvnnfs!3131
the scope of work (completed), then will systematically
With the FAA, ITD, and City of
McCall, Develop Scope of Work
The McCall Municipal Airport Master Plan will incorporate a
Research Inventory
!!!!!
Aviation Forecast
numerous parties, including but not limited to: aircraft
Identify Critical Aircraft
the general public.
FAA Approval of Forecast
The earlier public input is communicated, the easier it is to
incorporate into the planning process.
Facility Requirements
Throughout the Airport Master Plan project information
will be available online to include a project schedule,
Airport Development
announcements for upcoming meetings, draft documents,
Alternatives
!!!!!!!!!!!!!!!!!!!!!!!!!!!!Tvnnfs!3132
references, as well as a portal to ask questions and provide
Requirements
comments.
Draft Drawings & Report
The website can be accessed through the T-O Engineers
Project Portal, McCall Municipal Airport Master Plan:
https://www.to-engineersprojectinfo.com/jobs/1550/
Land Use Plan
Qvcmjd!Pvusfbdi-!Jowpmwfnfou-!boe!Fevdbujpo
details/mccall-municipal-airport-master-plan
Or through the McCall Municipal Airport website:
Capital Improvement Plan
https://www.mccall.id.us/airportmasterplan
Implementation
Final Report
•
•
•
•
•
•
•
•
•
•
•
•
•
•
Federal Aviation Administration (FAA): Created by the
COMMON TERMS
act that established the Department of Transportation.
Advisory Circular (AC): External publications issued by
Assumed all of the responsibilities of the former Federal
the FAA consisting of non-regulatory material providing
Aviation Agency including aircraft safety, movement, and
for the recommendations relative to a policy, and
controls.
General Aviation (GA): The segment of aviation that
subject.
Aircraft Mix: The type of aircraft which are to be
air carriers and other commercial operators such as
accommodated at the airport.
airfreight carriers.
Aircraft Operation: The landing, takeoff or touch-and-
General Aviation Airports: Those airports with fewer
go procedure by an aircraft on a runway at an airport.
than 2,500 annual enplaned passengers and those used
Airport Capital Improvement Plan (ACIP): The planning
exclusively by private and business aircraft not providing
program used by the Federal Aviation Administration
common carrier passenger service.
to identify, prioritize and distribute funds for airport
Land Use Plan: Shows on-airport land uses as developed
development and the needs of the National Airspace
by the airport sponsor under the master plan effort
and off-airport land uses as developed by surrounding
Airport Improvement Program (AIP): The Airport
communities.
Improvement Program of the Airport and Airways
Large Aircraft: Aircraft weighing more than 12,500
Improvement Act of 1982 as amended by the Airport
and Airway Safety and Capacity Expansion Act of 1987.
National Environmental Policy Act (NEPA): Federal
Under this program, the FAA provides funding assistance
legislation that establishes environmental policy for
for the planning, design and development of airports and
the nation. It requires an interdisciplinary framework
airport facilities.
for federal agencies to evaluate environmental impacts
Airport Layout Plan (ALP): A graphic presentation, to
and contains action-forcing procedures to ensure that
scale, of existing and proposed airport facilities, their
federal agency decision makers take environmental
location on the airport, and the pertinent clearance and
factors into account.
dimensional information required to show conformance
National Plan of Integrated Airport Systems (NPIAS):
with applicable standards. To be eligible for AIP funding
assistance, an airport must have an FAA approved
the Congress and the public, the composition of a
airport layout plan.
national system of airports together with the airport
Airport Master Plan: The planner’s concept of the long-
development necessary to anticipate and meet the
term development of an airport.
present and future needs of civil aeronautics, to meet
Airport Sponsor: The entity that is legally responsible
requirements in support of the national defense,
for the management and operation of an airport
and to meet the special needs of the postal service.
The plan includes both new facilities and qualitative
regulations related thereto. Often an Airport Sponsor is
improvements to existing airports to increase their
a City or County.
capacity, safety, technological capability, etc.
Based Aircraft: The total number of active general
Operation: The landing, takeoff or touch-and-go
aviation aircraft which use or may be expected to use an
procedure by an aircraft on a runway at an airport. A
airport as a home base.
touch-and-go equals two operations.
Critical (Design) Aircraft: The most demanding aircraft
Public Airport: An airport for public use, publicly owned
(or combination of aircraft) with at least 500 annual
and under control of a public agency.
operations that operates, or is expected to operate, at
Small Aircraft: Aircraft of 12,500 pounds or less
the airport.
MEETING AGENDA
Summer 2020
• Welcome & Introductions
With the FAA, ITD, and City of
McCall, Develop Scope of Work
• Recorded Presentation: Chapters 1-4
• Additional Materials
Inventory
!!!!!
• Public Comment
Aviation Forecast & Critical Aircraft
• Next Steps
Research
Determination
• Meeting Conclusion
FAA Approval of Forecast
!
Presentation Contents
Facility Requirements
• Project Status - Chapters 1 through 4
• Socioeconomic Overview & Background
Development Alternatives
• Airside and Landside Inventory
• Forecast of Aviation Demand
Requirements
Draft ALP Drawings & Report
!!!!!!!!!!!
Methodology
Forecast Operations
Summer 2021
Based Aircraft
Land Use Plan
Public Outreach, Involvement, and Education
Critical Aircraft Determination
Capital Improvement Plan
• Next Steps
Facility Requirements
Implementation
Final Report
Development Alternatives
!!
Public Meeting #3
• Conclusion
Project Portal Contact Information:
Kevin Bissell, Project Manager
kbissell@to-engineers.com
208.433.1900
WEBSITE ACCESS
Wayne Reiter, Aviation Planner
1. Visit www.MYLmasterplan.com
wreiter@to-engineers.com
2. Or, www.to-engineers.com
208.762.3644
3. Click on the “Project Portal” tab in the upper right hand corner.
4. Under “Recent Jobs Posted,” click on “McCall Municipal Airport Master
Rick Stein, Airport Manager
Plan.”
rstein@mccall.id.us
5. You may then view information and documents under several different
208.634.1488
tabs. No registration is needed.
