HomeMy Public PortalAboutMYL MP Book 4.20.2022 reducedMCCALL MUNICIPAL AIRPORT
MASTER PLAN
2022
McCall Municipal Airport (MYL) Master Plan
McCall Municipal Airport (MYL) Master Plan • www.to-engineers.com
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:
The preparation of this document may have been supported, in part, through the Airport Improvement Program financial assistance
from the Federal Aviation Administration (AIP project #3-16-0023-028-2020) as provided under Title 49 U.S.C., Section 47104. The
contents do not necessarily reflect the official views or policy of the FAA. Acceptance of this report by the FAA does not in any way
constitute a commitment on the part of the United States to participate in any development depicted therein nor does it indicate that
the proposed development is environmentally acceptable or would have justification in accordance with appropriate public laws.
McCall Municipal Airport (MYL) Master Plan
McCall Municipal Airport (MYL) Master Plan • www.to-engineers.com
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Table of Contents i
Table of Contents
McCall Municipal Airport (MYL) Master Plan
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
1.6 Pilot Certificates .............................................................................................................................................................................................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 ...........................................................................................................................................................................61
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
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McCall Municipal Airport (MYL) Master Plan
Chapter 5: Facility Requirements ............................................................................................................................................................105
5.1 General ..........................................................................................................................................................................................................105
5.2 Airport Reference Code, Runway Design Code, and Taxiway Design Group ...................................................................105
5.3 Airfield Capacity ........................................................................................................................................................................................108
5.4 FAA Design Standards ...........................................................................................................................................................................110
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 ..........................................................................................................................................................................135
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
6.8 Infield Development ................................................................................................................................................................................146
6.9 Transient Apron Reconfiguration .......................................................................................................................................................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
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McCall Municipal Airport (MYL) Master Plan
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 .........................................................................................................................................................................195
10.3 Federal Grant Obligations ..................................................................................................................................................................196
10.4 Grant Assurances ...................................................................................................................................................................................199
10.5 Complaint Resolution ...........................................................................................................................................................................202
10.6 Compatible Land Use ...........................................................................................................................................................................202
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
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McCall Municipal Airport (MYL) Master Plan
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
ES1McCall Municipal Airport (MYL) Master Plan
Executive Summary
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
photos of the airport in this Airport Master Plan show the before, during, and after construction configuration.
Despite these unprecedented challenges, the Airport Master Plan was completed in less than two years. The main
findings from this planning effort are summarized below, and are based on the planning process and public input:
• 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.
• Hangars are generally oversized for the types of aircraft being stored, reducing the number of hangars that
can be built.
• The zoning south of the City’s Impact Area does not adequately protect the airport from encroachment.
• 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.
• For this planning horizon, the airport was designed around a medium-sized business jet.
• 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.
Executive Summary
ES2McCall Municipal Airport (MYL) 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
Advisory Committee (AAC) meetings, as described below:
• Kickoff Meeting (virtual), July 2020: Pre-recorded and available on the City of McCall website. Advertised
July 22, 2020.
• TAC Meeting (virtual): Held via Teams on October 16, 2020. Discussed existing conditions and forecast.
• Public Meeting (live, virtual): Held via Teams on November 17, 2020. Presented existing conditions and
forecast. Advertised November 5 and 12, 2020.
• TAC Meeting (virtual): Held via Teams on February 18, 2021. Discussed facility requirements and proposed
development alternatives.
• Public Open House (in-person): Held in Council Chambers on June 2, 2021, for 8 hours. Presented the
proposed development alternative drawings. Advertised May 20, 2021.
• Airport Open House (in-person): Held at the airport on June 26, 2021, for 4 hours. Poster boards from the
June 2 Open House were displayed at a station with comment forms.
• Monthly AAC Meetings (in-person and virtual): Updates provided by the planning team.
• TAC Meeting (virtual): Held via Teams on December 7, 2021. Discussed the draft chapters and Airport
Layout Plan.
• Public Open House (in-person): Held in Council Chambers on March 3, 2022, for 3 hours. Presented the
draft Airport Master Plan and Airport Layout Plan. Advertised February 17 and 24.
E.S.3. PROPOSED DEVELOPMENT SUMMARY
Major development proposals from this Airport Master Plan are summarized below. Total improvements are
estimated to be over $38.7 million, of which at least $2.2 million is expected to be locally funded.
• 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.
Page 1McCall Municipal Airport (MYL) Master Plan
1. Airports and Master Plans Introduction
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.
1. Airports and Master Plans Introduction
McCall Municipal Airport (MYL) Master Plan Page 2
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.
1. Airports and Master Plans Introduction
Page 3McCall Municipal Airport (MYL) Master Plan
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
report2. Airports in the NPIAS are classified as primary or nonprimary, and divided into subcategories under each
classification (Table 1.1).
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.
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
Large Hub, 8%
Medium Hub, 8%
Small Hub, 19%Nonhub, 65%General Aviation, 87%
Relievers, 9%
Commercial Service, 4%
Figure 1.1 NPIAS Nonprimary Airports Figure 1.2 NPIAS Primary Airports
Source: FAA.gov
Table 1.1 Categories of Airport Activities
Airport Classifications
Hub Type: Percentage
of Annual Passenger
Enplanements
Common Name
Commercial Service:
Publicly owned airports
that have at least 2,500
passenger enplanements
each calendar year
and receive scheduled
passenger service
Primary:
Have more than 10,000
passenger enplanements
each year
Large: 1% or more Large Hub
Medium: At least 0.25%, but
less than 1%
Medium Hub
Small: At least 0.05%, but
less than 0.25%
Small Hub
Nonhub: More than 10,000,
but less than 0.05%
Nonhub Primary
Nonprimary Nonhub: At least 2,500 and
no more than 10,000
Nonprimary Commercial
Service
Nonprimary
(Except Commercial Service)
Not Applicable Reliever
General Aviation
Source: FAA.gov
1. Airports and Master Plans Introduction
McCall Municipal Airport (MYL) Master Plan Page 4
largest commercial airports in the national system.
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
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
discretionary funds through the AIP program3.
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
Figure 1.3 Airport and Airway Trust Fund (2019)
Source: FAA.gov
1. Airports and Master Plans Introduction
Page 5McCall Municipal Airport (MYL) Master Plan
procedure by an aircraft on a runway at an airport. The general aviation industry, as a whole, generated a total of
1,179,200 jobs, $76.7 billion in payroll, and $246.8 billion in economic output in 20184.
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
and provide unique and critical support to the local communities, businesses, and citizens5.
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.
1. Airports and Master Plans Introduction
McCall Municipal Airport (MYL) Master Plan Page 6
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.
Figure 1.4 Pilot Certificate
Source: Epic Flight Academy
1. Airports and Master Plans Introduction
Page 7McCall Municipal Airport (MYL) Master Plan
Master Plans generally meet the following objectives:
• Understand the issues, opportunities, and
constraints.
• Consider the impact 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.
1.8 PUBLIC INVOLVEMENT
Public input is highly encouraged throughout the
planning process. Each master plan includes a public
involvement program, and the amount of public
involvement typically corresponds to the complexity
of the airport and project. Effective public involvement
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
earlier public input is received, the easier it is to
incorporate in the planning process.
Public involvement programs are typically facilitated
by the planning consultant and include multiple
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.
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Figure 1.5 FAA Master Plan Process
1. Airports and Master Plans Introduction
McCall Municipal Airport (MYL) Master Plan Page 8
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, Forecast of Aviation Demand. 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
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.
Table 1.2 Aircraft Approach Category
Category Speed
A Less than 91 knots
B 91 knots or more, less than 121 knots
C 121 knots or more, less than 141 knots
D 141 knots or more, less than 166 knots
E 166 knots or more
Source: FAA
Table 1.3 Airplane Design Group
Group Tail Height (Feet)Wingspan (Feet)
I <20 <49
II 20 - <30 49 - <79
III 30 - <45 79 - <118
IV 45 - <60 118 - <171
V 60 - <66 171 - <214
VI 66 - <80 214 - <262
Source: FAA
1. Airports and Master Plans Introduction
Page 9McCall Municipal Airport (MYL) Master Plan
REFERENCES
1 FAA, What We Do, Accessed July 2020 at https://www.faa.gov/about/mission/activities/
2 U.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
3 U.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
4 GAMA, Contribution of General Aviation to the U.S. Economy in 2018, accessed July 2020 at 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
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McCall Municipal Airport (MYL) Master Plan Page 10
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2. Socioeconomic Overview
McCall Municipal Airport (MYL) Master Plan
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
the airport serves, as well as provide specific data for the
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
Idaho State Highway 55. The North Fork Payette River runs through the city, flowing south as it leaves Payette Lake.
The city encompasses approximately 9 square miles and had an estimated population of 3,600 in 20191. McCall is
the largest city in Valley County and is a destination for outdoor recreational activities.
The history of McCall is linked with mining, fishing, logging, recreation, forestry, and commerce. Early inhabitants
from the Northern Shoshone, Nez Perce, and Weiser tribes used the area during the summer months for fishing and
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
presence in McCall, and remains so today with an established aerial firefighting and smokejumper base located at
the airport2.
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
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2. Socioeconomic Overview
McCall Municipal Airport (MYL) Master Plan
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
and mountain biking trails in and around McCall, as well as five golf courses3.
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.
VALLEY COUNTY
Valley County is a rural county located in west central Idaho, covering approximately 3,664 square miles. It is the
fifth largest county in Idaho by area, and bordering counties include Custer, Gem, Boise, Idaho, Adams, and Lemhi4.
Established in 1917, Valley County was named after the Long Valley of the North Fork of the Payette River, which
extends over 30 miles from Payette Lake at McCall, south to Cascade to Round Valley5. 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
Middle Fork of the Salmon River6. 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
hiking, mountain biking, Nordic skiing, whitewater rafting, hunting, fishing, snowmobiling, off-roading, and more.
MCCALL MUNICIPAL AIRPORT OVERVIEW
McCall Municipal Airport is a public-use general aviation airport owned by the City of McCall7. The airport was
established in 1926 when resident and member of the McCall Chamber of Commerce, Arthur Austin Goodman
purchased 40 acres of land south of downtown McCall for use as a landing strip8. The original landing field ran
northeast to southwest, generally along what is now the diagonal taxiway. In 1931, the City of McCall purchased the
airport from Goodman for $630.00 at a time when mining production was increasing. In 1932, the Johnson Flying
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
today with two basedTwin Otter turboprop aircraft9. Today, the airport serves as “The Gateway to the Backcountry.”
Table 2.1 City of McCall Historic Places
Place Location Description
Southern Idaho Timber Protective
Association (SITPA) District
1001 State Street 8 buildings constructed in 1937: Statehouse, garage, pumphouse,
machine shop, 3 storage sheds, long garage. Assistant Fire Warden’s
house constructed in 1950.
McCall District Administrative Site 102 West Lake
Street (Hwy. 55)
8 buildings constructed between 1933-1939: Bldgs. A (hay barn), B
(warehouse), C (carpenter shop), D (engineering facility), E (Krassel
warehouse), F (bunkhouse), G (oil house), H (cap house).
Johnson Flying Service Hangar 104 South 3rd
Street (Airport)
Aircraft hangar constructed in 1932.
Source: Idaho State Historic Society, National Register of Historic Places in Idaho
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2. Socioeconomic Overview and Background
McCall Municipal Airport (MYL) Master Plan
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Valley County
SANDPOINT
HAYDENPOST FALLS
COEURD'ALENE MURRAY
MOSCOW
LEWISTON
WEISER
PAYETTE
EMMETT REXBURG
EAGLE
CALDWELLGARDEN CITYMERIDIAN
HAILEY IDAHO FALLS
BLACKFOOTMOUNTAIN HOME
POCATELLO
JEROME RUPERTTWIN FALLS
BURLEY
PRESTON
MCCALL
LOCATION MAP
VICINITY MAP
AIRPORT LOCATIONAIRPORT LOCATION
Figure 2.1 Vicinity Map
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2. Socioeconomic Overview
McCall Municipal Airport (MYL) Master Plan
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
and the field elevation is 5,024.2 feet above Mean Sea Level (MSL). Access to the airport by the general public is by
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
Line10. The Red Line passes by the airport along Highway 55 and circulates through downtown. A Green Line bus
provides transit between McCall and Cascade Monday through Friday for a fee.
The three-letter identifier for McCall Municipal Airport is MYL. The airport is served by a single runway, 16/34,
that is 6,108 feet long and 75 feet wide. The weight-bearing capacity is published as 86,500 pounds for single wheel
configuration for the main landing gear, 141,000 pounds for dual wheel, and 261,500 pounds for single tandem
wheel configuration. Additional details about the characteristics of the airport are discussed in Chapter 3, Inventory.
AIRPORT GOVERNANCE
McCall Municipal Airport is owned and operated by the City of McCall and assisted by an Airport Advisory
Committee. There are five members of the Airport Advisory Committee, appointed by the Mayor and confirmed by
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
the first Thursday of each month at noon in the American Legion Hall and are open to the public.
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
Airport
Distance
From MYL
(NM)
NPIAS
Service
Level
Based
Aircraft
Annual
Operations
Longest
Runway (ft)
and Surface
Type
Lowest Approach
Visibility
Minimums (mile)
McCall Municipal Airport (MYL)N/A GA 74 43,600 6,108 / Asphalt 7/8
New Meadows Airport (1U4)9.4 NW N/A 0 1,000 2,400 / Turf-
Gravel Visual
Donald D. Coski Memorial Airport (U84)9.7 S N/A 0 1,525 2,500 / Turf Visual
Krassel USFS (24K)16.6 NNE N/A 0 400 1,500 / Turf Visual
Reed Ranch Airport (I92)16.6 E N/A 0 225 2,175 / Turf-
Dirt Visual
Council Municipal Airport (U82)16.9 SW GA 6 4,000 3,600 / Asphalt Visual
Cascade Airport (U70)24.1 S GA 17 9,050 4,300 / Asphalt Visual
Johnson Creek Airport (3U2)26.3 E N/A 0 5,750 3,400 / Turf Visual
Landmark USFS Airport (0U0)28.4 SE N/A 0 900 4,000 / Turf Visual
Warrren USFS Airport (3U1)28.8 NE N/A 0 1,150 2,765 / Dirt Visual
Source: SkyVector.com, Airport Master Records, Google Earth
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2. Socioeconomic Overview and Background
McCall Municipal Airport (MYL) Master Plan
Figure 2.2 Vicinity Airports
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2. Socioeconomic Overview
McCall Municipal Airport (MYL) Master Plan
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,
ownership, and levels of operations11.
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
Terminal/Gowen Field (BOI), Friedman Memorial (SUN),
Idaho Falls Regional (IDA), Lewiston – Nez Perce County
(LWS), Pocatello Regional (PIH), Pullman-Moscow Regional
(PUW), and Joslin Field-Magic Valley Regional (TWF). There
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
Airstrip Network is a group of airstrip owners including the U.S. Forest Service, BLM, Idaho Fish and Game, the
Idaho Division of Aeronautics and a few private owners, along with several nonprofit aviation groups including the
Idaho Aviation Association, Idaho Aviation Foundation and the Recreational Aviation Foundation, and other entities
that have an interest in aviation such as Idaho Outfitters and Guides and the Idaho Department of Commerce. The
group is held together by a Memorandum of Understanding and is managed by a steering committee and a part-time
coordinator.” McCall Municipal Airport is a part of the IAN, and has a webcam that can be viewed from the website12.
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
landing at night (SEA91LA176). This incident is the only wildlife strike reported in the FAA Wildlife Strike Database
for MYL.
All accidents recorded at the airport occurred under Visual Meteorological Conditions (VMC). VMC represents a
regulatory weather condition in which pilots must have sufficient cloud clearance and visibility to fly.
Figure 2.3 Idaho Airports
Source: IASP Update
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2. Socioeconomic Overview and Background
McCall Municipal Airport (MYL) Master Plan
Table 2.3 Aircraft Accidents
Accident
Number
Event
Date
Aircraft
Damage Aircraft
Total
Fatal
Injuries
Total
Nonfatal
Injuries
Weather
Condition
Broad
Phase of
Flight
WPR19LA120 4/22/2019 Substantial Piper Super Cub
(tailwheel)0 0 VMC Arriving
GAA16CA522 9/10/2016 Substantial Air Cam (tailwheel)0 0 VMC Landing
WPR14CA221 6/3/2014 Substantial Boeing Stearman
(tailwheel)
0 0 VMC Landing
WPR12CA170 4/15/2012 Substantial Cessna 180 (tailwheel)0 0 VMC Landing
SEA07CA211 7/24/2007 Substantial Arctic Tern (tailwheel)0 0 VMC Landing
SEA05CA186 9/5/2005 Substantial Piper Tri-Pacer 0 0 VMC Takeoff
SEA05CA152 7/28/2005 Substantial Cessna 180 (tailwheel)0 0 VMC Takeoff
SEA03LA196 9/28/2003 Substantial Beech T-34 0 2 VMC Go-
Around
SEA02LA177 9/20/2002 Destroyed Cessna 182 0 0 VMC Landing
SEA02LA114 6/28/2002 Substantial Comp Air 6 (tailwheel)0 1 VMC Landing
SEA01FA175 9/29/2001 Substantial Piper Twin Comanche 1 0 VMC Landing
SEA99LA009 10/23/1998 Substantial Pitts S-1 Biplane
(tailwheel)
0 0 VMC Landing
SEA95LA045 2/5/1995 Substantial Cessna 185 (tailwheel)0 0 VMC Takeoff
SEA93FA040 12/18/1992 Substantial Falcon 10 (jet)0 4 VMC Takeoff
SEA91LA176 7/17/1991 Substantial Mooney M20K 0 0 VMC Landing
SEA91FA175 7/16/1991 Destroyed Cessna 206 1 0 VMC Landing
SEA83LA020 11/6/1982 Substantial Cessna 210 0 0 VMC Takeoff
Source: National Transportation Safety Board
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
have been partially funded by the FAA since 1985. The FAA Helena Airports District Office (HLN-ADO) and Idaho
Transportation Department Division of Aeronautics (ITD Aeronautics) provided the data listed in the table.
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2. Socioeconomic Overview
McCall Municipal Airport (MYL) Master Plan
Table 2.4 Airport Improvement Program Grant History - FAA
Fiscal Year Grant Number
(3-16-0023)Project(s)Total Grant
Amount
1985 001-1985 Acquire Land for Development •Rehabilitate Runway •Rehabilitate
Taxiway •Construct Apron Construct Taxiway •Acquire Land for
Approaches Rehabilitate Apron
$859,776
1988 002-1988 Extend Taxiway •Rehabilitate Runway •Conduct Miscellaneous
Study •Extend Runway
$452,752
1989 003-1989 Extend Taxiway •Extend Runway •Install Miscellaneous NAVAIDS
•Install Weather Reporting Equipment •Construct Taxiway
$1,033,404
1994 004-1994 Construct Taxiway •Rehabilitate Apron •Conduct Airport Master
Plan Study •Construct Apron
$1,289,558
1995 005-1995 Conduct Airport Master Plan Study $80,000
1997 006-1997 Construct Taxiway • Rehabilitate Taxiway • Acquire Land for
Approaches • Improve Runway Safety Area • Conduct Airport Master
Plan Study • Rehabilitate Apron • Extend Taxiway
$1,483,643
1997 007-1997 Improve Runway Safety Area $276,157
2002 008-2002 Rehabilitate Runway • Rehabilitate Runway Lighting • Remove
Obstruction • Install Miscellaneous NAVAIDS
$461,307
2003 009-02003 Install Perimeter Fencing • Conduct Airport Master Plan Study $201,825
2006 010-2006 Update Airport Master Plan Study $228,206
2006 011-2006 Install Perimeter Fencing • Acquire Snow Removal Equipment •
Rehabilitate Runway •Rehabilitate Taxiway
$215,051
2007 012-2007 Conduct Aeronautical Study for WAAS Approach •Rehabilitate
Runway
$187,002
2008 013-2008 Conduct Environmental Study $128,574
2008 014-2008 Conduct Environmental Study $44,799
2009 015-2009 Acquire Snow Removal Equipment $148,693
2009 016-2009 Rehabilitate Taxiway $0
2009 017-2009 Acquire Snow Removal Equipment $33,982
2009 018-2009 Conduct Environmental Study $90,611
2010 019-2010 Rehabilitate Runway $2,112,609
2011 020-2011 Construct Snow Removal Equipment Building $512,673
2014 021-2014 Install Miscellaneous NAVAIDS •Rehabilitate Taxiway •Rehabilitate
Runway
$203,582
2016 022-2016 Acquire Snow Removal Equipment $396,615
2017 023-2017 Reconstruct Apron $1,208,640
2018 024-2018 Construct Taxiway $155,249
2018 025-2018 Construct Taxiway $1,751,410
2019 026-2019 Conduct Miscellaneous Study $60,300
2020 027-2020 Construct Taxiway $7,861,402
2020 028-2020 Update Airport Master Plan Study $366,332
2020 029-2020 CARES Act Funds $30,000
Source: FAA
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2. Socioeconomic Overview and Background
McCall Municipal Airport (MYL) Master Plan
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
and regional economies. Data for this section was provided by the General Aviation Manufacturers Association’s
(GAMA) Contribution of General Aviation to the US Economy in 2018, published February 19, 2020, and the Idaho
Transportation Department’s 2020 Idaho Airport System Plan Update.
In 2018, general aviation contributed 1,179,200 total jobs, $76.7 billion in labor income, and $246.8 billion in
economic output to the U.S. economy. For the State of Idaho, general aviation contributed 9,100 jobs, $421 million in
labor income, and $1.46 billion in economic output in 201813.