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• I am interested in some of the backgorund assumptions behind the ADG counts and the reduction in
aircraft overall and piston aircraft based here. Can I submit these via the website?
• Great Presentation. Thank you for putting this together and for having a Master Plan for our Airport. Are
you planning to allow for new Hangar pads in the Master Plan? Is the City considering building T-Hangars
that would possibly be for rent? If so, do they have any idea of what T-Hangars might rent for? Could
you please send a link to .pdf drawings showing the current Master Plan. Also, Will there be a grass strip
landing area planned in the Master Plan? Thank You.
• There is a common perception there is an increaseing demand for hangars at KMYL. However, Figure 4.30
shows a decrease aircraft based at KMYL of almost 13% from 2020 to 2040. This includes a decrease in
single engine aircraft based of almost 20% and total aircraft of approximately 13%. These trends would
indicate there is need for additional hangars at KMYL. Is this a valid interpretation of the data presented in
Figure 4.30. If not, please explain.
• If there is pent up demand for hangars that has been omitted from this study, don't you think you are
underestimating the number of future based aircraft?
•
McCall Municipal Airport Master Plan
Meeting Supplement
June 2021
Meeting Agenda:
1. Welcome and Introductions
2. Project Update
3. Facility Requirements Summary
4. Alternative Drawings
5. Next Steps
6. Public Comments
Online Comment Forms:
Contact Information:
Rick Stein
Airport Manager
rstein@mccall.id.us
208-634-1488
Kevin Bissell
Project Manager
kbissell@to-engineers.com
208-433-1900
Jared Wingo
Project Manager
jwingo@to-engineers.com
208-762-3644
Wayne Reiter
Aviation Planner
wreiter@to-engineers.com
208-762-3644
An Airport Master Plan is a comprehensive study of an airport that describes short-, medium-, and long-term development
plans needed to support future aviation demand.
The elements of an Airport Master Plan are outlined by the Federal Aviation Administration (FAA); however, the
complexity and level of detail for each element depends upon the size, function, issues, and challenges of the airport.
The McCall Municipal Airport Master Plan will present a strategy for development while considering the potential
environmental and socioeconomic impacts throughout the planning period.
The McCall Municipal Airport Master Plan will meet the following objectives:
• Understand airport issues, opportunities, and constraints.
• Consider the impacts of aviation trends.
• Identify the capacity of existing airport infrastructure.
• Determine need for airport improvements.
• Estimate project costs and funding sources.
• Develop a schedule for project implementation.
• Obtain stakeholder and public input.
McCall Airport Master Plan Schedule
Summer 2020
The project begins with a pre-planning phase to determine
With the FAA, ITD, and City of
McCall, Develop Scope of Work
the scope of work (completed), then will systematically
Inventory
The McCall Municipal Airport Master Plan will incorporate a
Aviation Forecast
Research
Identify Critical Aircraft
numerous parties, including but not limited to: aircraft
!
FAA Approval of Forecast
the general public.
!!!!!!!!
The earlier public input is communicated, the easier it is to
Summer 2021 Fall 2021
incorporate into the planning process.
Facility Requirements
Throughout the Airport Master Plan project information
Airport Development
will be available online to include a project schedule,
Alternatives
announcements for upcoming meetings, draft documents,
references, as well as a portal to ask questions and provide
Requirements
Draft Drawings & Report
comments.
The website can be accessed through the T-O Engineers
Project Portal, McCall Municipal Airport Master Plan:
Land Use Plan
https://www.to-engineersprojectinfo.com/jobs/1550/
Public Outreach, Involvement, and Education
Capital Improvement Plan
details/mccall-municipal-airport-master-plan
Or through the McCall Municipal Airport website:
https://www.mccall.id.us/airportmasterplan
Final Report
Implementation
•
•
•
•
•
•
•
•
•
•
•
•
•
•
• 402-foot runway extension for a future runway length of 6,510 feet to meet minimum runway length
recommendation.
• Update runway designation to 17/35.
• Increase the size of the Runway 16 blast pad to meet standard dimensions.
• Repaint faded runway markings.
• Replace and upgrade runway lighting to LED.
• Designate Taxiway B properly on the Airport Layout Plan.
•
•
• Repurpose general aviation hangar taxiways as taxilanes and designate them appropriately.
• Remedy the nonstandard TOFA between Hangars 211 and 212.
• Eliminate wide expanse of pavement at Taxiway B-1 and Runway 16.
• Remedy direct runway access at Taxiways A-2 and B-2.
• Replace existing PAPI and VASI with 4-light PAPI system.
• Remove tree and terrain obstructions.
Considerations
• Relocate the ASOS.
•
• Explore additonal hangar options.
•
• Explore general aviation terminal options.
•
• Identify additional helicopter parking areas.
• Explore snow storage areas.
General Aviation Terminal and Krahn Lane Extension
•
• 13 aircraft parking spaces for jets and turboprops.
• 20 vehicle parking spaces.
• Fencing and gates.
• Land acquisition required, approximately 17 acres.
• New Taxiway D to replace the diagonal taxiway (ADG-II).
• Two new north-south taxilanes, Taxilane G (ADG-II) and Taxilane F (ADG-I).
• Paved apron space for 47 small and 13 medium tie downs, and seven small, two medium, and two large hangars.
•
•
• New access road for the segmented circle.
• Relocated ASOS.
• One additional large hangar and two additional medium hangars.
•
• Realignment of Taxiway B-1.
• Realignment of Taxiway B-1 and removal of wide expanse of pavement.
• Install elevated runway guard lights at Taxiway A-2 and B-2.
• Expand blast pad to meet current design standards.
• Install new 4-light PAPI.
• Replace and upgrade runway lights to LED.
• 402 foot runway extension to bring runway length to 6,510 feet.
• New connector Taxiway A-6.
• Relocated ASOS.
• Wildlife fence extension.
• Land acquisition.
• Install new 4-light PAPI.
• General aviation terminal complex.
• Proper naming of taxiways and taxilanes.
• Select a preferred alternative. (June 2021)
•
•
•
• Develop an implementation plan. (September 2021)
•
•
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INFIELD AREA DEVELOPMENT PHASE 1
EXISTING PAVEMENTPROPOSED BUILDING
EXISTING TRANSIENT APRON:
EXISTING BUILDINGPROPOSED PAVEMENT
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EXISTING PAVEMENT MARKINGSPROPOSED PAVEMENT MARKINGS
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ULTIMATE BUILDOUT:
TOFA
EXISTING TAXIWAY OBJECT FREE AREA (TOFA)PROPOSED AIRCRAFT TIE-DOWN (GA APRON)
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TSA
EXISTING TAXIWAY SAFETY AREA (TSA)PROPOSED AIRCRAFT TIE-DOWN (INFIELD AREA)
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AUTOMATED SURFACE OBSERVING SYSTEM (ASOS)PROPOSED TAXIWAY OBJECT FREE AREA (U-TOFA)
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INFIELD AREA DEVELOPMENT
ULTIMATE PHASE
EXISTING PAVEMENTPROPOSED BUILDING
2 ADDITIONAL 60' X 60' HANGARS
1 ADDITIONAL 100' X 100' HANGAR
EXISTING BUILDINGPROPOSED PAVEMENT
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EXISTING PAVEMENT MARKINGSPROPOSED PAVEMENT MARKINGS
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TOFA
EXISTING TAXIWAY OBJECT FREE AREA (TOFA)PROPOSED AIRCRAFT TIE-DOWN (GA APRON)
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EXISTING TAXIWAY SAFETY AREA (TSA)PROPOSED AIRCRAFT TIE-DOWN (INFIELD AREA)
ULTIMATE BUILDOUT:
U-TOFA
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McCall Municipal Airport Master Plan
March 3, 2022
CRITICAL AIRCRAFT ATTRIBUTES
PhaseFederal (90%)Total
FederalStateMcCall
0100200Feet
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Want more info?
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• The current airport has confusing taxiway names. We currently have Taxiway A and Taxilane A, yet they are
2 different lanes. Same situation with Taxiway and Taxilane B. The master plan will add many new taxiways. I
propose we rename Taxilane E to Taxilane Zulu (Z), and rename Taxilanes A,B,C to Taxilanes Yankee (Y), Xray(X),
and Whiskey (W). That will allow ample naming of other existing taxiways and future taxiways by either
counting up from the existing Taxiways A and B, which are the primary parallel taxiways, or counting down from
the Z,Y,X,W nomenclature as the future needs arise.
•
The current master plan will make this taxilane a major route. Taxilane A should be moved further North in the
master plan to allow both ADG II aircraft useage as well as ramp spaces for the adjacent hangars along Taxilane
A.
• The master plan should identify locations for snow stowage. An increase in future hangars and taxiways will
make snow stowage spaces even more critical than they are currently. Taxiway wingtip clearances can be
if that option is baselined.
•
I fully trust that there are really smart people involved that will make this happen. I'd like to see how your master
plan dovetails in with the vision that is had for the McCall and the surrounding area into the future. The growth
that is going on this year will clearly continue and the volumes of visitors will continue to increase. Besides
serving those that live and vacation here, how are we envisioning expanding our role and services to enhance
our 'gateway to the backcountry' mantra? Right now, the airport feels very utilitarian to me. Which, by the way,
is probably appropriate. If McCall and the surrounding area wants to continue to grow as a destination for
transportation hub is critical - this is what I can envision for the airport facility. Enough for now. I do look forward
to seeing how our community and airport leadership envision the future for McCall and the role that our airport
our growth and prosperity.
• Regester
•
interpretation.
• Please consider adding width to the existing runway in the future for both added safety margins as well as to
in our community as well as our regional area.
•
operated from McCall Airport.
•
•
this suggestion and I would be willing to meet with any/all of the McCall Airport Advisory committee to discuss it
to comment.
•
• It would be great to set aside some land for hangers owned by the city of McCall and leased to tenants. These
could be in the form of T-hangers in large rows. You can really pack in a lot of airplanes into a small footprint
using these hangers. And they would be a great source of revenue for the city going forward. It would also be
nice to have the option to buy private hangers. There are not many available now and they would be in high
demand if developed.
• Please make sure to include additional hangers in the plans.
• I would like to see airline service to Seattle and Boise.
•
to mind...
•
this possible?
• I am in strong support of extending runway length and adding services to support the addition of commercial
development of McCall, Donnelly, Brundage, and Tamarack. Thank you for soliciting public input.
• I would like to comment on what I consider an important matter for the Airport Master Plan to address and
that is, noise from mainly single engine piston powered propeller driven aircraft. I live approximately 2 air miles
is unacceptable and frankly not necessary. As McCall grows so will the number of aircraft using the airport
to delineate noise sensitive areas, such as residential areas, and come up with a voluntary noise abatement
program.
There are many examples of airports, particularly in resort communities such as McCall, that have implemented
region. They have preferred hours of operation from 0700-2300 and recommended landing and departure
procedures to help with noise abatement. They ask that propeller driven aircraft reduce power and prop RPM
their noise abatement program is voluntary and dependent upon weather, aircraft performance capabilities, and
pilot experience among other things.
us who live here now and those who will move here in the future.