According to the 2020 IASP Update, general aviation airports contribute 4,822 jobs, $233 million in labor income,
and $1.037 billion in total economic output to the State of Idaho. McCall Municipal Airport contributes 307 jobs,
$13.6 million in labor income, and $43.2 million in economic output. Table 2.5 below compares the economic impact
of peer airports with MYL.
Table 2.5 Economic Impact Comparisons
Airport Jobs Labor Income Economic Output
McCall Municipal Airport
(MYL)307 $13,660,000 $43,210,000
Challis Airport ( LLJ)51 $2,150,000 $7,330,000
Coeur d’Alene Airport (COE)1,026 $54,840,000 $208,400,000
Driggs-Reed Memorial
Airport (DIJ)119 $5,440,000 $22,520,000
Friedman Memorial Airport
(SUN) 3,020 $94,400,000 $291,100,000
Lemhi County Airport (SMN)140 $5,990,000 $20,420,000
Sandpoint Airport (SZT)873 $51,700,000 $306,760,000
Source: 2020 Idaho Airport System Plan Update
2.5 SOCIOECONOMIC AND DEMOGRAPHIC OVERVIEW
This section identifies social and economic indicators that may influence current and future aviation demand for the
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.
FAA Advisory Circular 150/5070-6B, Airport Master Plans, states the economic characteristics of a community
affect the demand for air traffic. The type of industries in an airport’s service area also affect aviation demand. For
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
services. Demographic characteristics influence the level, composition, and growth of both local traffic and traffic
from other areas, also known as itinerant traffic. One important demographic characteristic is the level of disposable
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.
Socioeconomic status is a specified measure of an individual, family, or group of people, used to draw comparisons
between groups. Socioeconomic status is derived from the relative economic and sociological position compared
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2. Socioeconomic Overview
McCall Municipal Airport (MYL) Master Plan
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
destination area, such as McCall, may create a greater demand for air charter or scenic flying not directly associated
with local population trends.
The primary socioeconomic indicators examined for this master plan include population, household income,
employment, education, and per capita income. These indicators provide insight into the financial strength and well-
being of the local economy and historically correlate with the local level of aviation activity and aircraft ownership.
Population and employment statistics assist in understanding the number of people and their ability to fulfill the
employable positions that exist with businesses in the area. These socioeconomic indicators also give an indication
of stability with respect to the cost of living, commerce, and industry. Per capita personal income reflects the average
annual monetary wage per head of household. High per capita personal income in an area is usually a good indicator
for greater aviation demand, as higher income populations are more likely to own and fly aircraft. An increase in
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
of McCall was 2,991, with a compound annual growth rate (CAGR) of 1.34% since 1970. Valley County had a
population of 9,862 as of the 2010 Census, with a CAGR of 2.54% since 1970. Figure 2.4 shows the population of
McCall and Valley County between 1970 and 2010.
Figure 2.5 shows the estimated population in McCall and Valley County according to the U.S. Census 2018 population
estimates, which fills the gap since the last decennial census (2010). The 2020 decennial census was underway at the
time of this master plan. The graphic shows a 9-year CAGR for McCall increasing at a rate of 2.2%, while the CAGR
for Valley County increases at a rate of 1.7%. This is the opposite of the historic population rates between 1970 and
2010, where the county grew at a faster rate than McCall.
-
2,000
4,000
6,000
8,000
10,000
12,000
1970 1980 1990 2000 2010
Po
p
u
l
a
t
i
o
n
McCall Valley County
Figure 2.4 Historical Populations
Source: U.S. Census Bureau
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2. Socioeconomic Overview and Background
McCall Municipal Airport (MYL) Master Plan
Population projections for Valley County were derived from Woods and Poole Inc. Woods and Poole is an
independent firm specializing in long-term economic and demographic projections. Figure 2.6 shows population
projections for Valley County, which shows an increase in population over the next 30 years, with a CAGR of 1.18%.
The projected population growth rate is well below the historic population growth rate of 2.54%.
-
2,000
4,000
6,000
8,000
10,000
12,000
2010 2011 2012 2013 2014 2015 2016 2017 2018 2019
Po
p
u
l
a
t
i
o
n
McCall Valley County
Figure 2.5 Population Estimates (2010-2019)
Source: U.S. Census Bureau
0
2,000
4,000
6,000
8,000
10,000
12,000
14,000
16,000
18,000
2020 2025 2030 2040 2050
Po
p
u
l
a
t
i
o
n
Valley County
Figure 2.6 Valley County Population Projections
Source: Woods & Poole
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2. Socioeconomic Overview
McCall Municipal Airport (MYL) Master Plan
Figure 2.7 shows the comparison of age distribution of McCall, Valley County, Idaho, and the United States as of U.S.
Census 2018 population estimates. This figure illustrates a low number of residents between ages 15 to 24, offset
by a high number of residents in the 45 to 54, and 60 to 74 age groups, a reflection of a more seasoned community.
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.
0
2
4
6
8
10
12
14
16
18
20
Under
5
5 to 9 10 to
14
15 to
19
20 to
24
25 to
34
35 to
44
45 to
54
55 to
59
60 to
64
65 to
74
75 to
84
Over
85
%
o
f
P
o
p
u
l
a
t
i
o
n
McCall Valley County Idaho United States
Figure 2.7 Age Distribution
Source: U.S. Census Bureau
0
5
10
15
20
25
30
35
Less than 9thgrade 9th to 12thgrade, nodiploma
High schoolgraduate(includes GED)
Some college,no degree Associate'sdegree Bachelor'sdegree orhigher
Graduate orprofessionaldegree
%
o
f
P
o
p
u
l
a
t
i
o
n
McCall Valley County Idaho United States
Source: U.S. Census Bureau
Figure 2.8 Educational Attainment
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2. Socioeconomic Overview and Background
McCall Municipal Airport (MYL) Master Plan
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
U.S. in this category, mainly due to the influx of retirees with less direct income, and employees who live elsewhere.
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
population. PCI is used to gauge the comparative economic wellbeing of residents in a specified region. Changes
over time in per capita growth or decline have economic, social, and political repercussions. Counties with smaller
populations are more likely to experience substantial fluctuations for several reasons including bumper crops,
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.
$42,112
$55,299 $55,583
$61,937
$0
$10,000
$20,000
$30,000
$40,000
$50,000
$60,000
$70,000
McCall Valley County Idaho United States
Do
l
l
a
r
s
Figure 2.9 Median Household Income
Source: U.S. Census Bureau
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2. Socioeconomic Overview
McCall Municipal Airport (MYL) Master Plan
$-
$5,000
$10,000
$15,000
$20,000
$25,000
$30,000
$35,000
McCall Valley County Idaho United States
Do
l
l
a
r
s
Figure 2.10 Per Capita Income
Source: U.S. Census Bureau
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
such small towns. The service has been such success and benefit to the community, an expansion was approved in
2019.
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2. Socioeconomic Overview and Background
McCall Municipal Airport (MYL) Master Plan
Figure 2.11 Employment by Industry
Source: U.S. Census Bureau
0 5 10 15 20 25 30 35
Agriculture/forestry/fishing/mining
Construction
Manufacturing
Wholesale trade
Retail trade
Transportation/warehousing/utilities
Information
Finance/insurance/real estate
Professional/scientific/management/admin
Education/health care/social services
Arts/entertainment/recreation/accomodation
Other services, except public admin
Public Administration
% of Population
United States Idaho Valley County McCall
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
orders. As of April 2020, the unemployment rate for Valley County was 20.4%, for Idaho it was 11.5%, and the
unemployment rate for the United States was 14.7%14.
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2. Socioeconomic Overview
McCall Municipal Airport (MYL) Master Plan
0
2
4
6
8
10
12
14
16
18
2010 2011 2012 2013 2014 2015 2016 2017 2018 2019
Un
e
m
p
l
o
y
m
e
n
t
R
a
t
e
%
Valley County Idaho United States
Figure 2.12 Unemployment Rate
Source: U.S. Bureau of Labor and Statistics
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
permanent residents. While the population in McCall has been increasing steadily, seasonal and daily fluctuations
can triple the number of people within the city limits during peak recreational periods. McCall’s population is
characterized as a more seasoned and educated group, a reflection of the large number of retirees, and places a high
value on maintaining the mountain character and small town feel of McCall.
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2. Socioeconomic Overview and Background
McCall Municipal Airport (MYL) Master Plan
REFERENCES
1 U.S. Census Bureau, McCall ID, accessed May 2020 at https://data.census.gov/cedsci/profile?q=McCall%20
city,%20Idaho&g=1600000US1648790
2 2018 McCall Area Comprehensive Plan, accessed May 2020 at https://evogov.s3.amazonaws.com/141/
media/115606.pdf
3 City of McCall, Our McCall Community, assessed May 2020 at https://www.mccall.id.us/about-mccall
4 U.S. Census Bureau, Valley County, ID, access May 2020 at https://data.census.gov/cedsci/profile?q=Valley%20
County,%20Idaho&g=0500000US16085
5 Valley County, State of Idaho, accessed May 2020 at http://www.co.valley.id.us/
6 2018 Valley County Comprehensive Plan, accessed May 2020 at http://www.co.valley.id.us/wp-content/
uploads/2018/11/2018-Compilation-online-2.pdf
7 FAA, Airport Data and Information Portal, accessed May 2020 at https://adip.faa.gov/agis/public/#/airportData/
MYL
8 Idaho State Historical Society, Johnson Flying Service Hangar NRHP Registration Form, accessed May 2020 at
https://history.idaho.gov/wp-content/uploads/Johnson_Flying_Service_Hangar_100004675.pdf
9 U.S. Forest Service, McCall Smokejumpers, accessed May 2020 at https://www.fs.usda.gov/science-technology/
fire/smokejumpers/mccall/history
10 Treasure Valley Transit accessed May 2020 at https://www.treasurevalleytransit.com/mccall.php
11 2020 Idaho Airport System Plan Update accessed May 2020 at: https://www.idaho-airport-system-plan.
com/
12 Idaho Aviation Association, accessed May 2020 at https://idahoaviation.com/idaho-airstrip-
detail?id=283
13 GAMA, Contribution of General Aviation to the US Economy in 2018, accessed May 2020 at https://gama.aero/
wp-content/uploads/General_Aviation_s_Contribution_to_the_US_Economy_FINAL_20200219.pdf
14 Idaho Dept of Labor Economic Situation Report, accessed May 2020 at https://lmi.idaho.gov/Portals/0/Pubs/
EconSitRep.pdf
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2. Socioeconomic Overview
McCall Municipal Airport (MYL) Master Plan
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3. Inventory of Existing Conditions
McCall Municipal Airport (MYL) Master Plan
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
An analysis of area topography provides insight to the types of natural and artificial features, to include the types of
surfaces, which may be encountered during projects. Topography includes not only the natural landscapes such as
bodies of water, mountains, and valleys, but all man-made features as well. Although topography, by definition, is a
study of the surface of the earth, it can influence weather patterns, and can help predict seasonal changes in wind
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
bunchgrass and mountain big sagebrush in drier soils, and lodgepole pine and ponderosa pine in valley floors.
Winters in this region are cold and snowy and the area receive large amounts of runoff in the spring from mountain
snow. In the summer, pastures are used for livestock and cropland1.
As can be seen in Figures 3.1 and 3.2, McCall Municipal Airport is located on a relatively flat and level valley floor
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.
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3. Inventory of Existing Conditions
McCall Municipal Airport (MYL) Master Plan
Figure 3.1 McCall Municipal Airport Ground Contour Map
Source: T-O Engineers
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3. Inventory of Existing Conditions
McCall Municipal Airport (MYL) Master Plan
Figure 3.2 McCall Area Topography
Source: Google Maps
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 Symbol Map Unit Name Acres in AOI Percent of AOI
16 Donnel sandy loam, 0 to 2 percent slopes 9.2 4.8%
17 Donnel sandy loam, 2 to 4 percent slopes 119.1 61.7%
22 Gestrin loam, 0 to 2 percent slopes 50.0 25.9%
23 Gestrin loam, 2 to 4 percent slopes 8.9 4.6%
31 McCall complex, 5 to 50 percent slopes 1.3 0.7%
34 Melton Loam 4.5 2.3%
Total for Area of Interest 193.1 100.0%
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3. Inventory of Existing Conditions
McCall Municipal Airport (MYL) Master Plan
Figure 3.3 McCall Municipal Airport Soils Map
Source: NRCS Custom Soils Report
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3. Inventory of Existing Conditions
McCall Municipal Airport (MYL) Master Plan
VEGETATION
Valley County, and the City of McCall are located near the center of the Payette National Forest. Forested areas are
home to ponderosa pine and douglass-fir, and at higher elevations grand fir, lodgepole and spruce trees can be found.
Idaho fescue, bluebunch wheatgrass, sagebrush, and bitterbrush are the primary local shrubberies, and the area is
scattered with a variety of wildflowers2.
The 2012 USDA Hardiness Zone Map is the standard by which gardeners and growers can determine which plants
are most likely to thrive at a specific location. The USDA identifies McCall as being in the hardiness zone 5a, meaning
the average minimum temperature extreme is -20 to -15°F3.
Vegetation immediately surrounding the Airport is scattered with low lying shrubberies, grasses, and wildflowers.
Outside of the cleared area are scattered low density clusters of trees.
Figure 3.4 Airport Vicinity Vegetation
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3. Inventory of Existing Conditions
McCall Municipal Airport (MYL) Master Plan
CLIMATE
The climate for the City of McCall is defined as dry-summer continental climate. This means the region experiences
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
December4.
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.
A wind analysis is completed to ensure the existing runway meets the FAA defined minimum wind coverage of 95%.
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
Code (RDC) for a particular runway. The defined RDC drives the design standards for the runway and includes an
Figure 3.5 City of McCall Climate Graph
Source: U.S. Climate Data - McCall
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3. Inventory of Existing Conditions
McCall Municipal Airport (MYL) Master Plan
Table 3.2 Allowable Crosswind Component by Runway Design Code
RDC Allowable Crosswind Component
A-I and B-I*10.5 Knots
A-II and B-II 13 Knots
A-III, B-III,
C-I through C-III,
D-I through D-III
16 Knots
A-IV and B-IV,
C-IV through C-VI,
D-IV through D-VI
20 Knots
* Includes A-I and B-I Small Aircraft
Source: FAA
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
rose, and 88,496 for the Visual Flight Rules (VFR) wind rose. It is important to analyze data for all conditions in
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.
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3. Inventory of Existing Conditions
McCall Municipal Airport (MYL) Master Plan
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 Condition Wind Speed in Knots Runway 16/34 Coverage
All Weather
118,062 Observations
10.5
13
16
20
98.92%
99.49%
99.91%
99.99%
IFR
29,566 Observations
10.5
13
16
20
98.91%
99.49%
99.92%
99.99%
VFR
88,496 Observations
10.5
13
16
20
98.96%
99.49%
99.88%
99.98%
Wind Speed
10.5 Knots
13 Knots
16Knots
20 Knots
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3. Inventory of Existing Conditions
McCall Municipal Airport (MYL) Master Plan
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
Figure 3.10 IFR Overlay
>= 22 knots
17 - 22 knots
11 - 17 knots
7 - 11 knots
4 - 7 knots
1 - 4 knots
WIND SPEED
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.
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3. Inventory of Existing Conditions
McCall Municipal Airport (MYL) Master Plan
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
>= 22 knots
17 - 22 knots
11 - 17 knots
7 - 11 knots
4 - 7 knots
1 - 4 knots
WIND SPEED
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3. Inventory of Existing Conditions
McCall Municipal Airport (MYL) Master Plan
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
be carried forward through the planning horizon. Figure 3.12 depicts city zoning and land use around the Airport.
The airport is zoned AP, with associated airport zones not pictured in the figure. Within the AP zone is the Airport
Perimeter Zone (APP), which includes the land 150 feet from the interior edge of the AP zone. The Airport Internal
Zone (API), includes all other land that is internal to the APP zone.
Much of the zoning around the southern half of the Airport is Rural Residential (RR), intending for single family
homes on significant acreage. The maximum density per lot is one dwelling per 10 acres. R4 zoning located at the
northwest corner of the airport limits four dwelling per acre.
Community commercial (CC) zoning is adjacent to the northeast of the airport. This zoning allows mixed
establishments to include retail, service, or automobile establishments, and 40 dwellings per acre are permitted.
Industrial zoning (I) exists on the northwest side of the airport, and zoning here permits various land uses to include
business parks, and other industrial uses which will support the diversification of the economy. Civic Use (CV) zoning
around the airport includes governmental facilities, or cultural and recreational facilities5.
Land use and zoning go hand in hand. In addition to city zoning, Figure 3.12 shows future land uses around the
airport. Land use is anticipated to continue to be developed based on what is permitted within the existing zones.
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3. Inventory of Existing Conditions
McCall Municipal Airport (MYL) Master Plan
Figure 3.12 McCall Zoning and Future Land Use
Source: City of McCall
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3. Inventory of Existing Conditions
McCall Municipal Airport (MYL) Master Plan
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.
Airspace exists to apply specific regulations
appropriate for the types and quantity of operations
occurring in a specific area. Airspace surrounding
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
pilots abide by specific cloud clearance and visibility
requirements to legally fly in this airspace. At 700
feet above the ground, the airspace transitions to
controlled, Class E airspace. At this altitude, air traffic control (ATC) services are available, and a higher standard of
cloud clearance and visibility requirements are in place.
Figure 3.14 McCall Municipal Airport Airspace
Source: Skyvector.com
Figure 3.13 National Airspace System
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3. Inventory of Existing Conditions
McCall Municipal Airport (MYL) Master Plan
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
airports when meteorological conditions are less than the defined visual condition. Instrument procedures may be
utilized under both VMC or IMC, with proper coordination with ATC.
Figure 3.14 Instrument Approach Procedure Runway 16 NOT FOR NAVIGATION
Source: Skyvector.com
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3. Inventory of Existing Conditions
McCall Municipal Airport (MYL) Master Plan
NOT FOR NAVIGATIONFigure 3.15 Instrument Approach Procedure Runway 34
Source: Skyvector.com
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3. Inventory of Existing Conditions
McCall Municipal Airport (MYL) Master Plan
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
Source: Skyvector.com
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3. Inventory of Existing Conditions
McCall Municipal Airport (MYL) Master Plan
3.3 AIRSIDE AND LANDSIDE INVENTORY
Airside is defined by the FAA as the portion of the airport that contains the facilities necessary for the operation
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).
Landside is conversely defined as areas and operations on the airport which are not airside elements. Landside
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
radio transmit button a series of times on the Common Traffic Advisory Frequency (CTAF); the lights will remain on
for 15 minutes once activated.
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3. Inventory of Existing Conditions
McCall Municipal Airport (MYL) Master Plan
In addition to the MIRLS, each runway end is equipped with Runway End Identifier Lights (REILS). These lights
provide rapid identification of the runway end and consist of two flashing white lights on each side of the runway
threshold. The lights flash outwards towards the approach path of the runway, and the flash provides an easily
identified contrast to any surrounding lights or terrain6.
Figure 3.20 REILS
Figure 3.18 Runway Edge Lights Figure 3.19 Runway End Lights
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3. Inventory of Existing Conditions
McCall Municipal Airport (MYL) Master Plan
Each runway end has a visual slope indicator for the purpose of assisting incoming traffic obtain an appropriate
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
approximately 3-5 miles during the day and up to 20 miles at night7.
Figure 3.21 Runway 16 PAPI
Figure 3.22 Runway 34 VASI
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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
centerline. The taxiway has a total of five runway connectors starting with A1 at runway end 16 through A5 at
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.
NAVIGATIONAL AIDS
Navigational Aids (NAVAIDs) are electronic and visual air navigation aids including lights, signs, and associated
supporting equipment. These increase navigational efficiency throughout the airspace system, as well as provide
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.
Figure 3.23 Taxiway A1 Connector Figure 3.24 TaxiwayA5 Connector
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Airport beacons are rotating omni-directional lights, mounted
on tall towers and indicate the location of a lighted airport. In
the United States there are different classifications of airports
which are identified with different beacon colors and flashing
light patterns emitted from the rotating beacon. The airport
classifications are land, water, heliport, military, and hospital or
emergency services heliport.
At McCall Municipal Airport, the beacon flashes alternating white
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
identification of the wind cone, and aids in controlling the traffic
pattern direction for incoming aircraft. The segmented circle
identifies a standard left-hand traffic pattern for both runway ends.
The segmented circle and wind cone were replaced in 2020 as part
of the taxiway relocation project.
Figure 3.25 Airport Beacon
Figure 3.26 Segmented Circle Figure 3.27 Wind Cone
Source: Google Earth
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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
119.925, or by telephone at 208-634-5947, as well as through several online flight planning and weather reporting
websites.
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
helicopters or seasonal overflow. West of the overflow parking area is a compass rose used to calibrate the magnetic
compass in an aircraft (Figure 3.31).
Figure 3.28 ASOS
Figure 3.29 Apron and Tie-Down Area
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Figure 3.31 Compass Rose
Figure 3.30 Large Helicopter/Overflow Parking
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.
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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
reconstruction8.
Figure 3.32 ITD PCI Survey
Source: ITD Aero
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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
maintains aircraft tie-downs available for overnight or short-term parking, has a fleet of rental cars, and provides
refreshments to patrons. The FBO facilities include a maintenance hangar and pilot’s lounge.
Outside of basic FBO services, McCall Aviation offers a variety of flight packages ranging from backcountry and
scenic flights to destination recreational activities, as well as air-share opportunities and private charter9.
Figure 3.33 McCall Aviation Figure 3.34 McCall Aviation Deice Truck
Figure 3.35 McCall Aviation Self Service 100LL Figure 3.36 McCall Aviation Fuel Trucks
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Mountain/Canyon Flying Seminars was established
in 1997 and provides ground and flight training
for backcountry flying and off pavement landings.