Thanks for accepting my comments.
U.S. DepartmentHelena Airports District Office
Northwest Mountain Region
of Transportation
2725 Skyway Dr., Suite 2
Federal Aviation
Helena, MT 59602
Administration
Novenber 18, 2020
Rick Stein, Airport Manager
McCall Municipal Airport
216 East Park Street
McCall, ID 83638
McCall Municipal Airport
McCall Airport
Forecast Approval
Dear Mr.Stein:
The Federal Aviation Administration(FAA)reviewedforecast information for thesubjectairport.
The final forecast wasreceived October 1, 2020.The FAA approves the belowforecast(Table
4.28) as presented in the Master Plan Forecast Chapter.
The FAA also approves B-II family of aircraftfor the existing and future critical aircraft. We
found the forecast to be supported by reasonable planning assumptions and current data. Your
forecast appears to bedeveloped using acceptable forecasting methodologies.
This forecast was prepared prior to the impacts of COVID-19.The forecast approval is based in
reference to the data and methodologies used and the conclusions at the time the document was
prepared.However, consideration must still be given to the significant impacts of COVID-19 on
aviation activity; as a result, there is lower than normal confidence in future growth
projections.FAA approval of the forecast does not provide justification to begin airport
development.
The approval of the forecast and critical aircraft does not automatically constitute a commitment on
the part of the United States to participate in any development recommended in the master plan or
shown on the ALP.Justification for future projectswill be made based on activity levels at the time
the project is requested for development, rather than this forecast approval.Further documentation
of actual activity levels reaching the planning activity levels will be needed prior to FAA
participation in funding for eligible projects.Further, the approved forecasts may be subject to
additional analysis or the FAA may request a sensitivity analysis if this data is to be used for
environmental or Part 150 noise planning purposes.
U.S. DepartmentHelena Airports District Office
Northwest Mountain Region
of Transportation
2725 Skyway Dr., Suite 2
Federal Aviation
Helena, MT 59602
Administration
If you have questions, please call me at 406-441-5408.
Sincerely,
Ejhjubmmz!tjhofe!cz!LFOOFUI!T!FBUPO!
LFOOFUI!T!FBUPO
Ebuf;!3131/22/29!24;51;1:!.18(11(
Scott Eaton
FAA Airport Planner
Helena ADO
June 30, 2021
RE: McCall Municipal Airport Master Plan Project
To Whom It May Concern:
T-O Engineers is currently working on an Airport Master Plan for McCall Municipal Airport (MYL) located in McCall,
Idaho. The Airport Master Plan is being prepared according to guidance provided in FAA Advisory Circular 150/5070-
6B, Airport Master Plans.
As a result of this study, the following improvements are under consideration:
Development of hangars, tie-downs, taxiways, and taxilanes.
A 402-foot runway extension to the south.
Relocation of the Automated Surface Observation System (ASOS) to the south end of the airport.
Expansion of a blast pad.
A new general aviation terminal and extension of Krahn Lane to the west.
Land acquisition.
Extension of wildlife fencing.
Installation of visual guidance systems.
The Airport Master Plan will include an environmental overview intended to help the airport owner and FAA
determine the level of environmental review required for the proposed development. The following categories will
be reviewed:
Air Quality Land Use
Biological Resources Natural Resources and
Energy Supply
Climate
Noise and Noise-
Coastal Resources
Compatible Land Use
Department of Transportation
Socioeconomic Impacts,
Act: Section 4(f)
Environmental Justice,
Farmlands
and Children’s Health
Hazardous Materials, Solid
and Safety
Waste, and Pollution
Visual Effects
Prevention
Water Resources
Historical, Architectural,
Cumulative Impacts
Archeological, and Cultural
Resources
7950 N. Meadowlark Way, Suite A | Coeur d’Alene, ID 83815 | P: 208.762.3644 | to-engineers.com
AVIATION | TRANSPORTATION | LAND DEVELOPMENT | INDUSTRIAL WASTEWATER | MUNICIPAL | WATER RESOURCES | ENVIRONMENTAL | LANDSCAPE ARCHITECTURE | SURVEYING | GEOSPATIAL
You may contact me at 208.370.3906 or wreiter@to-engineers.com if you need any further information or if you have
any questions. If you observe any omitted agencies or incorrect contacts on the enclosed mailing list, please let me
know.
Thank you for your assistance with this project.
Sincerely,
T-O Engineers
Wayne J. Reiter, A.A.E.
Enclosures: Agency Mailing List
Exhibits
7950 N. Meadowlark Way, Suite A | Coeur d’Alene, ID 83815 | P: 208.762.3644 | to-engineers.com
AVIATION | TRANSPORTATION | LAND DEVELOPMENT | INDUSTRIAL WASTEWATER | MUNICIPAL | WATER RESOURCES | ENVIRONMENTAL | LANDSCAPE ARCHITECTURE | SURVEYING | GEOSPATIAL
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I
X R
K
A
R
P
M
/A
L
X
T
M
EXPAND BLAST PAD
N
T
E
N
M
E
E
M
X
V
P E
/
L A
V
P
A
PD
E
X
G
S
N
I
O
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P P
/PROPOSED TAXIWAY B-1
L
TAXIWAY A-1
S
O
I
XR
X
EXISTING PAVEMENTEXISTING BUILDINGEXISTING PROPERTY LINEEXISTING FENCEEPROPOSED PAVEMENTP
EXISTING TAXIWAY B-1
P
/
L
X
P/L
X
P
/
L
X
REALIGNMENT OF TAXIWAY B-1
P
/
L
X
P
X/
L
X
P
/
L
X
P
/
L
X
P
X
/
L
X
P
/
L
N.T.S
X
KEY MAP
P
/
L
X
X
P
/
LTAXIWAY B
X
P
/
PAPI
L PAPI
X
LIGHTS TO LED
UPGRADE RUNWAY
P
/PAPIPAPIPAPIPAPI
L
X
P/L
P/L
P/L
RUNWAY 16-34 (E)
P/L
TAXIWAY A
INSTALL 4-LIGHT PAPI
P/L
P/L
P/L
P/L
P/L
P
/
L
PROPOSED TAXIWAYFILLETS
:
P/L
PROPOSED TAXIWAY FILLETS FOR A-2, B-1, AND B2PROPOSED REALIGNMENT OF TAXIWAY B-1REMOVE WIDE EXPANSE OF PAVEMENT AT TAXIWAY B-1EXPAND BLAST PADNEW 4-LIGHT PRECISION APPROACH PATH INDICATOR
(PAPI)UPGRADE RUNWAY LIGHTS TO LED
INSTALL ELEVATED RUNWAY GUARD LIGHTS AT TAXIWAY A-2 AND B-2
-------
P/L
HIGHLIGHTS
NORTH ALTERNATIVES
TAXIWAY B-2TAXIWAY A-2
P/L
P/L
PROPOSED ELEVATED
RUNWAY GUARD LIGHTS
240
PROPOSED ELEVATED
P/L
RUNWAY GUARD LIGHTS
160
P/L
80
P/L
40
0
PROPOSED ELEVATED
RUNWAY GUARD LIGHTS
X
PROPOSED TAX
ILANE J
P
/
L
L
/
P
L
/
X
P
X
TAXIWAY E
L
/
P
P/L
PROPOSED
TAXILANE K
X
TAXILANE E-3
X
L
/
P
P/L
P/LX
P/L
P/L
P/L
X
X
X
X
X
X
X
X
X
L
/
P
P/L
X
P/L
X
X
X
X
X
X
X
L
/
P
P/L
X
P/L
X
X
X
X
APPROXIMATELY 12 ACRES
PROPOSEDLAND ACQUISITION
X
L
/
P
P/L
P/L
X
T
T
XX
XO
XO
F
F
A
A
X
X
X
L
/
L
P
/X
P/L
X
PX
5
5
Y
X
A
W
H
G
XI
H
E
X
X
T
X
A
LT
/
TWY A3
S
P
P/LX
P/L
X
PROPOSED
X
X
X
T
T
X
O
O
F
F
AL
A
/
LAND ACQUISITION P
P/L
X
P/L
X
X
X
APPROXIMATELY 17 ACRES
X
L
/
X
P
X
P/LX
P/L
X
X
X
X
TAXILANE E-3
L
/
X
P
P
X
X
P/LP/LX
/
L
X
X
X
X
X
P/L
P/L
X
X
X
X
X
P/L
600
P/L
X
TAXIWAY A
X APPROXIMATELY 12 ACRES
X PROPOSEDLAND ACQUISITION
L
P/L/
400
P
RUNWAY 16-34 (E)
X
X
X
N.T.S
X
P/L
200
P/L
KEY MAP
X
X
TWY A4
100
500'
X
X
X
0
P/L
P/L
X
XX
XX
X
X
P
/
L
P/L
X
X
X
INSTALL 4-LIGHT PAPI
P
/
L
X
X
P/L
E
X
N
O
PROPOSED ASOS
INSTALL WILDLIFE FENCE
X Z
X
P
PAPIPAPIPAPIPAPI
/N
L
X
O
I
S
P/L
T
G
C
X N
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X
K
T
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/
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NA
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X Y
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N
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N
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L
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TWY A5
X
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X NNNNN
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X
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P/L
X
XXXXXRR
EEEEEPPROPOSED LAND ACQUISITIONPROPOSED PAVEMENT MARKINGSPROPOSED FENCEP
X
L
/X
X
P
X
P
/
L
402'
X
TWY A6
PROPOSED
P/L
X
X
U-RPZ
XP/LXP/LXP/LXP/L
X
X
X
X
U-RPZU-RPZ
Z
P
R
-
U
XXXXXX
PROPOSEDLAND ACQUISITIONAPPROXIMATELY 32 ACRES
U
-
R
P
Z
Z
P
R
-
U
U
-
R
P
Z
Z
P
R
-
U
SOUTH ALTERNATIVES
U
:
-
R
P
Z
Z
P
R
-
402 FOOT RUNWAY EXTENSIONWILDLIFE FENCE EXTENSION
NEW CONNECTOR TAXIWAY A-6RELOCATED WEATHER STATION (ASOS)NEW 4-LIGHT PRECISION APPROACH PATH INDICATOR (PAPI)LAND ACQUISITION OF APPROXIMATELY 73 ACRES
U
------
HIGHLIGHTS
U-RPZU-RPZU-RPZ
X
P
L
/
/
L
P
X
L/P
L/P
L/
X P
L/P
X
L/P
X
X
XX
X L
TWY A1/
P
P
X
/
L TWY B1
S
G
S
X
N
GI
K
X N
L
X
/
I
P
R
K
P
/A
L
E
R
PROPOSED TAXIWAY C M
NA
I
TT
LM
X
NN
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Y
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L T
NN
/
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P
MM
ERE
N
P
EE
I
E
/
E
L MM
VV
D
P
ECE
X
LAA
IO
VV
N
PP
AUREA
PBPFPDD
L
/
EE
P
GGGGG
SS
P NNNNN
X
/
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L
TTTTT
PP
SSSSS
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IIIII
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L
/
X
P
PROPOSED TAXIWAY D
P
/
L
X
L
/
X
P
TAXIWAY B
P/L
X
P
/
L
PAPI
PAPI
X
L
/
P
PAPIPAPIPAPIPAPI X
P/L
P
/
L
X
L
/
P
TAXIWAY E
X
TAXILANE E1
P/L
PROPOSED TXL F
L
PROPOSED TXL G/
P
T
T
X
O
O
F
F
A
A
P/L
TWY A2 L
/
P
X
P/L
X
L
/
P
PROPOSED TAXIWAY H
TAXILANE E-3
X
P/L
T
T
O
O
F
F
L
A
A/
P
TWY B2
X
PROPOSED TAXILANE J
P/L
L
/
X
P
P/L
PROPOSED TAXILANE K
X
TAXILANE E2
L
/
P/LP
P/L
P X
/LP X
/L
P/L
X
X
X
X
X
X
X
P/L
P/L
X
X
X
X
X
P/L
P/L X
RUNWAY 17-35 (U)
X
X
X
P
/P/L
L
X
X
X
P/L
X
X
P/L
X
X
X
TAXIWAY A