Several seminar options are available to include but
not limited to, Part 121 professional pilot courses,
tailwheel endorsement, backcountry fundamentals, and
individualized mountain/canyon flying instruction.
In addition to flight training, McCall Mountain/Canyon
Flying Seminars has the expertise to build customized
advanced aviation safety courses which include short
runway, high altitude, off pavement, and confined
area training. They maintain three aircraft available as
rentals10.
Sawtooth Flying Services is based out of McCall
Municipal Airport and provides backcountry destination
flights, hiking, hunting, and fishing services, and river
running working with Idaho outfitters to get people and
gear to and from launch points11.
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
include backcountry and charter flights, as well as
adventure packages with partnering Idaho outfitters.
Gem Air flies hunters, backpackers, fishermen, boaters
and explorers throughout the mountain northwest12.
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
complete their pilot training13.
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
utilizes two agency owned Twin Otter DH-6 aircraft, and an SD3-60 Sherpa. The Air Tanker Base is host to a state
owned AT-802 Air Tractor, and a viewing station is open to the public to observe operations from a safe distance.
Figure 3.36 McCall Mountain/Canyon Flying Seminars
Figure 3.37 Sawtooth Flying Services
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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
the East Zone fire management area. The crew consists of a 14-person team and is one of 5 U.S. Forest Service
emergency medical shorthaul programs in the nation. The crew is equipped to respond to a variety of missions
including initial attack, wilderness fire management, crew support, resource projects, as well as off-forest fire
support. Helicopters on contract include a Sikorsky SH-3 Sea King, and an A-Star 350, though this is subject to
change on an annual basis as contracts change14.
HANGARS
Hangars at McCall Municipal Airport are various sized box hangars with ownership being city, commercial, or
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
the airfield. Although the USFS now occupies a complex on the west side of the airport, Pioneer Hangar stands as a
symbol of early aviation, air transport, and fire fighting efforts in the community.
Figure 3.39 A-Star 350
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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 3.40 Historic Pioneer Hangar Figure 3.41 Box Hangars
Figure 3.42 Snow Removal Equipment
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AIRCRAFT RESCUE AND FIREFIGHTING (ARFF)
McCall Municipal Airport is a general aviation facility, therefore not required to have on-site ARFF facilities and
equipment. A city fire station is located directly across Deinhard Lane, with direct access to an emergency entry gate
allowing for quick response and excellent accessibility to airport facilities when needed.
FENCING
Fencing around the airport consists of a six foot chain link fence topped with razor wire around the north of the
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.
Figure 3.43 Airport Access and Parking
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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 https://www.sterlingcodifiers.com/
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 https://www.faa.gov/air_traffic/publications/atpubs/aim_html/chap2_section_1.
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 https://mountaincanyonflying.com/
11 Sawtooth Flying Services, accessed June 2020 at https://www.sawtoothflying.com/
12 Gem Air, accessed July 2020 at https://gemairflights.com/
13 MYL High Flying Club, accessed August 2020 at https://www.mylhighflying.com/home
14 USFS, Krassel Helitack Crew, accessed June 24, 2020 at https://www.fs.usda.gov/detail/payette/
landmanagement/resourcemanagement/?cid=fsm9_030950
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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
development. By understanding the realistic outlook of activity, it will allow the sponsor to justifiably plan for future
growth, including anticipated infrastructure development needs, and a timeline for which development needs should
be met.
FAA Advisory Circular (AC) 150/5070-6B, Airport Master Plans, and FAA Order 5090.5, Formulation of the National
Plan of Integrated Airport Systems (NPIAS) and Airports Capital Improvement Plan (ACIP), states that forecasts
should be:
®Realistic
®Based on the most recent data available
®Be supported by information in the study
®Reflect the current and anticipated future conditions at the airport
®Provide adequate justification for airport planning and development
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
The final component of this analysis will be to identify the existing design or critical aircraft for McCall Municipal
Airport. The FAA defines the critical aircraft as the most demanding aircraft, or family grouping of aircraft, which
regularly operate at the airport. Regular use is further defined as at least 500 operations, either local or itinerant,
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.
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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.
Additionally, it should be realized there are always short- and long-term fluctuations in airport activity, but history
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
forecast provided herein will provide the framework and justification needed for future airport development.
4.2 IDENTIFY AVIATION ACTIVITY PARAMETERS
The first element in the forecast is to determine the types of aviation activity that can affect the facility needs
of the airport. Fleet mix, annual operations and based aircraft are the primary factors for airfield planning and
development, as these are what define the runway and taxiway design standards. Commercial service airports have
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
from private and recreational, to business, charter, and seasonal firefighting. McCall Municipal Airport is not
expected to receive scheduled commercial service throughout the planning period.
In understanding the types of aviation activity occurring at the airport, the baseline will specify the actual fleet mix
and annual operations, as well as the existing based aircraft fleet mix and quantity. This data provides the critical
information used in forecasting future levels of demand at the airport.
Due to the seasonal variations in activity, a peak period forecast will also be provided. A significant increase in
operations beginning in the spring, and continue through the fall season occur due to the U.S. Forest Service
firefighting and smoke jumper base, an increase in recreational and backcountry flights, and the fact the McCall is a
resort town and sees an influx in tourists during the warm summer months.
Table 4.1 MYL Aviation Demand Elements to be Defined
Operations (Annual)Aircraft
Itinerant Based
Air Taxi Fleet Mix
General Aviation Single Engine Piston
Military Multi Engine Piston
Total Itinerant Single Engine Turboprop
Local Multi Engine Turboprop
General Aviation Jet
Military Helicopter
Total Local Glider
Total Operations Critical Aircraft
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4.3 FORECAST METHODOLOGIES
FAA Advisory Circular (AC) 150/5070-6B, Airport Master Plans, 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,
and the forecast of annual operations, fleet mix, and based aircraft.
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 aviation industry is intrinsically linked to the economy and experiences the same fluctuations on a global level.
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
The FAA conducts annual general aviation activity surveys to establish a baseline for fleet size and hours flown. The
forecast of aircraft deliveries comes from data released by the General Aviation Manufactures Association (GAMA),
in addition to assumptions of retirement rates of fleet categories.
The results of the 2020-2040 General Aviation Forecast revealed the long-term general aviation outlook is relatively
stable, with a 0.9% decrease in GA fleet expected throughout the planning period. The fixed wing piston fleet is
expected to decline at an average annual rate of -1.0% due to unfavorable pilot demographics, increased cost of
ownership, lower cost alternatives for recreational usage, and retirement of an aging fleet. This decline is offset
by an increase in turbine, experimental, and light sport aircraft. Additionally, an increase of 2.3% annual growth is
expected for the turbojet fleet, all which is due to steady growth in both GDP and corporate profits. See Figure 4.1.
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Despite the decline in fleet, the number of general aviation hours flown is projected to increase by 0.7% annually
during the same period, as newer aircraft fly more hours each year. Fixed wing piston hours are expected to decrease
at the same rate of the fleet decline; however, growth in turbine, rotorcraft, and experimental hours more than offset
a decline in fixed wing piston hours.
Turbine aircraft (including rotorcraft) are forecast to increase 2.2% yearly between 2019 and 2040. Jet aircraft are
expected to account for most of the increase, with hours flown increasing at an average annual rate of 2.7% over the
forecast period. The large increases in jet hours result mainly from the increasing size of the business jet fleet. GA
hours flown are depicted in Figure 4.21.
Figure 4.1 GA Aircraft Fleet Mix
Source: FAA Aerospace Forecast 2020--40
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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
what is projected by the FAA in terms of growth for the different active aircraft fleet types on the national level.
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.
Figure 4.2 GA Hours Flown
Source: FAA Aerospace Forecast 2020--40
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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.
The methodologies focus on different indicators influencing GA operation growth patterns in the future.
Operations Per Based Aircraft (OPBA) Methodology (Option 1): which determines a ratio between the number
of operations and the number of based aircraft, generally reflecting a relationship between the number of
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).
• ARC Category Growth Rate Method (Option 2): which uses the airport’s ARC identified from the Airport
Inventory and Survey Data Form and designates a specific growth rate to them. For McCall Municipal Airport, a
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
The FAA’s Traffic Flow Management System Counts (TFMSC) provides information on aircraft traffic counts by
airport or by city pair for various data groupings, such as aircraft type or by hour of the day. It includes data for
flights that fly under Instrument Flight Rules (IFR) and are captured by the FAA’s enroute computers. Most VFR and
some non-enroute IFR traffic are excluded. TFMSC source data is created when pilots file flight plans and/or when
flights are detected by the National Airspace System (NAS), usually via radar. Filing a flight plan is not required for
non-air carrier flights, so flight plans associated with smaller airports such as McCall are limited. Flight plans are
commonly filed for poor weather conditions and by corporate and charter flight operators. As such, more demanding
aircraft using McCall Municipal Airport will likely be captured by TFMSC data. Smaller general aviation traffic will
likely not be captured by TFMSC data since they are not likely to file a flight plan or will self-file with a trusted friend
or family member with their intended route and schedule. Nonetheless, TFMSC data will be an important factor in
determining the critical aircraft and fleet mix operating at McCall Municipal Airport.
According to the TFMSC data for calendar year 2019, 829 flight plans were filed to MYL and 794 were filed from
MYL for a total of 1,623 operations. Figure 4.3 illustrates the total flight plans filed for MYL by month for 2019.
August had the most flight plans filed, followed by July, September, and June. February and November had the
fewest flight plans filed.
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Another piece of data provided from TFMSC data is the total and average departure and arrival seats of the aircraft
with flight plans. In 2019, the total arrival seats for MYL was 5,985, with an average of 7 seats. Figures 4.4 and
4.5 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 Figure 4.3. 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 4.3 MYL Operations 2019 by Flight Plans Filed
Source: FAA TFMSC
0
50
100
150
200
250
300
350
Op
e
r
a
t
i
o
n
s
Figure 4.4 Total Arrival Seats for MYL in 2019
Source: FAA TFMSC
0
200
400
600
800
1000
1200
1400
Se
a
t
s
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TFMSC FLEET MIX BY AIRPORT REFERENCE CODE (ARC) AND AIRCRAFT TYPE
TFMSC flight plan data from 2019 provided a breakdown of the fleet mix by aircraft type, Aircraft Approach
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
demanding aircraft using MYL are on flight plans.
As mentioned in the previous section, in 2019 there were a total of 1,623 operations by filed flight plans. Table 4.2
and Figure 4.6 show the fleet mix breakdown by total numbers and percentage for Aircraft Approach Category.
Figure 4.5 Average Arrival Seats for MYL in 2019
Source: FAA TFMSC
0
1
2
3
4
5
6
7
8
9
Av
e
r
a
g
e
A
r
r
i
v
a
l
S
e
a
t
s
Table 4.2 TFMSC Fleet Mix by Aircraft Approach
Category (2019)
AAC-A 584 (36%)
AAC-B 832 (51%)
AAC-C 161 (10%)
AAC-D 36 (2%)
Helicopter 10 (1%)
Total 1,623
Source: FAA TFMSC
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With respect to Airplane Design Group during 2019, Table 4.3 and Figure 4.7 show the fleet mix breakdown by total
numbers and percentage for Airplane Design Group.
Figure 4.6 TFMSC Fleet Mix by Aircraft Approach Category (2019)
Source: FAA TFMSC
Table 4.3 TFMSC Fleet Mix by Airplane Design
Group (2019)
ADG-I 658 (40%)
ADG-II 946 (58%)
ADG-III 9 (1%)
ADG-IV 0 (0%)
Helicopter 10 (1%)
Total 1,623
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By observing the 2019 TFMSC data for MYL by ARC, it is clear AAC-B and ADG-II are the dominant aircraft using
the airport based on filed flight plans. Next, we will look at the aircraft type using MYL that are AAC-B and ADG-II.
Figure 4.7 TFMSC Fleet Mix by Airplane Design Group (2019)
Source: FAA TFMSC
Table 4.4 Top AAC-B Aircraft with Filed Flight Plans at MYL in 2019
Aircraft Type AAC ADG Departures Arrivals Total Ops
King Air 200 B II 134 140 274
Citation 560 B II 39 43 82
Citation CJ1 B I 29 26 55
Citation CJ3 B II 19 18 37
Citation 550 B II 17 18 35
King Air 350 B II 16 18 34
King Air 90 B I 14 16 30
Citation Mustang B I 1I5 15 30
Citation Excel B II 14 14 28
Phenom 300 B II 15 13 28
Source: FAA TFMSC
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Table 4.5 Top ADG-II Aircraft with Filed Flight Plans at MYL in 2019
Aircraft Type AAC ADG Departures Arrivals Total Ops
King Air 200 B II 134 140 274
PC-12 A II 90 98 188
Citation 560 B II 39 43 82
Challenger 300 C II 21 21 42
Citation CJ3 B II 19 18 37
Citation 550 B II 17 18 37
King Air 350 B II 16 18 34
Gulfstream IV D II 17 16 33
Citation Excel B II 14 14 28
Phenom 300 B II 15 13 28
Source: FAA TFMSC
Table 4.6 Top ARC B-II Aircraft with Filed Flight Plans at MYL in 2019
Aircraft Type AAC ADG Departures Arrivals Total Ops
King Air 200 B II 134 140 274
Citation 560 B II 39 43 82
Citation CJ3 B II 19 18 37
Citation 550 B II 17 18 35
King Air 350 B II 16 18 34
Citation Excel B II 14 14 28
Phenom 300 B II 15 13 28
King Air 300 B II 6 7 13
Hawker 4000 B II 5 5 10
Dornier 328 B II 5 5 10
Source: FAA TFMSC
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4. Aviation Forecast
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TERMINAL AREA FORECAST
The Terminal Area Forecast (TAF) is the official FAA forecast of aviation activity for U.S. airports. It contains active
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.
Table 4.7 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
breakdown of itinerant and local operations is shown in the table and figures below.
Table 4.7 TAF Historic and Projected Operations and Based Aircraft for MYL
Year Itinerant
Air Taxi
Itinerant
GA
Itinerant
Military
Total
Itinerant
Local
Civil
Local
Military
Total
Local
Total
Operations
Based
Aircraft
2010 7,000 25,000 100 32,100 11,500 0 11,500 43,600 94
2011 7,000 25,000 100 32,100 11,500 0 11,500 43,600 94
2012 7,000 25,000 100 32,100 11,500 0 11,500 43,600 88
2013 7,000 25,000 100 32,100 11,500 0 11,500 43,600 85
2014 7,000 25,000 100 32,100 11,500 0 11,500 43,600 98
2015 7,000 25,000 100 32,100 11,500 0 11,500 43,600 100
2016 7,000 25,000 100 32,100 11,500 0 11,500 43,600 97
2017 7,000 25,000 100 32,100 11,500 0 11,500 43,600 89
2018 7,000 25,000 100 32,100 11,500 0 11,500 43,600 89
2019*7,180 25,643 100 32,923 11,795 0 11,795 44,718 92
2020*7,360 26,286 100 33,746 12,090 0 12,090 45,836 96
2021*7,540 26,929 100 34,569 12,385 0 12,385 46,954 99
2022*7,720 27,572 100 35,392 12,680 0 12,680 48,072 103
2023*7,900 28,215 100 36,215 12,975 0 12,975 49,190 106
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2024*8,080 28,858 100 37,038 13,270 0 13,270 50,308 109
2025*8,258 29,501 100 37,859 13,567 0 13,567 51,426 113
2026*8,441 30,160 100 38,701 13,872 0 13,872 52,573 116
2027*8,629 30,832 100 39,561 14,182 0 14,182 53,743 120
2028*8,820 31,519 100 40,439 14,500 0 14,500 54,939 124
2029*9,016 32,220 100 41,336 14,824 0 14,824 56,160 129
2030*9,215 32,937 100 42,252 15,157 0 15,157 57,409 133
2031*9,419 33,671 100 43,190 15,497 0 15,497 58,687 137
2032*9,626 34,421 100 44,147 15,844 0 15,844 59,991 141
2033*9,839 35,188 100 45,127 16,200 0 16,200 61,327 145
2034*10,057 35,971 100 46,128 16,563 0 16,563 62,691 150
2035*10,280 36,772 100 47,152 16,934 0 16,934 64,086 155
2036*10,507 37,592 100 48,199 17,313 0 17,313 65,512 160
2037*10,740 38,429 100 49,269 17,702 0 17,702 66,971 165
2038*10,977 39,283 100 50,360 18,098 0 18,098 68,458 170
2039*11,220 40,159 100 51,479 18,503 0 18,503 69,982 175
2040*11,467 41,053 100 52,620 18,919 0 18,919 71,539 180
2010-2019
CAGR
0.28%0.28%0%0.28%0.28%0%0.28%0.28%-0.24%
2020-2040
CAGR
2.24%2.25%0%2.25%2.26%0%2.26%2.25%3.19%
Source: FAA TAF for MYL
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Figures 4.8 through 4.11 below show a graphical representation of Table 4.7 above.
Figure 4.8 MYL Historic Operations 2010-2019 (TAF)
Source: FAA TAF for MYL
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Figure 4.9 MYL Projected Operations 2020-2040 (TAF)
Source: FAA TAF for MYL
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Figure 4.10 MYL Historic Based Aircraft 2010-2019
Source: FAA TAF for MYL
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Figure 4.11 MYL Projected Based Aircraft 2020-2040 (TAF)
Source: FAA TAF for MYL
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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.
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Table 4.8 Historic TAF Comparisons (Regional and National)
CAGR 2010-2019 Itinerant Air Taxi Itinerant GA Local Civil Based Aircraft
McCall 0.3%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%
High 0.3%0.3%0.3%1.7%
Low -3.3%-1.1%-0.6%-0.2%
Source: FAA TAF
Table 4.9 Historic TAF Comparisons (Peer Airports)
CAGR 2010-2019 Itinerant Air Taxi Itinerant GA Local Civil Based Aircraft
McCall 0.3%0.3%0.3%-0.2%
Challis 0.0%0.0%0.1%-7.8%
Coeur d’Alene 0.0%0.2%0.5%2.5%
Driggs 0.0%0.2%1.2%-0.8%
Salmon 0.0%0.0%0.0%-4.7%
Sandpoint 0.3%0.3%0.1%-3.1%
Average 0.1%0.2%0.4%-2.3%
Median 0.0%0.2%0.2%-1.9%
High 0.3%0.3%1.2%2.5%
Low 0.0%0.0%0.0%-7.8%
Source: FAA TAF
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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.
Tables 4.10 and 4.11 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 2010-2019 Itinerant Air Taxi Itinerant GA Local Civil Based Aircraft
McCall 2.2%2.3%2.3%3.2%
Idaho 0.3%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%
Median 0.0%1.2%1.3%1.3%
High 2.2%2.3%2.3%3.2%
Low -0.5%0.4%0.4%0.8%
Source: FAA TAF
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4. Aviation Forecast
McCall Municipal Airport (MYL) Master Plan
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. Table 4.12 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 4.11 Projected TAF Comparisons (Peer Airports)
CAGR 2010-2019 Itinerant Air Taxi Itinerant GA Local Civil Based Aircraft
McCall 2.2%2.3%2.3%3.2%
Challis 0.0%0.0%1.2%0.0%
Coeur d’Alene 0.0%1.6%4.6%2.1%
Driggs 2.1%1.5%1.5%2.8%
Salmon 0.0%2.3%1.2%2.1%
Sandpoint 2.8%3.1%1.1%2.2%
Average 0.8%1.8%2.0%2.1%
Median 0.0%1.9%1.4%2.1%
High 2.8%3.1%4.6%3.2%
Low 0.0%0.0%1.1%0.0%
Source: FAA TAF
Table 4.12 2010-2019 TAF Historic Growth Rate Comparison and Population
McCall
Population
Valley
County
Population
Itinerant
Air Taxi
Itinerant
GA
Local Civil Total Ops Based
Aircraft
2010-2019 2.20%1.70%0.28%0.28%0.28%0.28%-0.24%
Sources: U.S. Census and FAA TAF for MYL
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4. Aviation Forecast
McCall Municipal Airport (MYL) Master Plan
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 Table 4.13 below. All economic performance measures showed an increase, while aircraft operations remained
flat, and based aircraft decreased. As such, it appears positive economic growth did not translate into increased
operational activity at the airport. Socioeconomic growth rates will not be carried forward for use as a forecast
methodology for MYL.
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
(IMF), the pandemic had a more negative impact on the first half of 2020 than originally anticipated, with a projected
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. Figure 4.12 below shows 180 days of flights tracked by the publicly available
Flightradar24 flight tracker. The number of flights dropped approximately 50% between March 15 and April 15,
2020 due to stay at home orders, then steadily increased going into August 2020. This does not necessarily reflect
the operational impact at McCall Municipal Airport.
Table 4.13 2010-2018 TAF Historic Growth Rate Comparison with Economic Performance
Employment Earnings Gross
Regional
Product
Personal
Income
Operations Based
Aircraft
2010-2018 1.84%2.68%2.71%3.70%0.00%-0.68%
Source: Woods & Poole Economics Inc. and FAA TAF for MYL
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4. Aviation Forecast
McCall Municipal Airport (MYL) Master Plan
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. Table 4.12 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. Table 4.14 shows the growth rates of general aviation hours
flown during the immediate aftermath of the attacks (2001-2003) and during the recovery period (2003-2007), as
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
hours flown increased during the aftermath and increased at a greater rate during the recovery period.
Figure 4.12 Total Flights Tracked by Flightradar24
Source: Flightradar24
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4. Aviation Forecast
McCall Municipal Airport (MYL) Master Plan
The TAF historic operations for McCall Municipal Airport for 2001-2007 show an increase in operations, as shown
in Figure 4.13. 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.
Table 4.14 General Aviation Hours Flown Growth Rates – 9/11
Fixed Wing
Piston Total
Fixed Wing
Turbine
Total
Rotorcraft
Total
Total General
Aviation
Hours
Total Piston
Hours
Total
Turbine
Hours
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%
Source: FY2008-2025 FAA Aerospace Forecast
Figure 4.13 MYL Historic Operations from 2001-2007
Source: FAA TAF for MYL
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The Great Recession occurred in 2007 which resulted in another shock to the aviation system. Table 4.15 shows
the growth rates of general aviation hours flown during the immediate aftermath of the economic downturn (2007-
2010) and during the recovery period (2010-2019), as reported by the FY2015-2035 and FY2020-2040 FAA
Aerospace Forecasts. The result shows fixed wing piston and turbine hours flown decreased during the aftermath,
while rotorcraft hours flown increased. Fixed wing piston and rotorcraft hours flown decreased during the recovery,
while turbine hours flown increased during the recovery period.
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4. Aviation Forecast
McCall Municipal Airport (MYL) Master Plan
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 Figure 4.14. 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.
Table 4.15 General Aviation Hours Flown Growth Rates – The Great Recession
Fixed Wing
Piston Total
Fixed Wing
Turbine
Total
Rotorcraft
Total
Total General
Aviation
Hours
Total Piston
Hours
Total
Turbine
Hours
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%
Sources: FY2015-2035 and FY2020-2040 FAA Aerospace Forecasts
Figure 4.14 MYL Historic Operations from 2007-2019
Source: FAA TAF for MYL
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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 Table 4.16. Despite the pandemic and stay at home orders, flight plans at MYL are higher
in 2020. Flight plans for smaller aircraft decreased slightly, while flight plans for larger and faster planes increased,
although there is still a preponderance of AAC-A and B, and ADG-I and II aircraft using the airport in 2020.
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4. Aviation Forecast
McCall Municipal Airport (MYL) Master Plan
Table 4.16 TFMSC Comparison for January-June 2019 and 2020
2019 2020 % Difference
AAC-A 234 229 -2%
AAC-B 309 332 7%
AAC-C 31 53 71%
AAC-D 4 6 50%
ADG-I 244 238 -2%
ADG-II 334 380 14%
ADG-III 0 2 N/A
A-I 161 149 -7%
A-II 73 80 10%
A Total 234 229 -2%
B-I 80 73 -9%
B-II 229 259 13%
B Total 309 332 7%
C-I 3 16 433%
C-II 28 35 25%
C-III 0 2 N/A
C Total 31 53 71%
D-II 4 6 50%
Total Operations 578 620 7%
Source: FAA TFMSC
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4. Aviation Forecast
McCall Municipal Airport (MYL) Master Plan
FBO FUEL VOLUME
McCall Aviation provided fuel volume sold for January – June of 2019 and 2020, as shown in Table 4.17. 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
2019 2020 % Difference
100LL (gallons)25,203 17,572 -30%
Jet A (gallons)51,385 49,789 -3%
Total (gallons)76,588 67,361 -12%
Source: McCall Aviation
MOTION ACTIVATED CAMERA PHOTO DATA
Seven motion activated cameras were deployed along key runway intersections to capture actual aircraft activity
at McCall Municipal Airport. Figure 4.15 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 Table 4.18. 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
Source: T-O Engineers
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4. Aviation Forecast
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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-A 2,262 89.4%
AAC-B 194 7.7%
AAC-C 36 1.4%
AAC-D 21 0.8%
Helicopter 16 0.6%
ADG-I 2,239 88.5%
ADG-II 265 10.5%
ADG-III 9 0.4%
A-I (SE Piston)2,136 84.5%
A-II (SE Turbine)126 5.0%
B-I (ME Piston/Jet)87 3.4%
B-II (ME Turbine/Jet)104 4.1%
B-III (Jet)3 0.1%
C-I (Jet)15 0.6%
C-II (Jet)21 0.8%
D-II (Jet)15 0.6%
D-III (Jet)6 0.2%
Helicopter 16 0.6%
Source: T-O Engineers
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4. Aviation Forecast
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The figures below show an example of the aircraft types captured by the motion activated cameras at McCall
Municipal Airport by ARC.
Figure 4.16 Cessna 172, A-I
Source: T-O Engineers
Source: T-O Engineers
Figure 4.17 Pilatus PC-12, A-II
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4. Aviation Forecast
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Figure 4.18 Cessna Citation Mustang, B-I
Source: T-O Engineers
Source: T-O Engineers
Figure 4.19 Beech King Air 200, B-II
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4. Aviation Forecast
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Source: T-O Engineers
Figure 4.21 Bombardier Lear 45, C-I
Figure 4.20 Bombardier Global 5000, B-III
Source: T-O Engineers
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Source: T-O Engineers
Figure 4.22 Bombardier Challenger 300, C-II
Source: T-O Engineers
Figure 4.23 Gulfstream 450, D-II
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4. Aviation Forecast
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Source: T-O Engineers
Figure 4.24 Gulfstream 500, D-III
Figures 4.25 – 4.27 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
Source: T-O Engineers
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Figure 4.26 General Aviation Operations by Day of Week
Source: T-O Engineers
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Figure 4.27 General Aviation Operations by Time of Day
Source: T-O Engineers
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FIREFIGHTING AIRCRAFT OPERATIONS
During the sample period from May 21, 2020 – August 3, 2020, the total number of operations by firefighting
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).
Source: T-O Engineers
Figure 4.28 Cessna 206, A-I
Source: T-O Engineers
Figure 4.29 De Havilland Twin Otter, A-II
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4. Aviation Forecast
McCall Municipal Airport (MYL) Master Plan
Source: T-O Engineers
Figure 4.30 Shorts Sherpa, B-II
Source: T-O Engineers
Figure 4.31 Air Tractor 802, B-II
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4. Aviation Forecast
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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
annual operations figure for 2019. Then, current data from fuel sales and camera photos will be used to adjust the
2019 figure to establish the 2020 baseline for operations and fleet mix. Based aircraft for 2020 will be derived from
camera photos, existing hangar tenants, FAA registrations, flight track data, and publicly available information from
company websites.
PREVIOUS BASELINE OPERATION COMPARISONS
Table 4.19 below shows baseline operation figures used previously.
Table 4.19 Previous Baseline Operation Comparison
Baseline Year Source Reported Operations
2017 2020 IASP Update 32,000
2018 Taxiway Relocation Pre-
Design Study
20,871
2019 TAF 44,718
2019 5010 Airport Master Record 43,600
Average 35,297
Median 37,800
High 44,718
Low 20,871
Discussion with the Airport Sponsor determined the median value of 37,800 from the previous baseline operations
figures would be the most appropriate figure to use for calendar year 2019, given the economic conditions that
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 Table 4.20 below.
Table 4.20 2019 Operational Activity
Itinerant Local
Air Taxi GA Military Total
Itinerant
Total GA
Local
Total
Operations
2019 7,804 20,068 100 27,972 9,828 37,800
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4. Aviation Forecast
McCall Municipal Airport (MYL) Master Plan
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
fly to McCall and into the backcountry. The short- and long-term effects on aviation and the economy are uncertain,
and the operational and economic downturn during the first half of 2020 cannot be ignored. As such, it is reasonable
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
a demand to fly out of the airport. Table 4.21 below shows the 2020 baseline for operations at McCall Municipal
Airport.
BASED AIRCRAFT
Data collected from cameras, hangar agreements with the City, flight trackers, and the FAA registration database
revealed there are a total of 100 aircraft based at McCall Municipal Airport. A breakdown of the based fleet at the
airport is shown in Table 4.22 below.
Table 4.21 2020 Operational Baseline for McCall Municipal Airport
Itinerant Local
Air Taxi GA Military Total
Itinerant
Total GA
Local
Total
Operations
2020 6,633 17,058 85 23,776 8,354 32,130
Table 4.22 2020 Based Aircraft Baseline for McCall Municipal Airport
SE Piston ME Piston SE
Turboprop
ME
Turboprop
Jet Helicopter Glider Total
87 2 3 5 1 1 1 100
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4. Aviation Forecast
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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.
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 4.23 2007 Airport Master Plan
Planning Period Itinerant Local Based Aircraft
Air Taxi GA Civil Total Based
2006-2025 2.97%2.97%2.97%3.65%
2020 IASP
The preferred operations forecast methodology was based on Airport Reference Code (ARC), while the preferred
based aircraft methodology was based on aircraft type and FAA fleet forecast. The result was an operations growth
rate of 0.8% and a based aircraft growth rate of 1.0% from 2017 – 2037.
Table 4.24 2008 IASP
Planning Period Itinerant Local Based Aircraft
Air Taxi GA Civil Total Based
2007-2027 1.15%1.15%1.15%1.15%
Table 4.25 2020 IASP
Planning Period Itinerant Local Based Aircraft
Air Taxi GA Civil Total Based
2017-2037 0.80%0.80%0.80%1.00%
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4. Aviation Forecast
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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.
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 4.26 2019 Taxiway Relocation Pre-Design Study
Planning Period Itinerant Local Based Aircraft
Air Taxi GA Civil Total Based
2018-2038 1.10%1.10%1.10%1.10%
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
avgas and 3% in jet fuel, when compared to the same period in 2019, while flight plans filed increased slightly. During
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 4.27 Terminal Area Forecast
Planning Period Itinerant Local Based Aircraft
Air Taxi GA Civil Total Based
2010-2019 0.28%0.28%0.28%-0.24%
2020-2040 2.24%2.25%2.26%3.19%
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4. Aviation Forecast
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continue and will remain flat for the purpose of this forecast. Military operation growth rates will also be reported
as flat. Itinerant traffic is still expected to account for 74% of the total traffic at MYL, while 26% will be local. Of the
itinerant traffic, 28% will continue to be from air taxi, while 72% will be general aviation.
Table 4.28 Recommended Operations Forecast for McCall Municipal Airport
Year Itinerant
Air Taxi
Itinerant
GA
Itinerant
Military
Total
Itinerant
Local
Civil
Local
Military
Total
Local
Total
Operations
AAGR
2020 6,633 17,058 85 23,776 8,354 0 8,354 32,130 Baseline
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 20,102 85 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%
CAGR 0.98%0.98%0.00%0.98%0.98%0.00%0.98%0.98%
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4. Aviation Forecast
McCall Municipal Airport (MYL) Master Plan
Figure 4.32 Recommended Operations Forecast for McCall Municipal Airport
0
5000
10000
15000
20000
25000
30000
35000
40000
45000
Op
e
r
a
t
i
o
n
s
AC AT GA MIL Total Itinerant LOCAL TOTAL OPS
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4. Aviation Forecast
McCall Municipal Airport (MYL) Master Plan
Table 4.29 2020 Recommended Operations
Forecast Comparison to the TAF
Year TAF Forecast % Difference
2020 45,836 32,130 -29.9%
2021 46,954 34,533 -26.5%
2022 48,072 37,117 -22.8%
2023 49,190 37,221 -24.3%
2024 50,308 37,325 -25.8%
2025 51,426 37,429 -27.2%
2026 52,573 37,534 -28.6%
2027 53,743 37,638 -30.0%
2028 54,939 37,744 -31.3%
2029 56,160 37,849 -32.6%
2030 57,409 37,955 -33.9%
2031 58,687 38,061 -35.1%
2032 59,991 38,167 -36.4%
2033 61,327 38,274 -37.6%
2034 62,691 38,381 -38.8%
2035 64,086 38,488 -39.9%
2036 65,512 38,595 -41.1%
2037 66,971 38,703 -42.2%
2038 68,458 38,811 -43.3%
2039 69,982 38,920 -44.4%
2040 71,539 39,029 -45.4%
CAGR 2.25%0.98%
Figure 4.33 Operations Forecast versus the TAF
0
10,000
20,000
30,000
40,000
50,000
60,000
70,000
80,000
20
2
0
20
2
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0
Op
e
r
a
t
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n
s
TAF Forecast
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4. Aviation Forecast
McCall Municipal Airport (MYL) Master Plan
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
Forecast predicts a decrease in the active fixed wing general aviation piston fleet by a rate of 1.0% and an increase in
the fixed-fix turbine fleet by a rate of 1.8%. Absent other consistent data related to based aircraft at MYL, along with
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
Year SE Piston ME
Piston
SE
Turboprop
ME
Turboprop
Jet Rotor Glider Total Based AAGR
2020 87 2 3 5 1 1 1 100 Baseline
2021 86 2 3 5 1 1 1 99 -0.74%
2022 85 2 3 5 1 1 1 99 -0.74%
2023 84 2 3 5 1 1 1 98 -0.73%
2024 84 2 3 5 1 1 1 97 -0.73%
2025 83 2 3 5 1 1 1 96 -0.72%
2026 82 2 3 5 1 1 1 96 -0.72%
2027 81 2 3 5 1 1 1 95 -0.71%
2028 80 2 3 6 1 1 1 94 -0.71%
2029 79 2 3 6 1 1 1 94 -0.70%
2030 79 2 3 6 1 1 1 93 -0.70%
2031 78 2 3 6 1 1 1 92 -0.69%
2032 77 2 3 6 1 1 1 92 -0.68%
2033 76 2 4 6 1 1 1 91 -0.68%
2034 76 2 4 6 1 1 1 91 -0.67%
2035 75 2 4 6 1 1 1 90 -0.66%
2036 74 2 4 6 1 1 1 89 -0.66%
2037 73 2 4 6 1 1 1 89 -0.65%
2038 73 2 4 6 1 1 1 88 -0.64%
2039 72 2 4 6 2 1 1 88 -0.64%
2040 71 2 4 6 2 1 1 87 -0.63%
CAGR -1.0%-0.50%1.20%1.20%2.20%1.60%0.10%-0.69%
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4. Aviation Forecast
McCall Municipal Airport (MYL) Master Plan
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
this Airport Master Plan confirms the continued and future use of an ARC B-II Large aircraft, but not the Dassault
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
domestic operations between August 2019 and July 2020 was the Cessna Citation 560XL2, 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 4.34 Recommended Based Aircraft Forecast for McCall Municipal Airport
0
20
40
60
80
100
120
Ba
s
e
d
A
i
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c
r
a
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t
T
o
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a
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SE Piston ME Piston SE Turboprop ME Turboprop
Jet Helicopter Glider Based
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4. Aviation Forecast
McCall Municipal Airport (MYL) Master Plan
CESSNA CITATION XLS+ CHARACTERISTICS
The specifications shown in Table 4.31 were taken directly from Cessna’s website, as well as FAA AC 150/5300-13A,
Appendix 1 for the Citation XLS+3 .
Source: T-O Engineers
Figure 4.35 Cessna Citation Excel
Table 4.31 Design Aircraft Specification
Cessna Citation XLS+ Specifications
Length 52 feet 6 inches
Height 17 feet 2 inches
Wingspan 56 feet 4 inches
Maximum Takeoff Weight 20,200 pounds
Useful Load 7,540 pounds
Maximum Range 2,100 nm
Maximum Passengers 12
Approach Speed 117 knots
Wheelbase 21 feet 11 inches
Cockpit to Main Gear 21 feet 11 inches
Main Gear Configuration Single
Taxiway Design Group 2
Source: Cessna and FAA
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4. Aviation Forecast
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4.9 SUMMARY
A summary of the recommended aviation forecast for McCall Municipal Airport is shown in Table 4.32:
The future critical aircraft is the Cessna Citation XLS+, an ARC B-II Large Aircraft.
Source: Cessna
Figure 4.36 Cessna Citation XLS+
Table 4.32 Recommended Aviation Forecast for McCall Municipal Airport
2020 2025 2030 2035 2040
Operations 32,130 37,429 37,955 38,488 39,029
Based
Aircraft
100 96 93 90 87
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4. Aviation Forecast
McCall Municipal Airport (MYL) Master Plan
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
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McCall Municipal Airport (MYL) Master Plan
PAGE LEFT BLANK INTENTIONALLY
Page 105
5. Facility Requirements
McCall Municipal Airport (MYL) Master Plan
SECTION OVERVIEW
The Facility Requirements chapter describes the facilities
required to safely accommodate the aircraft traffic forecasted
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
the users and requirements of existing and forecasted critical aircraft to identify any deficiencies that require
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
The FAA has several coding systems including Aircraft
Approach Category (AAC) and Airplane Design Group
(ADG). The AAC is designated by a letter (A through E) and
represents different levels of approach speed. The ADG
is designated by a Roman numeral (I through VI), which
represents aircraft wingspan and tail height. Each airport has
a critical aircraft, typically defined as the most demanding
aircraft (or combination of aircraft) that performs at least
500 operations annually. The combination of that aircraft’s
AAC and ADG (for example, A-I or B-II) signifies the Airport
Reference Code (ARC).
Table 5.1 Airport Reference Code (ARC)
Aircraft Approach Category
Category Speed
A less than 91 knots
B 91 knots or more, less than 121 knots
C 121 knots or more, less than 141 knots
D 141 knots or more, less than 166 knots
E 166 knots or more
Table 5.2 Airport Reference Code (ARC)
Airplane Design Group (ADG)
Group #Tail Height
(Feet)
Wingspan
(Feet)
I <20 <49
II 20 - <30 49 - <79
III 30 - <45 79 - <118
IV 45 - <60 118 - <171
V 60 - <66 171 - <214
VI 66 - <80 214 - <262
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5. Facility Requirements
McCall Municipal Airport (MYL) Master Plan
Each runway also receives a combined AAC and ADG
designation for approach and departure operations,
called the Runway Design Code (RDC). Each RDC also
contains a third component based on visibility minimums
(for example, B-II-4000). These categorizations are
applied to individual runways, such that multiple runways
at a single airport may have different RDCs. The ARC
and RDC provide insights into the performance, design
characteristics, and physical facility requirements of
aircraft using components of an airport.
The design standard used for taxiway design is the Taxiway Design Group (TDG), a classification for airplanes based
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
considered for design of pavement fillets. The chart below outlines the measurements for all Taxiway Design Groups.
Table 5.3 Runway Visibility Range
RVR Value (Feet)Visibility Minimum
1,200 <1/4 mile
1,600 1/4 mile - <1/2 mile
2,400 1/2 mile - <3/4 mile
4,000 3/4 mile - <1 mile
5,000 1 mile
VIS Visual Approach Only
Figure 5.1 Taxiway Design Group Chart
Source: FAA AC 150/5300-13A, Figure 1-1
Page 107
5. Facility Requirements
McCall Municipal Airport (MYL) Master Plan
Figure 5.2 below shows a small selection of common aircraft and their respective ARC.
AIRPLANE DESIGN GROUP (ADG) - WINGSPAN
I<49’II49’ - <79’III79’ - <118’IV118’ - <171’
AI
R
C
R
A
F
T
A
P
P
R
O
A
C
H
C
A
T
E
G
O
R
Y
(
A
A
C
)
-
AP
P
R
O
A
C
H
S
P
E
E
D
A
<9
1
k
t
s
B
91
-
<
1
2
1
k
t
s
C
12
1
-
<
1
4
1
k
t
s
D
14
1
-
<
1
6
6
k
t
s
Cessna 172, Bonanza, CubA-I
Pilatus PC-12, Cessna 208, Twin OtterA-I
I
Canadair CL-415 Super ScooperA-I
I
I
Citation Mustang, Baron
58B-I
King Air 200, Air Tractor
802-A, Citation XLS+B-II Global 5000 B-II
I
Gulfstream IVD-I
I Gulfstream 550D-I
I
I Douglas DC-10D-I
V
Learjet 45C-I Challenger 350, Citation XC-II Gulfstream VC-I
I
I C-130C-I
V
Source: T-O Engineers
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 deficient.
Figure 5.2 Example of Aircraft ARC
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5. Facility Requirements
McCall Municipal Airport (MYL) Master Plan
DESIGN AIRCRAFT SPECIFICATION
The Forecast of Aviation Demand chapter established
the current and future critical aircraft as the Cessna
Citation XLS+, a B-II Large Aircraft. Table 5.4 displays
the specifications and applicable design standards for the
design aircraft.
AIRPORT REFERENCE CODE (ARC)
The wingspan and approach speed of the current and
future critical aircraft result in McCall Municipal Airport
being designated as ARC B-II. The ARC is not forecasted to
change throughout the planning period.
TAXIWAY DESIGN GROUP (TDG)
TDG relates to the undercarriage dimensions of the
aircraft and it is a classification of airplanes base on outer
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
classification for the critical aircraft.
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,
141,000 pounds for double wheel, and 261,500 pounds for double tandem wheel configuration. The Cessna Citation
XLS+ has a maximum takeoff weight of 20,200 pounds with a single wheel configuration.
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
and capacity analysis is to assess the ability of the airport’s existing facilities to efficiently accommodate its day-to-
day and long-term demand without undue delays or compromises to safety. The analysis also assists in determining
when improvements are needed to meet specific operational demands.
At low activity airports, airfield capacity often far exceeds the anticipated level of demand. The most widely
Table 5.4 Design Aircraft Specification
Cessna Citation XLS+
Specification
Wing span 56 ft. 4 in.
Tail height 17 ft. 2 in.
Approach speed (flaps down)117 knots
Cockpit to Main Gear (CMG)21 ft. 11 in.
Main Gear Width (MGW)14 ft. 11 in.