TWY A3
L
P/L/X
P
X
X
X
P/L
P/L
X
X
X
P/L X
P/L
X
X
P
P/L
/
L
X
X
P/L
P/L
X
X
X
X
P/L
P/L
X
X
RUNWAY 16-34 (E)
TAXIWAY / TAXILANE NOMENCLATURE
P/L
P/L
X
X
L
P/L/
P
X
X
TWY A4
X
X
P/L
P/L
XX
XX
X
X
P
/
L
P/L
X
X
P
/
L
X
P/L
X
X
P
/PAPIPAPIPAPIPAPI
L
X
P/L
X
X
P
/
L
X
P/L
X
P
600
/
L
X
P/L
TWY A5
X
X
P
400
/
L
X
X P/L
X
P/L
X
P
200
/
L
PROPOSEDTWY A6
X
100
X P/L X P/L X P/L X P/L
0
X
L
/
P
X
210
L
/
P
X
140
L
/P
L/P
L/P
L/P
X
L/P
L/P
L/P
L/
P
L/P
L/P
L/P
L/P
DEINHARD LN.
70
X
L
/
P
X
X
X
X
XXXX
X
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35
X
X
0
L
X
/
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X
X
X
X
LEASE AREA
XX
X
X
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FUTURE CITY USE
X
DEW AIRCRAFT, INC. / HANGAR 98
)
PROPOSED TAXIWAY C
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AU-TSAU-TSA
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U-TSA
E
U-TOFA
G U
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U-TSA
A
G EXISTING PAVEMENTEXISTING BUILDINGEEEE
E
U-TOFA
E
EG
G
U-TOFA
U-TSA
SU-TOFA
O
U-TOFA
S
A
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E TSAASOS
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U-TSA
ADG II, TDG 2
NEW ACCESS
U-TSA
U-TSA
U-TOFAU-TSA
ASOS
S
O
25'
U-TOFA
S
35'
A
U-TSA
U-TOFA
35'
U-TOFA
U-TOFA
SNOW STORAGE
SNOW STORAGE
U-TSA
S
TAXIWAY A
O
S
A
U-TSA
U-TSA
ADDITIONAL SNOW STORAGE
RETENTION POND &
U-TSA
PROPOSED TAXILANE F
U-TOFA
TAXIWAY E
TOFA
U-TOFA
U-TSA
U-TOFA
S
O
S
A
PROPOSED TAXILANE G
U-TOFA
U-TOFA
TOFA
A
SU-TSA
O
S
:
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AU-TSA
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50'
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F
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A
120'A
F
60'
O
T
-
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INFIELD AREA DEVELOPMENT PHASE 1
U-TOFA
U-TSA
TOTAL TIE-DOWNS = 64TOTAL TIE-DOWNS = 101
2 - 60' X 60' HANGARS
15 - 50' X 40' HANGARS1 - 100' X 100' HANGAR1 - 120' X 120' HANGAR
120'
A
S
------
100'
T
A-
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SU EXISTING TRANSIENT APRONPHASE 1 BUILD-OUTULTIMATE HANGARS
T-
A-T
FS
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-
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U
A
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-
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U
SAU
U-T-TSASA
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PROPOSED TAXIWAY H
L
/
P
X
L/P
L/P
L/P
XL/P
L/P
L/P
L/
P
L/P
L/P
L/P
L/P
L/P
DEINHARD LN.
210
X
L
/
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X
X
X
X
XXXX
X
XXX
X
140
X
X
X
X
70
35
X
X
X
0
LEASE AREA
X
X
X
X
X
FUTURE CITY USE
X
DEW AIRCRAFT, INC. / HANGAR 98
PROPOSED TAXIWAY C
X
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A
)
F
A
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AS
A
A
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U-TSA
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GGGGGG
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U-TOFA EEEEEE
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ADG I, TDG 1B
U-TSA
ADG II, TDG 2
NEW ACCESS
TSA
TOFA
U-TSA
U-TSA
SNOW STORAGE
U-TOFAU-TSA
35'
U-TOFA
U-TSA
U-TOFA
35'
U-TOFA
U-TOFA
25'
U-TSA
TAXIWAY A
U-TSA
U-TSA
RETENTION POND &ADDITIONAL SNOW STORAGE
U-TSA
U-TOFA
TAXIWAY E
TOFA
U-TOFA
U-TSA
U-TOFA
PROPOSED TAXILANE F
PROPOSED TAXILANE G
U-TOFA
U-TOFA
FA
TO
U-TSA
U-TSA
A
U-TSA
F
O
U-TSA
100'T
-
A
U
S
T
-
U
U 40'
-
:
T
O
U-TOFA
F
60'50'
100'
A
A
F
60'
O
T
-
:
U
:
U-TOFA
U-TSA
120'
A
S
100'
T
A-
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SU
T-
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FS
U
A
O
A
T
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-
T
120'
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TOTAL TIE-DOWNS = 64TOTAL TIE-DOWNS = 93 2 - 100' X 100' HANGAR
7 - 60' X 60' HANGARS
15 - 50' X 40' HANGARS1 - 120' X 120' HANGAR
F
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INFIELD AREA DEVELOPMENT ULTIMATE PHASE
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U-TO------
ASOS HAS BEEN RELOCATED SOUTH OF THE AIRPORT
FA EXISTING TRANSIENT APRONULTIMATE BUILD-OUTULTIMATE HANGARS
U-TO
-TSAU-T
USA-TSA
U
PROPOSED TAXIWAY H
1445NOrchardStreet, Boise, ID 83706Brad Little, Governor
(208) 373-0550Jess Byrne, Director
July 16, 2021
By e-mail: wreiter@to-engineers.com
T-O Engineers
7950 N. Meadowlark Way, Suite A
Coeur d’Alene, Idaho 83815
Subject: McCall Municipal Airport Master Plan Project
Dear Mr. Reiter:
Thank you for the opportunity to respond to your request for comment. While DEQ does not review
projects on a project-specific basis, we attempt to provide the best review of the information provided.