Maximum Takeoff Weight 20,200 pounds
Applicable FAA Design Standards
Aircraft Approach Category (AAC) B
Airplane Design Group (ADG)II
Taxiway Design Group (TDG)2
Weight classification Large
Source: FAA Aircraft Characteristic Database, 2018
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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
ASV charts for airports by using common runway configurations with certain operational assumptions, along with an
aircraft fleet mix calculation. The calculations derived from this method may be used if the conditions at the airport
do not significantly differ with the assumptions listed in AC 150/5060-5. Capacity assumptions are listed below:
• Runway Use Configuration: Any runway layout can be approximated by one of the 19 depicted runway-use
configurations shown in the Advisory Circular (MYL uses configuration 1, which is a single runway).
• 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.
• Airspace Limitations: There are no airspace limitations which would adversely impact flight operations or
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
(ILS) and has the necessary air traffic control facilities and services to carry out operations in a radar
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.
• Roughly 80 percent of the time the airport operates with the runway-use configuration which produces the
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.
For calculating capacity at MYL, fleet mix percentages from the motion activated camera data obtained
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%
((141/2,683)*100). Using runway configuration 1 (single runway) from Figure 2-1 of AC 150/5060-5, and the mix
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.
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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.
-
50,000
100,000
150,000
200,000
250,000
2020 2040
An
n
u
a
l
O
p
e
r
a
t
i
o
n
s
ASV 80% ASV 60% ASV MYL Operations
Figure 5.3 MYL Operations versus ASV
Source: T-O Engineers
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,
other surface dimensions such as safety areas and various separations from fixed or movable objects, and other
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.
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Table 5.5 Runway Design Standards
Design Criteria Actual Existing
Runway 16/34 ARC B-II Standard Compliance
Runway length 6,108 feet Discussed under Runway Length Not a Design Standard
Runway width 75 feet 75 feet Compliant with B-II Standards
Runway Safety Area (RSA) length beyond runway end 300 feet 300 feet Compliant with B-II Standards
Runway Safety Area (RSA) width 150 feet 150 feet Compliant with B-II Standards
Runway Object Free Area (ROFA) length beyond
runway end 300 feet 300 feet Compliant with B-II Standards
Runway Object Free Area (ROFA) width 500 feet 500 feet Compliant with B-II Standards
Runway Obstacle Free Zone (ROFZ) length beyond
runway end 200 feet 200 feet Compliant with B-II Standards
Runway Obstacle Free Zone (ROFZ) width 400 feet 400 feet Compliant with B-II Standards
Runway 16 Approach & Departure Runway Protection
Zone (RPZ) length (Not lower than 1-mile visibility)1,000 feet 1,000 feet Compliant with B-II Standards
Runway 16 Approach & Departure RPZ Inner width
(Not lower than 1-mile visibility)500 feet 500 feet Compliant with B-II Standards
Runway 16 Approach & Departure RPZ Outer width
(Not lower than 1-mile visibility)700 feet 700 feet Compliant with B-II Standards
Runway 34 Approach RPZ Length (Not lower than 3/4-
mile visibility)1,700 feet 1,700 feet Compliant with B-II Standards
Runway 34 Approach RPZ Inner Width (Not lower
than 3/4-mile visibility)1,000 feet 1,000 feet Compliant with B-II Standards
Runway 34 Approach RPZ Outer Width (Not lower
than 3/4-mile visibility)1,510 feet 1,510 feet Compliant with B-II Standards
Runway 34 Departure RPZ Length (Not lower than
3/4-mile visibility)1,000 feet 1,000 feet Compliant with B-II Standards
Runway 34 Departure RPZ Inner Width (Not lower
than 3/4-mile visibility)500 feet 500 feet Compliant with B-II Standards
Runway 34 Departure RPZ Outer Width (Not lower
than 3/4-mile visibility)700 feet 700 feet Compliant with B-II Standards
Source: FAA AC 150/5300-13A
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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
Runway 16 34
Latitude 44° 53’ 49.58149”44° 52’ 49.37477”
Longitude 116° 06’ 07.33730”116° 06’ 05.27789”
Elevation 5,024.31 5,006.691
Geodetic Heading 178° 36’ 26.2133”358° 36’ 27.6663”
Magnetic Heading 165° 13’ 26.2133”345° 03’ 27.6663”
Magnetic Declination 13° 23’ E
Updated Runway Designation 17 35
Source: T-O Engineers
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
flap settings, runway surface condition (dry or wet), effective runway gradient, presence of obstructions in the
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
meteorological conditions and demands of a particular flight to determine the safety of the available runway length
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.
The Cessna Citation XLS+ Flight Planning Guide was published to provide specific information for evaluating the
performance of the Cessna Citation XLS+ (Model 560XL). Although the information contained in the guide was
developed from data contained in the flight and operating manuals, the guide is not to be used in place of the flight
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and operating manuals. Nonetheless, the guide provides takeoff runway length requirements that can be useful for
planning purposes. The takeoff field length for the Citation XLS+ is 5,970 feet (15° of flaps, dry runway, zero wind,
anti-ice off, cabin bleed air on, over a 35-foot screen, 5,000-foot field elevation, 86 °F, and a maximum takeoff weight
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
pounds or less) and large aircraft (between 12,500 pounds and 60,000 pounds). The weight classifications are
further broken down into subdivisions indicating the percent of the fleet that could be accommodated by the
recommended minimum runway length. For example, the recommended minimum runway length for 100% of the
small aircraft fleet is 6,110 feet. The runway at MYL essentially meets this requirement, as it is only 2 feet short of
the recommendation.
For large aircraft, the weight classification is subdivided into a percentage of useful load. The FAA defines useful load
as the weight of the pilot, copilot, passengers, baggage, usable fuel, and drainable oil. The Citation XLS+ falls into
the large aircraft classification with a maximum gross weight greater than 12,500 pounds. According to Table 3-1
of AC 150/5325-4B, the Cessna Citation 560XL (Excel) is listed among the aircraft comprising 75% of the fleet. The
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
for 75% of the large aircraft fleet, or accommodate the remaining 25% of the large aircraft fleet, which includes the
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.
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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)
75% of fleet 4,450 feet
95% fleet 5,930 feet
100% fleet 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
75% of fleet at 60% useful load 6,510 feet
75% of fleet at 90% useful load 8,730 feet
100% of fleet at 60% useful load 8,980 feet
100% of fleet at 90% useful load 10,860 feet
More than 60,000 pounds 6,780 feet approximately
Source: FAA Advisory Circular 150/5325-4B and FAA AD4.2 Program
The existing runway at MYL is adequate for small aircraft operating at the airport, as well as the critical aircraft.
However, it is insufficient to meet the minimum requirement for 75% of the large aircraft fleet at 60% useful load.
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
pavement strength. The pavement must possess sufficient stability to
withstand the abrasive action of traffic, adverse weather conditions,
and other deteriorating influences.
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
tandem wheel configuration. The maximum takeoff weight of the
critical aircraft is 20,200 pounds with a single wheel configuration. The
current pavement strength meets the requirements for the planning
period.
Figure 5.4 Single Wheel Configuration
Figure 5.5 Double Wheel Configuration
Source: Cessna
Source: Cessna
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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
91,000 pounds with double wheel configuration. The existing pavement
strength at MYL accommodates this aircraft.
Potentially, the U.S. Forest Service could bring C-130’s equipped for
firefighting to MYL on a regular basis in the future, without any official
commitments. The C-130 is an ARC C-IV aircraft with a single tandem
wheel configuration and a maximum takeoff weight of 155,000 pounds.
There is no published weight bearing capacity at MYL for a single
tandem wheel configuration, but an analysis done by T-O Engineers
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
defined operational conditions.
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
According to FAA AC 150/5300-13A, for individual runways with a full parallel taxiway, any point five feet above the
runway centerline must be mutually visible with any other point five feet above the runway centerline that is located
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.
Figure 5.6 Double Tandem Wheel Configuration
Source: Boeing
Figure 5.7 Single Tandem Wheel Configuration
Source: Lockheed Martin
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Table 5.8 Runway Separation Standards
Design Criteria
Existing
Runway
16/34
ARC B-II
Standards Compliance
Runway centerline to parallel taxiway/taxilane centerline
(General Aviation)300 feet 240 feet Compliant with B-II Standards
Runway centerline to parallel taxiway/taxilane centerline
(USFS)310 feet 240 feet Compliant with B-II Standards
Runway centerline to general aviation aircraft parking area 387 feet 250 feet Compliant with B-II Standards
Runway centerline to USFS aircraft parking area 310 feet 250 feet Compliant with B-II Standards
Runway centerline to holding position markings (all)200 feet 200 feet Compliant with B-II Standards
Source: FAA Advisory Circular 150/5300-13A
RUNWAY MARKINGS, SIGNS, AND LIGHTS
At the time of this study, the runway markings were observed to be faded and difficult to see. The remarks section
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
justified previously due to the use of the airport by firefighting aircraft. There are five connector taxiways that
provide access to Runway 16/34, designated A-1 through A-5, starting at the Runway 16 end. Taxiway A and the
connectors are appropriately identified with signage. The taxiway does not have any lights, only reflectors at 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,
although it is officially undesignated. It is 1,700 feet long and 50 feet wide and connected to the Runway 16 end by
a connector taxiway, B-1. Another taxiway connector, B-2, is located approximately 1,800 feet from the Runway
16 landing threshold. These taxiways do not meet the current design standard for taxiway fillets and should be
corrected. It is recommended that this taxiway be given the official designation of Taxiway B on the ALP and
appropriately identified by signage. The current standards for taxiways are shown in comparison to dimensions at
MYL in Table 5.9.
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The 2019 ALP identifies four additional taxiways located within the west side hangar area, Taxiways A, B, C, and
E. These should be re-purposed as taxilanes, which are, by definition, designed for low speed and precise taxiing
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
not meet the B-II taxiway centerline to fixed or movable object standards of 65.5 feet. Re-purposing this taxiway as
a taxilane would remedy this deficiency. Additionally, replacement of the diagonal taxiway will assist in enhancing
circulation through the terminal area.
Table 5.9 Taxiway Standards
Design Criteria Existing Taxiways A and B,
plus connectors ADG II Standard Compliance
Taxiway Safety Area (TSA) width 79 feet 79 feet Compliant
Taxiway Width 50 feet 35 feet (TDG 2 Standards) Compliant
Taxiway Object Free Area (TOFA)
Width 131 feet 131 feet Compliant
Separation of Taxiway Centerline to
Fixed or Moveable Object Greater than 65.5 feet 65.5 feet Compliant
Source: FAA Advisory Circular 150/5300-13A
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 5.8 Hangar Area Taxilanes
Source: T-O Engineers
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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.
Figure 5.9 Nonstandard TOFA
Source: T-O Engineers
Table 5.10 Taxilane Standards
Design Criteria ADG I Standards ADG II Standard Compliance
Taxilane Object Free Area Width 79 feet 115 feet Deficient
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.
Source: FAA Advisory Circular 150/5300-13A
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Figure 5.10 Direct Access to Runway from Parking Area
Source: T-O Engineers
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
equipped with Medium Intensity Runway Lights (MIRLs) and Runway End Identifier Lights (REILs). Both are pilot
controlled, so a pilot can activate the system and vary the lighting intensity by keying their microphone while on the
Common Traffic Advisory Frequency (CTAF).
Runway 16 is equipped with a 2-light Precision Approach Path Indicator (PAPI), while Runway 34 is equipped with a
2-light Visual Approach Slope Indicator (VASI). Both systems enhance safety by providing beneficial visual approach
slope guidance to assist pilots in flying stabilized approaches. VASI systems are now considered obsolete. The
2-light PAPI system is normally installed on runways without electronic guidance and at non-commercial airports.
4-light PAPI systems should be installed on runways with jet operations1, 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.
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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, Safe, Efficient Use, and Preservation of the Navigable
Airspace, establishes standards for determining obstructions in navigable airspace. Part 77 describes imaginary
surfaces that surround each airport and are defined relative to the specific airport and each runway. The imaginary
surfaces vary in size and configuration based on the category of each runway. The runway category is determined by
the types of approaches that exist or are proposed for that runway.
The most precise existing or proposed approach for the specific runway end determines the slope and dimensions of
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.
7:1
APPROACH@ 20:1
HORIZONTAL SURFACE150' ABOVE HIGHESTPOINT OF RUNWAY
20:1 CONICAL SURFACE200' ABOVE THEHORIZONTAL SURFACE
PRIMARYBOTTOM APPROACH
TRANSITIONAL
RUNWAY END
TOP APPROACH
7:1
APPROACH@ 34:1
HORIZONTAL SURFACE150' ABOVE HIGHESTPOINT OF RUNWAY
20:1 CONICAL SURFACE200' ABOVE THEHORIZONTAL SURFACE
PRIMARYBOTTOM APPROACH
TRANSITIONAL
RUNWAY END
TOP APPROACH
Figure 5.11 Part 77 Surfaces
Source: T-O Engineers
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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
is constructed by swinging arcs of a specified radii from the center of each end of the primary surface of each
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
Length 4,000 feet
Slope 20:1
Transitional Surface
Slope 7:1
Primary Surface
Width 500 feet
Length Beyond Runway End 200 feet
Horizontal Surface
Height Above Airport Elevation 150 feet
Radius Arc 10,000 feet
Approach Surface
Inner Width 500 feet
Outer Width 3,500 feet
Length 10,000 feet
Slope 34:1
Source: 14 CFR Part 77
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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
mile visibility (the field elevation is 5,024 feet MSL). For category C aircraft, the MDA is 5,520 feet MSL and 1 3/8
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
changes to the runway length or new obstructions are identified. Removal of existing obstructions should be made a
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
and RPZs define the most heavily used airspace around an airport and every effort should be made to minimize
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.
The 2007 Airport Master Plan identified terrain penetrations of the Part 77 surfaces and instrument departure
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)
Source: T-O Engineers
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Figure 5.13 Runway 16 Departure Surface Terrain Penetrations (Existing)
Source: T-O Engineers
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
public assembly, including schools, hospitals, office buildings, churches, shopping centers, and other uses with similar
concentrations of people. Fuel storage facilities, as well as the storage or use of significant amounts of materials
which are explosive, flammable, toxic, corrosive, or otherwise exhibit hazardous characteristics are prohibited within
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
Minimums Inner Width Outer Width Length
Runway 16 Not Lower than 1 mile 500 feet 700 feet 1,000 feet
Runway 34 Not Lower than ¾ mile 1,000 feet 1,510 feet 1,700 feet
Source: FAA Advisory Circular 150/5300-13A
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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 Interim Guidance on Land Uses Within a Runway Protection
Zone, dated September 27, 2012, states that certain new or modified land uses in the RPZ, such as a public road,
require the FAA Regional and Airports District Office (ADO) to consult with the National Airport Planning and
Environmental Division (APP-400) of the FAA prior to approving an Airport Layout Plan (ALP) containing the
proposed land use addition or modification. Should the City of McCall modify the section of Deinhard Lane that
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
around the airport prevents the need to be reactive and mitigate more severe conflicts in the future. Effective
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 Idaho Airport Land Use Guidelines 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: SPONSOR will have compatible land use and height zoning for the airport to prevent incompatible land uses
and the creation or establishment of structures or objects of natural growth which would constitute hazards or obstructions
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.
While not labeled specifically as a section “q” with respect to the Idaho Airport Land Use Guidelines, 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
3.6.02 of this chapter identifies uses within the zones that are permitted or conditionally permitted. Periodic review
of this chapter should be done to ensure it remains current. Chapter 7, Special Districts, Section 3.7.05, McCall
Municipal Airport Influence Overlay Zones, 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
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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
than 12,500 pounds) and jets, the current overlay zones do not fully protect for the existing traffic at MYL. The
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
Source: T-O Engineers
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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
opportunity to expand the hangar options at MYL to include small hangars specifically targeted for single engine
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
is intended for – transient aircraft parking. Additional hangars at the airport would also promote financial self-
sustainability. Hangar options and configurations will be explored during the development alternatives analysis.
TRANSIENT AIRCRAFT PARKING APRON
A taxiway relocation project occurred during the summer of 2020, which resulted in a loss of transient parking
space, as well as the loss of the diagonal taxiway. Consequently, the transient parking apron was configured with
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.
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+.
Figure 5.15 Transient Parking Apron
Source: T-O Engineers
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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.
Consequently, there is sufficient transient apron space to accommodate the existing and forecast peak hour itinerant
traffic, absent overnight and seasonal based aircraft. In 2020, the equivalent space remaining to accommodate
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.
There are three access points from Deinhard Lane. The first entrance from the Deinhard Lane/SH-55 intersection
is into the main parking lot, which is approximately 330 feet west of the intersection. There is no dedicated turn
lane for the airport entrance. As a result, westbound travelers wishing to turn into the airport may cause traffic to
back up into the busy intersection. The second access is to the airport administration office, which contains a small
parking lot with five spaces and an automated vehicle gate leading to the aircraft apron. The third access point is to
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
14,300 square feet and can accommodate approximately 50-65 vehicles in its current configuration. The McCall
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)
Source: T-O Engineers
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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
dedicated parking lots. For itinerant traffic, four people per operation are assumed for each air taxi operation,
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
itinerant traffic and leave space for other airport users.
Despite the adequate space, there are efficiencies that can be gained by configuring and marking designated
parking areas at the airport in accordance with the City of McCall Design Guidelines, City Code, and McCall Airport
Minimum Standards. Doing so would not only improve efficiency, but would incorporate other City of McCall
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
deficit of 6,160 square feet in 2020, and a deficit of 7,660 square feet in 2040.
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),
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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
SRE building and airport administration offices, known locally as the Deinhard 1/Hangar 98 Project.
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
directly across from the station. According to the McCall Fire & EMS website2, 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
approximately 4,300 square feet and has four bays. The airport manager office is also located in the SRE building.
With the high volume of snowfall in McCall, the storage of snow during the winter is a challenge. As the snow is
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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
Aerial firefighting operations routinely uses the general aviation terminal area as overflow for both fixed-wing
aircraft and helicopters, along with their associated service equipment. While these services are essential to
the community, they use space that is otherwise intended for general aviation aircraft. Further, large firefighting
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
Source: T-O Engineers
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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
incomplete, although efforts were in progress at the time of this study to fill in any missing data. A summary of the
utility services is listed in Table 5.13.
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, “The future land uses of McCall should…capitalize on the airport as an economic catalyst.” Under the Our Economy
theme, Economic Development element, Goal 2, Balance and diversify the local economy while maintaining
environmental compatibility, Policy 2.3 states, “Promote and utilize the airport, public parks, pathways, waterfronts,
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.
Policy 1.1: Operate, maintain, and develop the McCall Municipal Airport to ensure safe and efficient
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.
Table 5.13 McCall Municipal Airport Utilities
Utility Provider Location
Electrical Idaho Power Terminal Area/Hangars
Fiber City of McCall – Information Systems Deinhard Lane
High-Speed Data Frontier Communications Terminal Area/Hangars
Water City of McCall – Public Works Terminal Area/Hangars
Sewer City of McCall – Public Works Hangars/West Infield
Storm Water City of McCall – Public Works Terminal Area/Hangars/Runway
Irrigation City of McCall – Parks & Recreation Frontage at Deinhard Lane/SH-55
Source: City of McCall
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Policy 2.2: Continue planning and development of the airport to provide facilities that support services such as
aerial firefighting, life flight, and business activity that are valued by the community.
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.
Policy 3.2: Develop available airport space based on aeronautical needs to support airport self-sufficiency.
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
the proximity of the airport that benefit from and do not conflict with aircraft operations.
Policy 5.4: Require Fair Disclosure Notification for new or substantial redevelopment of lots, buildings,
structures, and certain activities near the airport notifying developers of the potential of low overhead flights,
noise, dust, fumes, and other potential aviation impacts.
Goal 6: Account for the current and future economic benefit to the community when planning and developing on and
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.
Policy 6.3: In general, allow uses on and around the airport that promote the efficient mobility of goods and
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.
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5.13 FACILITY REQUIREMENTS SUMMARY
McCall Municipal Airport, classified as an ARC B-II, Large aviation facility, meets the majority of FAA design
standards and recommendations. Identified deficiencies and other considerations are listed below.
Deficiencies:
• 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.
• Upgrade Taxiways B-1 and B-2 to meet current taxiway fillet standards.
• 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.
• Complete wildlife fencing/fill in wildlife fence gaps.
• 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.
• Update the Airport Influence Overlay Zones to reflect the updated ALP.
• Explore additional hangar options, including T-hangars.
• Upgrade and reconfigure vehicle parking options.
• Explore general aviation terminal options.
• Explore snow storage areas.
• Identify additional helicopter parking areas.
• Replace the diagonal taxiway to improve circulation efficiency.
Figure 5.18 Wildlife Intrusion
Source: T-O Engineers
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5. Facility Requirements
McCall Municipal Airport (MYL) Master Plan
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: https://www.mccallfire.com/apparatus.html
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6. Development Alternatives
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SECTION OVERVIEW
Chapter 6 identifies and evaluates different alternatives
to meet the needs of the Airport Sponsor and users. A key
element is addressing the previously identified facility
requirements. Alternatives selected by the Airport Sponsor
are summarized at the end of the chapter.X X
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U-TOFAU-TOFAU-TOFAU-TOFAU-TOFA
NEW ACCESSROAD
NEW FIREAIRCRAFTPARKING
FUTURE CITY USE
DEW AIRCRAFT, INC. / HANGAR 98LEASE AREA
120'
100'
60'
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PROPOSED TAXILANE G
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EXISTING TAXIWAY OBJECT FREE AREA (TOFA)
EXISTING TAXIWAY SAFETY AREA (TSA)
AUTOMATED SURFACE OBSERVING SYSTEM (ASOS)
EXISTING AIRCRAFT TIE-DOWN
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PROPOSED PAVEMENT
PROPOSED PAVEMENT MARKINGS
PROPOSED AIRCRAFT TIE-DOWN (GA APRON)
PROPOSED AIRCRAFT TIE-DOWN (INFIELD AREA)
PROPOSED TAXIWAY OBJECT FREE AREA (U-TOFA)
PROPOSED TAXIWAY SAFETY AREA (U-TSA)
INFIELD AREA DEVELOPMENT PHASE 1
EXISTING TRANSIENT APRON:
-TOTAL TIE-DOWNS = 64
PHASE 1 BUILD-OUT:
-TOTAL TIE-DOWNS = 101
ULTIMATE HANGARS:
-15 - 50' X 40' HANGARS-1 - 100' X 100' HANGAR-2 - 60' X 60' HANGARS-1 - 120' X 120' HANGAR
6.1 GENERAL
Previous chapters outlined the existing airport setting and infrastructure, current and future aviation activity,
and airport deficiencies. This chapter examines development concepts to meet the facility requirements and
accommodate future aviation demand. Final alternatives, as well as preliminary concepts, were reviewed. Multiple
criteria were used in development and evaluation of alternatives for MYL:
• Existing Infrastructure: Described in Chapter 3, Inventory, conceptual alternatives weighed the condition or lack
of existing facilities at the airport.
• Future Aviation Activity: Detailed in Chapter 4, Forecast of Aviation Demand, conceptual alternatives considered
the forecast operations and type of aircraft for the next 20 years.
• FAA Design Standards: Outlined in Chapter 5, Facility Requirements, alternatives addressed FAA design
standards and recommendations.
• Community and Airport Goals: Conceptual alternatives were designed based on feedback from the City of
McCall and airport users, and support community and economic goals.
• Compatible Land Use: Alternatives were designed to ensure compatible land use.
• Efficiency: Alternatives aimed to utilize existing space in the most efficient manner, balancing airfield traffic,
hangar access, safety areas, and utility lines.
• Reasonable and Justified: Only alternatives that progressed toward a reasonable and justified goal were
evaluated.
• Idaho State System Plan: Design of alternatives incorporated Idaho State System Plan goals and objectives.
6.2 SPONSOR AND USER INPUT
Airport stakeholders contributed input to the development of alternatives by way of airport advisory committee
meetings, direct communication, and a public open house.
6.3 NEEDED IMPROVEMENTS SUMMARY
Chapter 5, Facility Requirements, identified airport deficiencies and considerations. Based on this information, needed
improvements are summarized on the next page.
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6. Development Alternatives
McCall Municipal Airport (MYL) Master Plan
To enhance safety and meet FAA design standards:
• 402-foot runway extension to the south for a future runway length of 6,510 feet.
• Update runway designation to 17/35 due to magnetic declination.
• Increase size of Runway 16 blast pad to standard dimensions.
• Repaint faded runway markings.
• Replace and upgrade runway lighting to LED.
• Designate Taxiway B as such.
• Complete wildlife fencing and/or fill in wildlife fence gaps.
• Upgrade Taxiways B-1 and B-2 to meet current taxiway fillet standards.
• Repurpose general aviation hangar area taxiways as taxilanes and designate them appropriately.
• Remedy nonstandard TOFA between Hangars 211 and 212.
• Eliminate wide expanse of pavement at Taxiway B-1 and Runway 16 (runway incursion mitigation measure).
• 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 to improve efficiency, compatibility, and financial sustainability:
• Relocate the ASOS.
• Update Airport Influence Area Overlay Zones to reflect the updated ALP.
• Explore additional hangar options, including T-hangars.
• Upgrade and reconfigure vehicle parking options.
• Explore general aviation terminal options (Idaho Airport System Plan objective).
• Improve circulation and efficiency within the Terminal Area.
• Identify additional helicopter parking areas.
• Explore snow storage areas.
6.4 RUNWAY ALTERNATIVES
CROSSWIND RUNWAY
A crosswaind runway was not pursued, as the primary runway provides greater than 95% wind coverage for all
weather, IFR, and VFR conditions. As such, a crosswind runway is not justified
TURF SECONDARY RUNWAY
A turf secondary runway was suggested by the airport users, as the airport is used by aircraft suited for backcountry
operations from unimproved airstrips. This alternative was not pursued, due to the primary runway providing
adequate capacity for the forecast activity, and dimensional limitations within the existing airport footprint
precluding a secondary runway from meeting airport design standards.
RUNWAY EXTENSION
To meet the minimum runway length recommendation of 6,510 feet, a runway extension of 402 feet is shown to
the south. This requires land acquisition of approximately 32 acres to account for the space needed for the runway,
parallel taxiway extension, and protection of the RPZ that sits within the City’s jurisdiction. Terrain obstructions to
the south complicate the runway extension, which become more prominent as the runway extends to the south.
Extending the runway north was not feasible due to Deinhard Lane and other obstructions.
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6. Development Alternatives
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Figure 6.1 Runway Extension with Land Acquisition
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6. Development Alternatives
McCall Municipal Airport (MYL) Master Plan
6.5 TAXIWAY ALTERNATIVES
TAXIWAYS A-2 AND B-2
Taxiways A-2 and B-2 currently do not meet taxiway fillet standards and provide direct access to the runway from
an apron, contributing to the possibility of runway incursions. This alternative corrects the taxiway fillet design
deficiency and installs elevated runway guard lights at the runway hold lines to help prevent runway incursions.
TAXIWAY B-1
Taxiway B-1 does not meet current taxiway fillet standards and has a wide expanse of pavement leading onto the
runway. This alternative corrects these deficiencies by realigning the runway entrance and the turn from Taxiway B.
Figure 6.2 Expanded Blast Pad
BLAST PAD
The current blast pad at Runway 16 does not meet current dimensional standards. This alternative expands the blast
pad to meet standards and reduce the effects of jet blast off the end of the runway.R
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Figure 6.3 Taxiways A-2 and B-2
Figure 6.4 Taxiway B-1
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6. Development Alternatives
McCall Municipal Airport (MYL) Master Plan
Figure 6.5 Proposed Taxiway D
PROPOSED TAXILANES F AND G
Two new taxilanes are proposed as part of this alternative to allow access to future development in the infield of
the terminal area. These north-south taxilanes would be designated Taxilane F and G, with Taxilane F designed
and constructed to ADG-I standards, and Taxilane G designed and constructed to ADG-II standards. This would
maximize space and establish separate areas for small and medium-to-large aircraft.
PROPOSED TAXIWAY D
As a result of the relocation of parallel Taxiway A in 2020, the diagonal taxiway within the terminal area was
eliminated. To provide enhanced safety, circulation, and efficiency, a replacement was desired. This alternative
installs a new east-west taxiway, proposed Taxiway D, along the southern edge of the existing transient apron,
connecting Taxiway A to Taxiway E. This location ties into an existing stub from Taxiway A and avoids the segmented
circle, ASOS, proposed fire aircraft parking apron, and choke points along Taxiway E. Proposed Taxiway D would be
designed and built to ADG-II standards to allow free-flow of all aircraft expected to use the airport.
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Figure 6.6 Proposed Taxilanes F and G
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PROPOSED TAXIWAY H
PROPOSED TAXIWAY D
TAXIWAY E
TAXIWAY A
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6. Development Alternatives
McCall Municipal Airport (MYL) Master Plan
Figure 6.7 Proposed Taxiways C and D
TAXIWAY NOMENCLATURE
This alternative remedies confusion associated with the naming of taxiways and taxilanes currently on the airport.
Moving forward, taxiways and taxilanes will be arranged in a logical order, per FAA Engineering Brief 89, Taxiway
Nomenclature Convention.
Taxiway B is a partial parallel taxiway on the west side of the airport with two connectors, B-1 and B-2, starting at the
Runway 16 end. Taxiway A is a full parallel taxiway that was relocated in 2020 on the east side of the runway. It has
five connectors, A-1 through A-5, starting at the Runway 16 end. Portions of the connectors were reconstructed in
2020 as part of the Taxiway A project. A runway extension to the south would require an extension of Taxiway A and
an additional connector, A-6.
Within the terminal area, taxiway and taxilane designations begin with Taxiway C on the north end of the apron and
progress through Taxilane K on the south end of the hangar complex. Taxilanes E-1 through E-3 identify the hangar
rows east of Taxiway E.
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Ë
0 100 200Feet
MISSING:NEW ACCESS ROAD
Page 143
6. Development Alternatives
McCall Municipal Airport (MYL) Master Plan
Figure 6.8 Hangar Area Taxiways and Taxilanes1
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PROPOSED TAXILANE K
PROPOSED TAXILANE J
PROPOSED TAXIWAY H
PROPOSED TAXILANE F
PROPOSED TAXILANE G
TAXIWAY E
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6.6 ASOS RELOCATION
The current ASOS location inhibits development of the infield area due to a 1,000-foot diameter (500-foot radius)
critical area. This alternative proposes relocating the ASOS south to its previous position east of Taxiway A. This
location was selected because it has an easement, utilities, and meets the ASOS siting criteria for the existing and
future runway length. Moving the ASOS to this location requires land acquisition of approximately 12 acres to
ensure full protection of the ASOS critical area.
Page 144
6. Development Alternatives
McCall Municipal Airport (MYL) Master Plan
Figure 6.9 Proposed ASOS Location with Land Acquisition
6.7 GENERAL AVIATION TERMINAL
The purpose of having a general aviation terminal at MYL is to have an official “store front” for the City at the airport.
This would allow consolidation of City administrative offices and provide opportunities to lease office and counter
space to seasonal or perennial aviation providers. The terminal would also include a pilot lounge, waiting room, and
passenger amenities.
The existing terminal area is constrained and does not provide enough space to construct a new general aviation
terminal with adequate aircraft parking apron and space for vehicle parking, without having to remove existing
tenants or tie-down spaces. To provide maximum access to the public, the general aviation terminal should be placed
on the airport near Deinhard Lane or State Highway (S.H.) 55 and have direct access to the taxiway system. As such,
from a geographic standpoint the best location for the general aviation terminal is east of Taxiway A, south of the
existing terminal area. This alternative requires approximately 17 acres of land acquisition and an extension of Krahn
Lane west of S.H. 55. The acquisition would accommodate a 9,600 square foot general aviation terminal, parking
apron and taxiway access meeting ADG-II standards, 13 parking spaces for medium-sized jets and turboprops,
vehicle parking with 20 spaces, and room for future expansion.
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RUNWAY 16-34 (E)
TAXIWAY A
PROPOSED ASOS
PROPOSEDLAND ACQUISITIONAPPROXIMATELY 12 AC
500'
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0 100 200Feet
Page 145
6. Development Alternatives
McCall Municipal Airport (MYL) Master Plan
Figure 6.10 General Aviation Terminal
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PROPOSEDGA APRON
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0 50 100 Feet
Page 146
6. Development Alternatives
McCall Municipal Airport (MYL) Master Plan
6.8 INFIELD DEVELOPMENT
The addition of Taxilanes F and G in the infield create opportunities for development of hangars to meet the demand
posed by the hangar wait list. Due to the present position of the ASOS, and its associated critical area, hangar
development is constrained to those areas outside of the critical area until the ASOS can be relocated. As a result,
two development alternatives were created for the infield – Phase 1, which maintains the ASOS in situ, and Ultimate,
which assumes the ASOS is relocated to another place on the airport in the future.
PHASE 1
The east side of the development area, between Taxilane F and Taxiway E, is intended strictly for small, piston
aircraft. Outside of the ASOS critical area, there is space for up to 15 small (40’ x 50’) box hangars, opening to the
west onto Taxilane F. The remaining space is filled with seasonal tie-downs, paved or unpaved, which would be used
as snow storage in the winter.
The center section of the development area, between Taxilanes F and G, is intended for small and medium-size
aircraft. Large (up to 100’ x 100’) and medium (60’ x 60’) box hangars are positioned at the south end of the infield
opening west onto Taxilane G. The remaining space is filled with seasonal tie-downs that would be used for snow
storage in the winter. Tie-downs could be paved or unpaved.
The western portion of the infield is reserved for one large hangar, up to 120’ x 120’, opening directly onto Taxiway
Figure 6.11 General Aviation Terminal Land Acquisition
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Page 147
6. Development Alternatives
McCall Municipal Airport (MYL) Master Plan
A. The existing retention basin remains in place, but will require modification to attain future drainage requirements.
A new parking pad that can be used for overflow firefighting aircraft is added between the segmented circle and
proposed Taxiway D. The pad is large enough for two heavy firefighting helicopters and support equipment, or one
Canadair CL-215 “Super Scooper” firefighting aircraft, plus support equipment. The access road to the ASOS and
segmented circle is realigned to avoid the new parking pad.
Figure 6.12 Infield Development Overview - Phase 1
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NEWFIRE AIRCRAFTPARKING
RETENTION PONDAND ADDITIONALSNOW STORAGE
ASOS
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Page 148
6. Development Alternatives
McCall Municipal Airport (MYL) Master Plan
Figure 6.13 Infield Development Overview - Ultimate
ULTIMATE
The Ultimate layout of the infield development alternative differs from Phase 1 only in that the ASOS has been
relocated elsewhere, allowing additional hangars to populate the infield, as needed.
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PROPOSED TAXIWAY D
TAXIWAY E
TAXIWAY A
NEWFIRE AIRCRAFT
PARKING
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Page 149
6. Development Alternatives
McCall Municipal Airport (MYL) Master Plan
6.9 TRANSIENT APRON RECONFIGURATION
With the addition of proposed Taxiway D, the parking spaces on the Transient Apron should be reconfigured to
eliminate angles and gaps to maximize efficient use of space. This alternative creates parallel rows and adds 10
spaces for medium-sized jets and turboprops.
Figure 6.14 Transient Apron Reconfiguration
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MISSING:NEW ACCESS ROAD
6.10 ADDITIONAL LAND ACQUISITION
There is a triangular-shaped parcel of approximately 12 acres between the east hangar row and S.H. 55 that presents
a revenue-generating opportunity for the City to provide a mix of aeronautical and non-aeronautical municipal uses,
and create a compatibility buffer zone for the airport. The parcel is currently zoned as Community Commercial and
Industrial.
Page 150
6. Development Alternatives
McCall Municipal Airport (MYL) Master Plan
Figure 6.15 Additional Land Acquisition
TAXILANE E2
TAXILANE E1
TAXIWAY E
TAXILANE E3
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PROPOSED
LAND ACQUISITION
APPROXIMATELY 12 AC
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0 100 200Feet
Page 151
6. Development Alternatives
McCall Municipal Airport (MYL) Master Plan
6.11 OBSTRUCTIONS
During the Airport Master Plan study, the FAA conducted a survey of obstructions around MYL and identified
numerous obstructions, mostly trees, north, south, and east of the airport (this survey was conducted outside of the
Airport Master Plan, but parallel to it). Consequently, the FAA modified the instrument approach procedures for both
runway ends, rendering the Runway 34 LPV and LNAV/VNAV, Runway 16 straight-in at night, and Runway 16 circling
approaches at night unavailable. Also, the Runway 16 PAPI had been permanently turned off due to obstructions. In
June 2021, the Runway 16 PAPI was removed from the airport. Any future visual glide slope system installation, for
either runway end, will need to resolve the obstruction issue prior to installation.
6.12 ALTERNATIVES SUMMARY
As previously stated, numerous criteria were used to design the future development alternatives for MYL. These
designs were tailored to suit the airport, given MYL’s geometry, climate, aviation traffic, and the unique goals and
financial capabilities of the local community. Effective planning is necessary to ensure development can occur in an
orderly and focused manner. Airport Master Plans, such as this one, facilitate the process. Ultimately, reasonable
alternatives were developed to address the short- and long-term needs of MYL.
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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
basis for a project’s purpose and need and aids in completing an environmental evaluation to fulfill requirements set
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/
finding of no significant impact (EA/FONSI); and preparation of an environmental impact statement (EIS).
• CATEX: An undertaking may be categorically excluded from a detailed environmental analysis if it
meets certain criteria that a federal agency has previously determined as normally having no significant
environmental impact.
• EA/FONSI: At the second level of analysis, a federal agency prepares an EA to determine if a federal
undertaking would significantly affect the environment. If the answer is no, the agency issues a FONSI,
which may include measures to mitigate potentially significant impacts.
• EIS: If the EA determines that the environmental consequences of a proposed federal undertaking may be
significant, an environmental impact statement (EIS) is prepared. An EIS is a more detailed evaluation of the
proposed action and alternatives.
7.2 AIR QUALITY
The Clean Air Act (CAA) is the primary statute related to air quality. The CAA regulates air pollutant emissions from
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
include carbon monoxide (CO), lead (Pb), nitrogen dioxide (NO2), ozone (O3), particle pollution (PM-10 and PM-2.5),
and sulfur dioxide (SO2).1
McCall Municipal Airport is in attainment for all criteria pollutants.2 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
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anticipated to increase or change aircraft operations. Temporary air quality impacts during construction would be
short-term and of local impact. Emission reduction strategies will be employed to minimize air quality impacts, such
as re-using materials onsite, using locally sourced materials to reduce the number of vehicle trips and trip lengths,
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
and sets forth requirements to determine if the proposed action(s) may impact endangered or threatened species.
In accordance with Section 7 of the ESA, the FAA must initiate consultation with the U.S. Fish and Wildlife Service
(USFWS) and/or National Marine Fisheries Service (NMFS) if the FAA determines that an action may affect a
threatened or endangered species or designated critical habitat.3
The Information, Planning and Conservation (IPaC) online system provides information regarding federally
designated proposed, candidate, threatened, and endangered species, final critical habitats, species of conservation
concern, and service refuges that may occur in an identified area or may be affected by proposed activities.4
The McCall Municipal Airport Master Plan project IPaC resource report identified one threatened species that
may occur within the airport property or vicinity: northern Idaho ground squirrel. The northern Idaho ground
squirrel occupies dry montane meadows, such as open areas of grasses and forbs surrounded by Ponderosa pine or
Douglas fir.5 A field survey for presence/absence of northern Idaho ground squirrel was conducted by Dr. Yensen
(Department of Biology, The College of Idaho, Caldwell) in June 2009 within the vicinity of the Taxiway A relocation
project.6 The survey did not identify any northern Idaho ground squirrels, nor any burrows or signs of the species’
presence within the taxilane project area. The report noted that flood irrigation practices surrounding the airport
is unsuitable for the species. Likewise, the projects proposed for this Airport Master Plan are mostly in areas that
are already developed, with a high level of disturbance and impervious surfaces. At the south end of Runway 34,
wetlands likely occur; however, these wetland habitats are not suitable for northern Idaho ground squirrel. Due to
lack of suitable habitat, the projects proposed in this Airport Master Plan are expected to have no effect on northern
Idaho ground squirrel.
STATE LISTED SPECIES
In 2011, an Environmental Assessment was performed for the Taxiway A relocation project. As a part of this project,
the Idaho Department of Fish and Game (IDFG) provided a list of “Species of Greatest Conservation Need” that have
been reported to occur within a 5-mile radius of the airport. These species included: spur-throat grasshopper, bald
eagle, black-backed woodpecker, blue grosbeak, Columbia spotted frog, common loon, flammulated owl, Gillette's
checkerspot, great gray owl, merlin, mountain quail, northern goshawk, pristine pyrg, pygmy nuthatch, shiny
tightcoil, thinlip tightcoil, upland sandpiper, western toad, and white-headed woodpecker.
The EA determined the following species are unlikely to occur due to lack of presence or lack of suitable habitat:
spur-throat grasshopper, black-backed woodpecker, blue grosbeak, Columbia spotted frog, common loon,
flammulated owl, Gillette's checkerspot, merlin, northern goshawk, pristine pyrg, pygmy nuthatch, shiny tightcoil,
thinlip tightcoil, upland sandpiper, or white-headed woodpecker.
MIGRATORY BIRDS
Birds are protected by the Migratory Bird Treaty Act (MBTA) and the Bald and Golden Eagle Protection Act
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(BGEPA). Work that could lead to the take of an avian species protected under the MBTA and/or the BGEPA, their
young, eggs, or nests, should be coordinated with the USFWS before any actions are pursued. The IPaC Report
identified the following species in Table 7.1 as Migratory Birds of Conservation Concern that may occur within
airport property or vicinity.
Of the birds listed in Table 7.1, there is a lack of suitable habitat at the airport for bald eagles, Cassin’s finch,
marbled godwit, Clark’s grebe, and golden eagles; therefore, the proposed projects in the Airport Master Plan are
not expected to impact these species. However, the runway extension and GA terminal projects may impact, but
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
FAA AC 150/5200-33C, Hazardous Wildlife Attractants on or Near Airports recommends a separation distance of 5,000
feet at airports serving piston-powered aircraft and 10,000 feet at airports serving turbine-powered aircraft from
hazardous wildlife attractants.7 For all airports, the FAA recommends five statute miles between the farthest edge of
the airport’s operating area and hazardous wildlife attractants.
McCall Municipal Airport conducted a Wildlife Hazard Site Visit (WHSV) at the airport and five-mile radius in
October 2018. Pictures from game cameras that were deployed from 2015 to 2018 were also used as a part of
the WHSV study. The study observed 25 species of birds and 10 species of mammals, including American black
bear, mule deer, white-tailed deer, elk, coyote, domestic dog, red fox, domestic cat, striped skunk, and yellow-pine
chipmunk. Game trail transects revealed that deer and other mammals habitually cross the airport to access water
resources and habitat to the west. The North Fork Payette River is approximately a 0.25-mile west of the airport and
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.