DEQ encourages agencies to review and utilize the Idaho Environmental Guide to assist in addressing
project-specific conditions that may apply. This guide can be found at:
https://www.deq.idaho.gov/public-information/assistance-and-resources/outreach-and-education/.
The following information does not cover every aspect of this project; however, we have the following
general comments to use as appropriate:
1.AIR QUALITY
Please review IDAPA 58.01.01 for all rules on Air Quality, especially those regarding fugitive
dust (58.01.01.651), trade waste burning (58.01.01.600-617), and odor control plans
(58.01.01.776).
All property owners, developers, and their contractor(s) must ensure that reasonable controls
to prevent fugitive dust from becoming airborne are utilized during all phases of construction
activities per IDAPA 58.01.01.651.
DEQ recommends the city/county require the development and submittal of a dust prevention
and control plan for all construction projects prior to final plat approval. Dust prevention and
control plans incorporate appropriate best management practices to control fugitive dust that
may be generated at sites.
Citizen complaints received by DEQ regarding fugitive dust from development and
construction activities approved by cities or counties will be referred to the city/county to
address under their ordinances.
Response to Request for Comment
July 16, 2021
Page 2
Per IDAPA 58.01.01.600-617, the open burning of any construction waste is prohibited. The
property owner, developer, and their contractor(s) are responsible for ensuring no prohibited
open burning occurs during construction.
For questions, contact David Luft, Air Quality Manager, at (208) 373-0550.
2.WASTEWATER AND RECYCLED WATER
DEQ recommends verifying that there is adequate sewer to serve this project prior to
approval. Please contact the sewer provider for a capacity statement, declining balance
report, and willingness to serve this project.
IDAPA 58.01.16 and IDAPA 58.01.17 are the sections of Idaho rules regarding wastewater and
recycled water. Please review these rules to determine whether this or future projects will
require DEQ approval. IDAPA 58.01.03 is the section of Idaho rules regarding subsurface
disposal of wastewater. Please review this rule to determine whether this or future projects
will require permitting by the district health department.
All projects for construction or modification of wastewater systems require preconstruction
approval. Recycled water projects and subsurface disposal projects require separate permits
as well.
DEQ recommends that projects be served by existing approved wastewater collection systems
or a centralized community wastewater system whenever possible. Please contact DEQ to
discuss potential for development of a community treatment system along with best
management practices for communities to protect ground water.
DEQ recommends that cities and counties develop and use a comprehensive land use
management plan, which includes the impacts of present and future wastewater management
in this area. Please schedule a meeting with DEQ for further discussion and recommendations
for plan development and implementation.
For questions, contact Valerie Greear, Water Quality Engineering Manager at (208) 373-0550.
3.DRINKING WATER
DEQ recommends verifying that there is adequate water to serve this project prior to approval.
Please contact the water provider for a capacity statement, declining balance report, and
willingness to serve this project.
IDAPA 58.01.08 is the section of Idaho rules regarding public drinking water systems. Please
review these rules to determine whether this or future projects will require DEQ approval.
All projects for construction or modification of public drinking water systems require
preconstruction approval.
DEQ recommends verifying if the current and/or proposed drinking water system is a
regulated public drinking water system (refer to the DEQ website at:
https://www.deq.idaho.gov/water-quality/drinking-water/. For non-regulated systems, DEQ
recommends annual testing for total coliform bacteria, nitrate, and nitrite.
Response to Request for Comment
July 16, 2021
Page 3
If any private wells will be included in this project, we recommend that they be tested for total
coliform bacteria, nitrate, and nitrite prior to use and retested annually thereafter.
DEQ recommends using an existing drinking water system whenever possible or construction
of a new community drinking water system. Please contact DEQ to discuss this project and to
explore options to both best serve the future residents of this development and provide for
protection of ground water resources.
DEQ recommends cities and counties develop and use a comprehensive land use management
plan which addresses the present and future needs of this area for adequate, safe, and
sustainable drinking water. Please schedule a meeting with DEQ for further discussion and
recommendations for plan development and implementation.
For questions, contact Valerie Greear, Water Quality Engineering Manager at (208) 373-0550.
4.SURFACE WATER
Please contact DEQ to determine whether this project will require an Idaho Pollution Discharge
Elimination System (IPDES) Permit. A Construction General Permit from DEQ may be required
if this project will disturb one or more acres of land, or will disturb less than one acre of land
but are part of a common plan of development or sale that will ultimately disturb one or more
acres of land.
For questions, contact James Craft, IPDES Compliance Supervisor, at (208) 373-0144.
If this project is near a source of surface water, DEQ requests that projects incorporate
construction best management practices (BMPs) to assist in the protection of Idaho’s water
resources. Additionally, please contact DEQ to identify BMP alternatives and to determine
whether this project is in an area with Total Maximum Daily Load stormwater permit
conditions.