The FAA Wildlife Strike Database did not identify any wildlife strikes for McCall Municipal Airport between 2010
and 2020.8
7.4 CLIMATE
The Intergovernmental Panel on Climate Change (IPCC) estimates that aviation accounted for 4.1 percent of global
transportation Greenhouse Gass (GHG) emissions.9 Discussion of potential climate impacts should be documented
Table 7.1 Migratory Birds of Conservation Concern
Common Name Scientific Name Breeding Season
Bald Eagle Haliaeetus leucocephalus Jan 1 to Aug 31
Cassin's Finch Carpodacus cassinii May 15 to Jul 15
Clark's Grebe Aechmophorus clarkii Jan 1 to Dec 31
Golden Eagle Aquila chrysaetos Jan 1 to Aug 31
Lesser Yellowlegs Tringa flavipes Elsewhere
Marbled Godwit Limosa fedoa May 1 to Jul 31
Olive-sided Flycatcher Contopus cooperi May 20 to Aug 31
Rufous Hummingbird selasphorus rufus Apr 15 to Jul 15
Source: USFWS Information for Planning and Consultation (IPaC)
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in a separate section of the NEPA document, under a heading labelled “Climate.” For FAA project level actions, the
Affected Environment section for climate is dependent on the project and is defined as the entire geographic area
that could be directly or indirectly affected by the project. For airport actions, the study area should reflect the full
extent of aircraft movements. The FAA’s Air Quality Handbook provides more information on defining the study
area.
Analysis of GHG emissions should be quantitatively assessed (measured or counted) in certain circumstances but
may be assessed qualitatively (based on traits and characteristics). Where the analysis is quantitative, the Affected
Environment section for climate should provide the quantitative data for the no action alternative, serving as a
baseline. Where the analysis is qualitative, the Affected Environment section should by tailored to the qualitative
analysis. The Affected Environment section should also discuss the level of preparedness within the study area with
respect to climate change, such as frequency and strength of storms and wildfires.
Presently, there are no significant thresholds for aviation related GHG emissions, nor has the FAA identified specific
factors to consider in making a significant determination for GHG emissions. There are currently no accepted
methods of determining significance applicable to aviation projects. CEQ has noted that it is not currently useful for
the NEPA analysis to attempt to link specific climatological changes, or the impacts thereof, to a particular project,
as direct linkage is difficult to isolate and understand. While GHG emissions reduction for FAA actions contribute
toward the goal of reducing aviation’s impacts on climate, GHG emission reduction is not mandated and, in some
situations, not possible.
The 2018 City of McCall Comprehensive Plan, Environmental & Natural Resources Goals and Policies includes the
following:
• Goal 3: Promote, encourage, and maintain the highest standards of air quality.
• Policy 3.4: Promote reductions in air pollution to minimize the impact to human health, sustain or improve
the local economy, improve air quality, and reduce the impact of greenhouse gas emissions.
• In 2019, the City of McCall embarked on a greenhouse gas emission inventory to assess local government
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
any program or project that requires the use of any publicly owned land from a public park, recreation area, or
wildlife and waterfowl refuge or historic site of national, state, or local significance as determined by the officials
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.10
A property must be a significant resource for Section 4(f) to apply. Any part of a Section 4(f) property is presumed to
be significant unless there is a statement of insignificance relative to the entire property by the federal, state, or local
official having jurisdiction over the property. Section 4(f) protects only those historic or archaeological properties
that are listed or eligible for inclusion on the National Register of Historic Places (NRHP), except in unusual
circumstances.
Review of structures at the airport showed that one of the hangars constructed in 1932 is listed in the National
Register of Historic Places (building #38). The nearest recreational resource is Riverfront Park owned by the City
of McCall, approximately 0.3 miles west of the airport. There are no recreational resources on airport property.
None the proposed alternatives will require the physical use or constructive use of any public property as defined by
Section 4(f) standards.
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7.6 FARMLANDS
The Farmland Protection Policy Act (FPPA) regulates Federal actions with the potential to convert farmland to non-
agricultural uses. Farmland includes prime farmland, unique farmland, and land of statewide or local importance. For
McCall Municipal Airport, the NRCS Soil Resource Report identified six soil types, listed in Table 7.2.
Table 7.2 Prime and Other Important Farmlands
Map Symbol Map Unit Name Farmland Classification
16 Donnel sandy loam, 0 to 2 percent slopes Farmland of statewide importance if irrigated
17 Donnel sandy loam, 2 to 4 percent slopes Farmland of statewide importance if irrigated
22 Gestrin loam, 0 to 2 percent slopes Farmland of statewide importance if irrigated
23 Gestrin loam, 2 to 4 percent slopes Farmland of statewide importance if irrigated
31 McCall complex, 5 to 50 percent slopes Not prime farmland
34 Melton loam Not prime farmland
Donnel sandy loam and Gestrin loam are considered farmland of statewide importance, if irrigated. These soils
are not irrigated, and therefore, do not meet statewide importance criteria. The other two soil types located in the
project area are not considered prime, unique, or statewide important farmland. None of the soils meet criteria for
prime farmland, unique farmland, or land of statewide or local importance that are subject to the FPPA.
Source: NRCS Web Soil Survey
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Figure 7.1 NRCS Soil Map for MYL
Source: NRCS Web Soil Survey
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7.7 HAZARDOUS MATERIALS, SOLID WASTE, AND POLLUTION PREVENTION
HAZARDOUS MATERIALS
Federal, state, and local laws, including the Resource Conservation Recovery Act (RCRA), the Comprehensive
Environmental Response, Compensation, and Liability Act (CERCLA), as amended (also known as the Superfund),
and the Idaho Rules and Standards for Hazardous Waste (IDAPA 58.01.05), regulate hazardous materials use,
storage, transport, and disposal. RCRA set up a framework for the proper management of hazardous waste. From
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
it is disposed.11
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
throughout United States and its territories. There is one superfund site in Valley County, Idaho, the Stibnite/Yellow
Pine Mining Area approximately 37 miles east of McCall.
The Facility Mapper (Terradex Idaho) shows the location and details regarding remediation sites and facilities
managed by the regulatory programs within the Idaho Department of Environmental Quality (IDEQ) Waste
Management and Remediation Division. Table 7.3 lists active sites identified by Terradex on airport property.
Table 7.3 Facility Mapper Sites on McCall Municipal Airport
Type ID Substance Cleanup Complete Facility Name
Underground Storage
Tanks (UST)3-430619 Jet Fuel -McCall Aviation
Leaking Underground
Storage Tanks (LUST)1733 -01/07/2010 McCall Aviation
According to AC 150/5100-17, 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
have an adequate due diligence environmental audit conducted for the presence of hazardous materials and
contamination on property needed for a project.12 Contaminated property must be avoided as is feasible, or the use
minimized to avoid excessive project costs for the clean-up and remediation of hazardous materials. These audits
include Phase I and Phase II Environmental Site Assessments, which should identify quantities of any hazardous
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
should comply with FAA AC 150/5370-10H, Standards for Specifying Construction of Airports and FAA AC 150/5370-
2G, Operational Safety of Airports During Construction. Permits may be required for air and water quality.
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).13 Section 106 of the
NHPA requires federal agencies to consider the effects of their undertaking on properties on or eligible for inclusion
Source: Terrandex, IDEQ Underground Storage Tank Database
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in the NRHP. According to the NRHP, there are 25 sites in Valley County listed on the national register, eight of which
are in McCall, and one on the airport.14 The Johnson Flying Service Hangar (Reference #100004675) is located on
the airport property.15
A Class III cultural resource inventory was performed by Cannon Heritage Consultants, Inc. (CHC) in August 2020.
CHC conducted an intensive pedestrian survey of the hangar development project APE, as shown in Figure 7.2.
The survey identified no cultural resources sites or relevant cultural materials. CHC recommended a finding of no
historic properties for the surveyed area and no additional archaeological work would be required for development
plans within the surveyed areas. Any projects that may cause disturbance to structures or ground outside the
surveyed area, such as the runway extension and GA terminal projects, would require additional investigation
regarding cultural resources.
Figure 7.2 Class III Cultural Resource Inventory Survey Area
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7.9 LAND USE
FAA Order 1050.1F states that the compatibility of existing and planned land uses in the vicinity of an airport are
usually associated with the extent of the airport’s noise impacts.16 Order 1050.1F requires documentation to support
the required Sponsor’s assurance under 49 USC 47107(a)(10) that appropriate action, including the adoption of
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
and planned land uses.17
The McCall Municipal Airport is located approximately one mile southwest of downtown McCall. The Code of
McCall, Idaho (“the Code”) is a compilation of permanent laws currently in effect in McCall. Title 3 Chapter 7 of
the Code outlines requirements for land uses compatibility that prevent the creation or establishment of airport
hazards.18 The Code discourages the siting of incompatible land uses where there is a general aviation airport
located, through its comprehensive plan and development regulations. Please see Chapter 3, Airside and Landside
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
computed so that nighttime sound levels are given more weight. The FAA and EPA have set the guideline at 65 DNL
to determine compatible land use around airports. On noise contour maps, the louder rings will be at the core of the
airport around the runway(s) and decrease as they move outward.
For this Airport Master Plan, noise contours for 55, 60, 65, and 70 DNL were generated for the 20-year forecasted
operations by using the FAA’s Aviation Environmental Design Tool (AEDT) and assuming a 402-foot future runway
extension, along with operational data collected during the forecast in chapter 4. Since the runway extension project
requires property acquisition south of the existing Runway 34 end, the future 65 DNL noise contour would remain
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.
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Table 7.4 Noise Model Operational Assumptions
2040 Forecast Conditions: 39,029 total annual operations, with a daily average of 107 operations
Aircraft Type
(% of total
ops)
AEDT
Representative
Aircraft
Average Daily Operations by Runway (% of total Ops)
16 Arrival
(33.5%)
16 Departure
(33.5%)
34 Arrival
(33.5%)
34 Departure
(33.5%)
Total
(100%)
Night Ops
(2%)
Single Engine
Piston (85%)Cessna 206 30.47 30.47 15.01 15.01 90.95 0.00
Single Engine
Turboprop (4%)Pilatus PC-12 1.43 1.43 0.71 0.71 4.28 0.00
Multi-Engine
(6%)King Air 200 2.15 2.15 1.06 1.06 6.42 1.00
Jet (4%)Citation Excel 1.43 1.43 0.71 0.71 4.28 1.00
Helicopter (1%)A-Star 350 0.36 0.36 0.18 0.18 1.07 0.00
Total 35.85 35.85 17.66 17.66 107.00 2.00
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Figure 7.3 Future Noise Contours for McCall Municipal Airport
Source: T-O Engineers
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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,
housing, and public services might be affected by a proposed action or alternative. According to the 2019 American
Community Survey (ACS) five-year estimates, McCall has a population of 3,347 people, with the median age being
48.9 years old.19 The unemployment rate is 2.4% with 65.1% of the population that is capable of working maintaining
employment20. The average median household income for McCall is $50,711, which is lower that Valley County
($64,475).
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
laws, regulations, and policies. The 2019 ACS five-year estimates report that almost 12.7% of population in McCall
are living below poverty line, while almost 7% of Valley County population are living below poverty line. Table 7.5
shows the population distribution by race.
Table 7.5 McCall Population Distribution by Race
Race Total
White alone 3,324
Black or African American alone 0
American Indian alone 4
Asian alone 18
Native Hawaiian and Other Pacific Islander alone 0
Some Other Race alone 0
Two or More Races 1
Source: U.S. Census Bureau 2019 ACS Five Year Estimates
Proposed projects associated with this Airport Master Plan would provide positive long-term health and safety
benefits around the airport, for example fire protection and medical transport, to all persons equally, regardless
of race or socioeconomic status. No concentrations of minority populations have been identified that would be
disproportionally affected by the proposed projects. That being said, it should be acknowledged that the airport
sits upon Native American ancestral lands of the Nimiipuu (Nez Perce) that was ceded to the U.S. in June 1855 via
Cession number 366, and the City of McCall is grateful for the opportunities afforded on said land.
CHILDREN'S HEALTH AND SAFETY RISKS
Executive Order 13045, Protection of Children from Environmental Health Risks and Safety Risks requires agencies
to make it a high priority to identify and assess environmental health and safety risks that may disproportionately
affect children. According to the 2019 ACS five-Year estimates, approximately 15.2% of the population of McCall,
which includes the McCall Municipal Airport, are under 18 years old.21 Consequently, actions at the airport are not
expected to disproportionately affect children.
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7.12 VISUAL EFFECTS
FAA Order 1050.1F Desk Reference states that visual, or aesthetic impacts are inherently more difficult to define
because of the subjectivity involved. Visual effects deal broadly with the extent to which the proposed action or
alternatives would either produce light emissions that create annoyance or interfere with activities or contrast
with, or detract from, the visual resources and/or the visual character of the existing environment. The FAA has not
established a significance threshold for light emissions and visual resources/visual character.
Development of hangars and a GA terminal would change the appearance of the area during and after construction.
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
proximity to the existing historic hangar; therefore, SHPO should be contacted prior to any development that may
indirectly affect the visual resources of the Johnson Flying Service Hangar or other above-ground structures older
than 45 years. The runway extension project and GA terminal are not expected to affect the visual character of the
area, as they are consistent with existing airport infrastructure.
7.13 WATER RESOURCES
Water resources are surface waters and groundwater that are important in providing drinking water and in
supporting recreation, transportation and commerce, industry, agriculture, and aquatic ecosystems. Disruption of
any one part of this system can have consequences to the functioning of the entire system.22
WETLANDS
Jurisdictional wetlands are federally protected under Section 404 of the Clean Water Act (CWA) , which regulates
the discharge of dredge or fill material into Waters of the United States, including wetlands. Under the CWA, the
term wetlands are defined as areas that, under normal circumstances, support a prevalence of vegetation typically
adapted for life in saturated soil conditions.23
Valley County Land Use and Development Ordinance requires approval of the USACE under the CWA for any
grading or disturbance of wetlands. The federal permit issued by the USACE shall be part of the Conditional Use
Permit.24
A review of the USFWS National Wetland Inventory (NWI) Map, Figure 7.4, identified intermittent stream and
palustrine emergent wetlands associated with the Stringer Irrigation Canal system on the east and North Fork
Payette River on the west side of the airport. As it is shown in the NWI map, development proposed for hangar area
is outside of wetland areas. A wetland delineation was performed in 2019 that identified wetlands along the eastern
side of Taxiway A; these wetlands likely extend south and east of Runway 34.25 The NWI Map also shows wetlands
within this area. Therefore, the runway extension and GA terminal projects may have potential impacts to the
wetlands. A wetland delineation, avoidance and minimization measures, permitting, and/or mitigation measures may
be required for these projects.
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Figure 7.4 McCall Municipal Airport Wetlands
Source: USFWS
FLOODPLAIN
According to the FAA 1050.1F Desk Reference Chapter 14, floodplains are lowland areas adjoining inland and
coastal waters that are periodically inundated by flood waters. Floodplains are often discussed in terms of the 100-
year flood.26 The 100-year flood is a flood having a 1% chance of occurring in any given year. The 100-year flood is
also known as the base flood.
McCall Municipal Airport is located in the “Zone X” flood zone, which is outside the 100-year floodplain, as depicted
in Figure 7.5. Thus, none of the projects proposed in this Airport Master Plan will impact floodplains.
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Figure 7.5 McCall Municipal Airport Floodplain Map
Source: FEMA
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SURFACE WATER
Surface waters include streams, rivers, lakes, ponds, estuaries, and oceans. The CWA27 establishes the basic
structure for regulating the discharge of pollutants into waters of the United States, specific sections include
Section 303(d), Section 404 and 401 (refer to wetland section), and Section 402, which establishes the National
Pollutant Discharge Elimination System (NPDES) permitting program.28 Section 303(d) sets forth the process to
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.29 If project activities have the
potential to discharge pollutants into Waters of the United States through a point source, a NPDES permit will likely
be required. IDEQ may also require an Idaho Pollution Discharge Elimination System (IPDES) permit if a project
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
another drainage system that is connected to the North Fork Payette River. A drainage ditch constructed north-
south and parallel to Taxiway A receives overflow water from a snow storage basin area (proposed location for
hangar development), stormwater runoff from the adjacent taxiway, and inflow from intersecting irrigation ditches.
The irrigation ditches and north-south airport drain are all manmade, while the intermittent stream is natural but
has been channelized along the eastern edge of the airport property. Alterations to a stream channel may require a
permit from the Idaho Department of Water Resources (IDWR).
The City of McCall has introduced Drainage Management Guidelines (DMG) to provide a comprehensive approach
to implementing Best Management Practices (BMP’s) that will protect the water quality in both the Payette
Lake and the North Fork of the Payette River and minimize the impact to the surrounding environment from
the pollutants generated by the direct or indirect impact of new development within McCall, Idaho. The DMG
would need to address temporary sediment and erosion control BMP’s to be used during construction as well as
permanent BMP’s.30
As stated in City of McCall, Code of Ordinances, no construction, alteration or activity shall cause harm to water
quality, fish and aquatic habitats, wetlands, significant wildlife habitat harboring any threatened or endangered
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.31
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 availability in the McCall area is quite variable due to complex surface geology. In general,
groundwater levels in the McCall areas are stable. Depths to groundwater vary from near ground surface near the
lake or river, to more than 100 feet in some upland areas.32 According to the IDWR, there are no wells within the
airport property.
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7. Environmental Overview
McCall Municipal Airport (MYL) Master Plan
7.14 AIRPORT MASTER PLAN ENVIRONMENTAL OVERVIEW
Table 7.6 Potential Environmental Impact Categories and Mitigation Measures
Impact Category Potential Mitigation Measures
Air Quality Use Best Management Practices (BMPs) during construction.
Biological Resources
Consultation with USFWS and the state office may be required to
determine impacts to federally-listed and state-listed species, respectively.
Construction BMP’s should be implemented to avoid water quality
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
recommendations outlined in the Wildlife Hazard Site Visit report.
Climate Use data from the City’s GHG Inventory Study to establish a baseline from
which to assess future emission reduction measures.
Coastal Resources Not applicable.
DOT Act Section 4(f)Further analysis may be required to determine impacts to Section 4(f)
resources.
Farmlands Not applicable.
Hazardous Materials, Solid Waste, and Pollution
Prevention Use BMPs during construction.
Historical, Architectural, Archaeological, and Cultural
Resources
Not applicable for the surveyed area for the hangar development;
however, proposed area for runway extension and GA terminal should be
surveyed for historical resources.
Land Use Comply with local land use policies and regulations. Coordination with the
City of McCall Planning Department will be required.
Natural Resources and Energy Supply No significant impacts are expected.
Noise and Noise Compatible Land Use AEDT analysis has determined no impact to noise-compatible land use.
Socioeconomic Impacts, Environmental Justice, and
Children’s Health and Safety Risks
No significant impacts are expected, since the proposed projects are either
on existing airport property or will be on future property acquired by the
airport. Airport design standards have not changed during this Airport
Master Plan study.
Visual Effects
A visual analysis may be required for projects that may indirectly affect the
historic hangar. Use BMPs during construction. No significant impacts are
expected from lighting.
Water Resources
The City of McCall’s Drainage Management Guidelines and Code of
Ordinances recommend using BMPs to protect water quality and minimize
impacts to the surrounding environment from pollutants (direct or
indirect) related to development.
Cumulative Impacts No significant cumulative impacts are expected.
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7. Environmental Overview
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REFERENCES
1 U.S. Environmental Protection Agency, Criteria Air Pollutants. Accessed at: https://www.epa.gov/criteria-
air-pollutants/naaqs-table
2 Nonattainment Areas for Criteria Pollutants (Green Book), US EPA. Accessed at https://www.epa.gov/
green-book
3 U.S. Fish and Wildlife Service, Endangered Species Act Basics. Accessed at: https://www.fws.gov/
endangered/esa-library/pdf/ESA_basics.pdf
4 U.S. Department of Fish and Wildlife. Information for Planning and Consultation (IPaC). Accessed on
December 14, 2020 at https://ecos.fws.gov/ipac/
5 IDFG, Northern Idaho Ground Squirrel. Accessed at: https://fishandgame.idaho.gov/ifwis/cwcs/pdf/
Northern%20Idaho%20Ground%20Squirrel.pdf
6 Yensen, E. 2009. Northern Idaho ground squirrel survey for proposed taxiway relocation project, McCall
Municipal Airport. The College of Idaho, Caldwell, Idaho.
7 FAA. 2020. AC 150/5200-33C Hazardous Wildlife Attractants on or Near Airports. Office of Airport Safety
and Operations. Accessed on December 14, 2020 at https://www.faa.gov/airports/resources/advisory_circulars/
index.cfm/go/document.current/documentNumber/150_5200-33
8 FAA Wildlife Strike Database. Accessed at: https://wildlife.faa.gov/search
9 FAA Order 1050.1F Desktop reference (v2). Accessed at: https://www.faa.gov/about/office_org/
headquarters_offices/apl/environ_policy_guidance/policy/faa_nepa_order/desk_ref/media/3-climate.pdf
10 23 CFR 774 – Parks, Recreation Areas, Wildlife and Waterfowl Refuges, and Historic Sites (Section 4 (f)).