The Idaho Stream Channel Protection Act requires a permit for most stream channel
alterations. Please contact the Idaho Department of Water Resources (IDWR), Western
Regional Office, at 2735 Airport Way, Boise, or call (208) 334-2190 for more information.
Information is also available on the IDWR website at: https://idwr.idaho.gov/streams/stream-
channel-alteration-permits.html
The Federal Clean Water Act requires a permit for filling or dredging in waters of the United
States. Please contact the US Army Corps of Engineers, Boise Field Office, at 10095 Emerald
Street, Boise, or call 208-345-2155 for more information regarding permits.
For questions, contact Lance Holloway, Surface Water Manager, at (208) 373-0550.
5.SOLID WASTE, HAZARDOUS WASTE AND GROUND WATER CONTAMINATION
Solid Waste. No trash or other solid waste shall be buried, burned, or otherwise disposed of at
the project site. These disposal methods are regulated by various state regulations including
Idaho’s Solid Waste Management Regulations and Standards (IDAPA 58.01.06), Rules and
Regulations for Hazardous Waste (IDAPA 58.01.05), and Rules and Regulations for the
Response to Request for Comment
July 16, 2021
Page 4
Prevention of Air Pollution (IDAPA 58.01.01). Inert and other approved materials are also
defined in the Solid Waste Management Regulations and Standards
Hazardous Waste. The types and number of requirements that must be complied with under
the federal Resource Conservations and Recovery Act (RCRA) and the Idaho Rules and Standards
for Hazardous Waste (IDAPA 58.01.05) are based on the quantity and type of waste generated.
Every business in Idaho is required to track the volume of waste generated, determine whether
each type of waste is hazardous, and ensure that all wastes are properly disposed of according
to federal, state, and local requirements.
Water Quality Standards. Site activities must comply with the Idaho Water Quality Standards
(IDAPA 58.01.02) regarding hazardous and deleterious-materials storage, disposal, or
accumulation adjacent to or in the immediate vicinity of state waters (IDAPA 58.01.02.800); and
the cleanup and reporting of oil-filled electrical equipment (IDAPA 58.01.02.849); hazardous
materials (IDAPA 58.01.02.850); and used-oil and petroleum releases (IDAPA 58.01.02.851 and
852). Petroleum releases must be reported to DEQ in accordance with IDAPA 58.01.02.851.01
and 04. Hazardous material releases to state waters, or to land such that there is likelihood that
it will enter state waters, must be reported to DEQ in accordance with IDAPA 58.01.02.850.
Ground Water Contamination. DEQ requests that this project comply with Idaho’s Ground
Water Quality Rules (IDAPA 58.01.11), which states that “No person shall cause or allow the
release, spilling, leaking, emission, discharge, escape, leaching, or disposal of a contaminant into
the environment in a manner that causes a ground water quality standard to be exceeded,
injures a beneficial use of ground water, or is not in accordance with a permit, consent order or
applicable best management practice, best available method or best practical method.”
For questions, contact Albert Crawshaw, Waste & Remediation Manager, at (208) 373-0550.
6.ADDITIONAL NOTES
If an underground storage tank (UST) or an aboveground storage tank (AST) is identified at the
site, the site should be evaluated to determine whether the UST is regulated by DEQ. EPA
regulates ASTs. UST and AST sites should be assessed to determine whether there is potential
soil and ground water contamination. Please call DEQ at (208) 373-0550, or visit the DEQ
website https://www.deq.idaho.gov/waste-management-and-remediation/storage-
tanks/leaking-underground-storage-tanks-in-idaho/ for assistance.
If applicable to this project, DEQ recommends that BMPs be implemented for any of the
following conditions: wash water from cleaning vehicles, fertilizers and pesticides, animal
facilities, composted waste, and ponds. Please contact DEQ for more information on any of
these conditions.
Response to Request for Comment
July 16, 2021
Page 5
We look forward to working with you in a proactive manner to address potential environmental impacts
that may be within our regulatory authority. If you have any questions, please contact me, or any of our
technical staff at (208) 373-0550.
Sincerely,
Aaron Scheff
Regional Administrator
DEQ-Boise Regional Office
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TOTAL SMALL TIE -DOWNS = 60
TOTAL MEDIUM TIE -DOWNS = 0
TOTAL LARGE TIE -DOWNS = 4
TOTA L PROPOSED
TOTAL SMALL TIE -DOWNS = 82
TOTAL MEDIUM TIE -DOWNS = 23
TOTAL LARGE TIE -DOWNS = 4
EXPAND RETENTION
POND & ADDITIONAL
SNOW STORAGE
SNOW STORAGE
TSA
PROPOSED TAXI LANE G
�J-TSA
d\h-n
INFIELD AREA
DEVELOPMENT
ULTIMATE PHASE
I L'PJFA
U-TSA
ADG II, TDG 2 Mir
PROPOSED TAXI LANE F
PRO PO SED INFIELD AREA
TO TAL SMALL TIE -DOWNS = 44
TOTAL MEDIUM TIE -DOWNS = 13
PRO PO SED TRANSIENT APRO N
TOTAL SMALL TIE -DOWNS = 38
TO TAL M EDIUM TIE -DOWNS = 10
TOTAL LARGE TIE -DOWNS = 4
SNOW STORAGE
U TC`A u.VFA
ADG I, TDG 1B
dsl-n
VdO.L-n
SNOW STORAGE
100 0 100 200
T,TTT
T -O ENGINEERS
1998 W. JUDITH LANE
BOISE, IDAHO 83705
PHONE: (208) 433-1900 WWW .TO-ENGINEERS .COM
E -FILE: 200069-ALTERNATIVE-EXHIBIT.dwg DATE: 4/12/21 JOB: #####