Accessed at: https://www.law.cornell.edu/cfr/text/23/part-774 and,
49 USC 303 – Policy on Lands, Wildlife and Waterfowl Refuges, and Historic Sites. Accessed at: https://www.law.
cornell.edu/uscode/text/49/303
11 EPA, Hazardous Waste. Accessed at: https://www.epa.gov/hw/learn-basics-hazardous-waste
12 FAA, AC 150/1500-17, Land Acquisition and Relocation Assistance for Airport Improvement Program (AIP)
Assisted Projects. Accessed at: https://www.faa.gov/documentLibrary/media/Advisory_Circular/AC-150-5100-17-
Change-7-Land-Acquisition.pdf
13 Advisory Council on Historic Preservation, Section 106 Review Process. Accessed at: https://www.achp.gov/
protecting-historic-properties/section-106-process/introduction-section-106
14 National Park Service, National Register Database. Accessed at: https://www.nps.gov/subjects/
nationalregister/database-research.htm
15 National Park Service (nps.gov)
16 FAA Order 1050.1F, Environmental Impacts: Policies and Procedures. Accessed at: https://www.faa.gov/
documentLibrary/media/Order/FAA_Order_1050_1F.pdf
17 FAA Environmental Desk Reference for Airport Actions, chapter 5 – Compatible Land Use. Accessed at:
https://www.faa.gov/airports/environmental/environmental_desk_ref/media/desk-ref-chap5.pdf
18 McCall Municipal Code. Title 3 Chapter 7 Special Districts. Accessed on December 15, 2020 at https://
codelibrary.amlegal.com/codes/mccallid/latest/mccall_id/0-0-0-7583
19 U.S Census. 2019. ACS Demographic and Housing Estimates. 2019: ACS 5-year Estimates Data
Profiles. Accessed at https://data.census.gov/cedsci/table?q=ACSDP5Y2019.DP05%20McCall%20city,%20
Idaho&g=1600000US1648790&tid=ACSDP5Y2019.DP05&hidePreview=true
20 U.S. Census. 2019. ACS Selected Economic Characteristics. 2019: ACS 5-year Estimates Data
Profiles. Accessed at https://data.census.gov/cedsci/table?q=ACSDP5Y2019.DP03%20McCall%20city,%20
Idaho&g=1600000US1648790&tid=ACSDP5Y2019
21 U.S. Census. 2019. ACS Demographic and Housing Estimates. 2019: ACS 5-Year Estimates Data
Page 171
7. Environmental Overview
McCall Municipal Airport (MYL) Master Plan
Profiles. Accessed at https://data.census.gov/cedsci/table?q=ACSDP5Y2019.DP05%20McCall%20city,%20
Idaho&g=1600000US1648790&tid=ACSDP5Y2019.DP05&hidePreview=true
22 FAA Order 1050.1F, Desk reference (v2). Accessed at: https://www.faa.gov/about/office_org/headquarters_
offices/apl/environ_policy_guidance/policy/faa_nepa_order/desk_ref/media/14-water-resources.pdf
23 Environmental Protection Agency (EPA). Clean Water Act, Section 404. Accessed April 27, 2018 at https://
www.epa.gov/cwa-404/clean-water-act-section-404
24 Valley County Land Use and Development Ordinance. Accessed at: http://www.co.valley.id.us/images/pdf/
LUDO_August29.2006.2.pdf
25 T-O Engineers. 2019. Wetland Delineation, McCall Municipal Airport. T-O Engineers, Meridian, Idaho.
26 FAA. 2015. 1050.1F Environmental Desk Reference, Chapter 14, Water Resources. Accessed December 14,
2020 at https://www.faa.gov/about/office_org/headquarters_offices/apl/environ_policy_guidance/policy/faa_nepa_
order/desk_ref/media/14-water-resources.pdf
27 EPA. Federal Water Pollution Control Act (Clean Water Act), as amended through P.L. 107-303, November
27, 2002. Accessed April 27, 2018 at https://www.epa.gov/sites/production/files/2017-08/documents/federal-
water-pollution-control-act-508full.pdf
28 40 CFR part 122 – EPA Administered Permit Programs: The National Pollutant Discharge Elimination
System. Accessed April 27, 2018 at https://www.gpo.gov/fdsys/pkg/CFR-2015-title40-vol22/pdf/CFR-2015-title40-
vol22-part122.pdf
29 40 CFR Part 130.7 – Total Maximum Daily Loads (TMDL) and individual water quality-based effluent
limitations. Accessed April 27, 2018 at https://www.gpo.gov/fdsys/pkg/CFR-2013-title40-vol23/pdf/CFR-2013-
title40-vol23-sec130-7.pdf
30 City of McCall. Community Development Department, Drainage Management Guidelines, January 1997.
Accessed at: https://evogov.s3.amazonaws.com/141/media/115536.pdf
31 City of McCall, Code of Ordinances. Accessed at: https://codelibrary.amlegal.com/codes/mccallid/latest/
mccall_id/0-0-0-1457
32 City of McCall, 2018. McCall Water System Master Plan. Accessed at: https://evogov.s3.amazonaws.com/
media/141/media/124174.pdf
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McCall Municipal Airport (MYL) Master Plan
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
revenues and expenses are reviewed to evaluate the financial
feasibility of the development plan.
8.1 GENERAL
The facilities implementation plan provides guidance on how to implement the findings and recommendations
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)
and the airport’s financial plan. The plan should be implemented on an as-needed basis that is consistent with the
financial capability and needs of the airport and community.
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
consist of short-term expenses related to the routine maintenance, operation, and management of the airport.
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
airports. Larger development items are determined to be needed and are justified through these planning efforts.
Once planning identifies a project need, it is added to the CIP and SCIP by the Airport Sponsor during an annual
review by the FAA and ITD Aeronautics. During the review, completed projects are removed, pending projects
are refined, and new needs are added to future years. Once a project is on the CIP, it may take several years to
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%.
Note: Federal COVID-19 relief programs in 2020 and 2021 provided for 100% FAA matches.
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.
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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 are based on 2020 dollars. Consequently, these estimates should be
considered foundational, as actual costs may increase over time due to a wide range of circumstances.
The master schedule is presented in three phases, based on federal fiscal years (October 1 – September 30). Phase
1 represents the short-term planning period of 1 – 5 years (FY2022 – 2026); Phase 2 represents the mid-term
planning period of 6 – 10 years (FY2027 – 2031); and Phase 3 represents the long-term planning period of 11 – 20
years (FY2032 – 2042). It should be noted that this is a recommended implementation plan, as variance is expected
to occur, particularly during Phases 2 and 3, due to changing conditions.
PHASE 1 DEVELOPMENT
This phase addresses the immediate needs of the airport – pavement reconstruction, infield development, and
runway incursion mitigation measures.
1-1 Taxiway D Reconstruction: This project will increase circulation and efficiency within the terminal area by
constructing a new taxiway adjacent to the existing transient apron. This new taxiway will be construction to meet
ADG-II standards.
1-2 Rehabilitate Runway 16/34: This project will rehabilitate the pavement of Runway 16/34, re-designate the
runway to 17/35 due to magnetic declination, and update the runway signage to the new runway designation.
1-3 Infield Development – Extension of Utilities: This project will be Sponsor-funded and will extend utilities into the
infield to accommodate future hangar development.
1-4 Infield Development – Phase 1: This project will design and construct new Taxilane F to accommodate future
hangar development. Taxilane F will be constructed to meet ADG-I standards.
1-5 Transient Apron Reconstruction – Phase 1: This project will design and reconstruct the transient apron
pavement and reconfigure the aircraft parking spaces to meet current design standards and increase efficiency in
the terminal area.
1-6 Transient Apron Reconstruction – Phase 2: This is a continuation of 1-5, based on funding availability.
1-7 Pavement Reconstruction – Phase 3: This is a continuation of 1-6, if necessary, and design and reconstruction of
Taxiway E, and Taxilanes H, J, K, and E-3.
1-8 Taxiway B-1 Reconfiguration, Runway 17 Blast Pad Expansion, Taxiways A-2 and B-2 Fillets, and Elevated
Runway Guard Lights: This project will remove the wide expanse of pavement at Taxiway B-1 and reconstruct it to
coincide with the runway end with proper fillets. The blast pad will be expanded to meet current design standards.
Taxiways A-2 and B-2 will be reconstructed with proper fillets and elevated runway guard lights to reduce the
possibility of runway incursions.
1-9 Runway 17/35 Lighting Replacement: This project will replace the runway edge lights.
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8. Implementation Plan & Financial Feasibility
McCall Municipal Airport (MYL) Master Plan
Ë
0 990 1,980Feet
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
Figure 8.1 Phase 1 Development Plan
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8. Implementation Plan & Financial Feasibility
McCall Municipal Airport (MYL) Master Plan
PHASE 2 DEVELOPMENT
This phase includes steps to grow the airport and improve safety, including land acquisition, obstruction removal,
Snow Removal Equipment (SRE) acquisition, and a regular schedule of pavement maintenance.
2-1 Land Acquisition for ASOS Relocation: The ASOS must be relocated to maximize the infield for development
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.
2-2 Pavement Maintenance – Runway 17/35 and Taxiway A. Runway 17/35 and Taxiway A will receive treatment to
extend the life of the pavement.
2-3 Construct Wildlife Fencing: This project will complete wildlife fencing around the south and western portions of
the airport, or where there are currently holes in the existing fence.
2-4 Obstruction Removal Runway 35 Approach: This project will remove obstructions within the Runway 35
approach corridor.
2-5 Infield Development – Construction Taxilane G: This project will design and construct a new taxilane in the
infield to accommodate future hangar development. This taxilane will be constructed to ADG-II standards.
2-6 Relocate ASOS: The ASOS will be relocated from the infield, following land acquisition.
2-7 Runway 35 Flight Procedure Coordination and Development: This project assumes the instrument approach
procedure will need to be re-evaluated following project 2-4, to include AGIS aeronautical survey and flight
procedure development to meet LPV minimums.
2-8 Land Acquisition: This land acquisition will accommodate a future runway extension to the south, approach
protection to the south, a general aviation terminal, and extension of Krahn Lane onto the airport from S.H. 55.
2-9 Pavement Maintenance – Taxiway B and B-2: Pavement will receive treatment to extend the life of the
pavement.
2-10 Acquire SRE: A new piece of Snow Removal Equipment will be acquired to replace aging equipment.
2-11 Pavement Maintenance – Transient Apron, Taxiways C and D: Pavement will receive treatment to extend the
life of the pavement.
2-12 Pavement Maintenance – Taxiway E, Taxilanes H, J, K, and E-3: Pavement will receive treatment to extend the
life of the pavement.
2-13 Obstruction Removal Runway 17 Approach: This project will remove obstructions from the Runway 17
approach corridor.
2-14 Pavement Maintenance – Taxiways B-1, B-2, and A-2. Pavement will receive treatment to extend its useful life.
2-15 Update Airport Master Plan: The Airport Master Plan will be updated to address future conditions at and
around the airport.
2-16 Install Runway 17 PAPI: Following removal of obstructions during 2-12.
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8. Implementation Plan & Financial Feasibility
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Ë
0 990 1,980Feet
LEGEND - PHASE 2
(((*Relocated ASOS
!ssXY 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
Figure 8.2 Phase 2 Development Plan
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8. Implementation Plan & Financial Feasibility
McCall Municipal Airport (MYL) Master Plan
PHASE 3 DEVELOPMENT
This phase represents the long-term development projects and is highlighted by a runway extension, land acquisition
for potential revenue-generating uses, and construction of a general aviation terminal and extension of Krahn Lane.
3-1 Environmental Assessment for Runway 35 Extension
3-2 Extend Runway 35 and Taxiway A, Install Runway 35 PAPI – Design and Construction
3-3 Pavement Maintenance – Runway 17/35 and Taxiway A
3-4 Land Acquisition – S.H. 55 Triangle
3-5 Acquire SRE
3-6 General Aviation Terminal and Krahn Lane Extension – Design and Construction
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8. Implementation Plan & Financial Feasibility
McCall Municipal Airport (MYL) Master Plan
Ë
0 990 1,980Feet
LEGEND - PHASE 3
(((*Relocated ASOS (Previous Phasing)
!ssXY PAPI (Previous Phasing)
!ssXY 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
!*
!<
Figure 8.3 Phase 3 Development Plan
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McCall Municipal Airport (MYL) Master Plan
Table 8.1 Development Plan Cost Estimates
Phase Proposed Development FAA (90%)State (10%)McCall (10%)Total
Phase 1 (1-5 Years)
1-1 (FY22)Taxiway D Reconstruction $1,500,000.00 $83,333.33 $83,333.33 $1,666,666.67
1-2 (FY22)
Rehabilitate RW 16/34,
Redesignate to 17/35, Update
Runway Signage
$380,000.00 $21,111.11 $21,111.11 $422,222.22
1-3 (FY22)Infield Development - Extension of
Utilities (Sponsor Only)$ -$ -$300,000.00 $300,000.00
1-4 (FY23)Infield Development - Phase 1,
Taxilane F Design & Construction $450,000.00 $25,000.00 $25,000.00 $500,000.00
1-5 (FY23)Transient Apron Reconstruction -
Phase 1 $3,600,000.00 $200,000.00 $200,000.00 $4,000,000.00
1-6 (FY24)Transient Apron Reconstruction -
Phase 2 $3,600,000.00 $200,000.00 $200,000.00 $4,000,000.00
1-7 (FY25)Pavement Reconstruction - Phase 3,
TW E, TL H, J, K, E-3 $1,188,000.00 $66,000.00 $66,000.00 $1,320,000.00
1-8 (FY26)
TW B-1 Reconfiguration, RW 17
Blast Pad Expansion, TW A-2 and
B-2 Fillets, Guard Lights
$450,000.00 $25,000.00 $25,000.00 $500,000.00
1-9 (FY26)RW 17/35 Lighting Replacement $247,500.00 $13,750.00 $13,750.00 $275,000.00
Phase 2 (6-10 Years)
2-1 (FY27)Land Acquisition for ASOS
Relocation (12 ac)$3,100,000.00 $172,222.22 $172,222.22 $3,444,444.44
2-2 (FY27)Pavement Maintenance - RW
17/35, TW A $450,000.00 $25,000.00 $25,000.00 $500,000.00
2-3 (FY27)Construct Wildlife Fencing $225,000.00 $12,500.00 $12,500.00 $250,000.00
2-4 (FY27)Obstruction Removal RW 35 $300,000.00 $16,666.67 $16,666.67 $333,333.33
2-5 (FY27)Infield Development - Construct TL
G $382,500.00 $21,250.00 $21,250.00 $425,000.00
2-6 (FY28)Relocate ASOS $365,000.00 $20,277.78 $20,277.78 $405,555.56
2-7 (FY28)RW 35 Flight Procedure
Development $40,000.00 $2,222.22 $2,222.22 $44,444.44
2-8 (FY28)
Land Acquisition for Runway
Extension (32 ac), Approach
Protection, and GA Terminal, Krahn
Lane Extension (17 ac)
$7,717,500.00 $428,750.00 $428,750.00 $8,575,000.00
2-9 (FY28)Pavement Maintenance - TW B, B-2 $337,500.00 $18,750.00 $18,750.00 $375,000.00
2-10 (FY28)Acquire SRE $675,000.00 $37,500.00 $37,500.00 $750,000.00
2-11 (FY29)Pavement Maintenance - Transient
Apron, TW C and D $350,000.00 $19,444.44 $19,444.44 $388,888.89
2-12 (FY30)Pavement Maintenance - TW E, TL
H, J, K, E-3 $300,000.00 $16,666.66 $16,666.66 $333,333.33
2-13 (FY30)Obstruction Removal RW 17 $300,000.00 $16,666.66 $16,666.66 $333,333.33
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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
enough to receive discretionary funding, leaving the airport to seek alternative funding sources, or self-fund the
projects. This section identifies some of the more common funding sources used for airport projects.
FEDERAL AIRPORT IMPROVEMENT PROGRAM
A general description of the federal Airport Improvement Program (AIP) is provided in Chapter 1, Airports and
Master Plans Introduction. AIP grants may come in the form of nonprimary entitlements (NPE), which is currently
set at $150,000 per year; discretionary, which MYL competes with other airports for in the FAA’s Northwest
Mountain Region; and state apportionment, which is money set aside for the state through the AIP.
COVID-19 RELIEF PROGRAMS
The COVID-19 pandemic placed a substantial financial burden on airports during 2020, due to lockdowns and travel
restrictions. To assist airports, the federal government passed three laws which injected stimulus funding into the
airport system – the Coronavirus Aid, Relief, and Economic Security (CARES) Act in 2020, the Coronavirus Response
and Relief Supplemental Appropriation Act (CRRSAA) in 2020, and the American Rescue Plan Act of 2021 (ARPA)
Table 8.1 Development Plan Cost Estimates (Continued)
Phase Proposed Development FAA (90%)State (10%)McCall (10%)Total
Phase 2 (6-10 Years, Continued)
2-14 (FY31)Pavement Maintenance - TW B-1,
B-2, A-2 $300,000.00 $16,666.66 $16,666.66 $333,333.33
2-15 (FY31)Update Airport Master Plan $350,000.00 $19,444.45 $19,444.45 $100,000.00
2-16 (FY31)Install RW 17 PAPI $90,000.00 $5,000.00 $5,000.00 $300,000.00
Phase 3 (11-20 Years)
3-1 Environmental Assessment for
Runway Extension $230,000.00 $12,777.78 $12,777.78 $255,555.56
3-2 Extend RW 35 and TW A - Design &
Construction $585,000.00 $32,500.00 $32,500.00 $650,000.00
3-3 Pavement Maintenance - RW
17/35, TW A $450,000.00 $25,000.00 $25,000.00 $500,000.00
3-4 Land Acquisition - S.H. 55 Triangle
(12 ac) $1,890,000.00 $105,000.00 $105,000.00 $2,100,000.00
3-5 Acquire SRE $675,000.00 $37,500.00 $37,500.00 $750,000.00
3-6 GA Terminal, Krahn Lane Extension
- Design & Construction $4,050,000.00 $225,000.00 $225,000.00 $4,500,000.00
Table 8.2 Cost Estimate Summary
Phase Federal (90%)State (5%)McCall (5%)Total
Short-Term $11,415,500.00 $634,194.45 $934,194.45 $12,983,888.89
Medium-Term $15,282,500.00 $849,027.78 $849,027.78 $16,980,555.56
Long-Term $7,880,000.00 $437,777.78 $437,777.78 $8,755,555.56
Total $34,578,000.00 $1,918,777.78 $2,221,000.00 $38,720,000.00
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in 2021. These federal laws allowed federal funding to be used for items not eligible under AIP, such as operations,
personnel, and maintenance costs, rent relief, payment of debt service, cleaning, and sanitation. CARES, CRRSAA,
and ARPA grant funding came from the U.S. Treasury’s General Fund, rather than the Airport and Airway Trust Fund
(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.
IAAP funds are derived from Idaho’s aviation fuel tax, $.07/gallon for aviation gasoline and $.06/gallon for jet fuel.
The IAAP is a Trustee and Benefit program providing matching funds to municipal governments for public airport
improvements. Allocations must meet high priority needs and achieve maximum benefit and use of available funds.
The allocation program is designed to provide the greatest and best utilization of limited Idaho Airport Aid funds.
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.
The IAAP is administered according to Idaho Administrative Code IDAPA 39.04.01. This rule states that an airport
owner should have a state approved airport plan (section 701.01), and protective zoning (Idaho law Title 67 Chapter
6508 Section q) in place to participate in the IAAP. However, if they do not have a plan or protective zoning in place,
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
Supplies Program supplies airports with certain maintenance items, such as lamps, light fixtures, and wind cones. The
Small Projects Program provides funding for emergency or unscheduled improvements of less than $2,000.
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
with a population of 10,000 or less, and must be requested by a city, county, or tribal government. Idaho Gem Grants
of up to $50,000 are intended to be used for private sector job creation and economic development. Eligible projects
include infrastructure for new businesses and matching funds for economic development projects.
The Idaho Department of Commerce also administers the Community Development Block Grant Program (CDBG),
which is intended for Idaho cities and counties with less than 50,000 people. Eligible projects include public facility
improvements that support businesses who are expanding and creating jobs.
Another program administered by the Idaho Department of Commerce is the Rural Community Investment Fund
(RCIF), which provides funds to rural areas with a population of less than 25,000 to support economic expansion
and job creation. Projects must have a measurable rural benefit and include extension of utilities to a site for a new
business or industrial park. Grant limits are $50,000 to $500,000. A local match is required, but there is no set
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
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funds are used to match grants that do not cover 100% of project costs, and to fund operations, maintenance, and
administration of the airport.
PRIVATE FUNDING
Private funding for airport improvements typically comes in the form of investors who are intending to make
extensive use of the airport through development of hangars or an airport business, such as an FBO. Such endeavors
may require substantial infrastructure improvements that ultimately benefit the public use portions of the airport,
but obligate the investor with a significant financial commitment. Financial commitments of this magnitude require
long-term agreements between the private entity and Airport Sponsor to make it palatable for investors.
REVENUE AND SPECIAL FACILITY BONDS
Article VIII, Public Indebtedness and Subsidies, Section 3E, Airports and Air Navigation Facilities – Airport Related
Projects – Revenue and Special Facility Bond Financing, of the Idaho State Constitution authorizes airport operators to
issue revenue and special facility bonds to finance the cost of airport improvements intended for public use. Bonds
would then be paid for with revenue generated by the facilities financed by the bonds.
OTHER FEDERAL LOAN PROGRAMS
Other sources of funding can be applied for through the United States Department of Agriculture (USDA), and
the United States Economic Development Administration (USEDA). The USDA Rural Development program is for
communities with a population less than 20,000 people. The mission is to create economic prosperity and improve
the quality of life in rural areas, where access to financing is more challenging. Funding for Rural Development
programs are for projects which enhance community infrastructure, and spur economic growth by providing quality
jobs, and attract new businesses.
Under the Rural Development program is the Community Facilities Loan Program, specifically for transportation
infrastructure, such as airports. Funding may be used for terminals, hangars, runways, parking areas, roadway,
curbside, and administrative facilities. Additionally, USDA Community Facility loans may be used as the community
match for FAA funding. The average direct loan size is four million, though much larger loans are available. The
Community Facilities Program has funded projects greater than $100 million dollars. The interest rates may be fixed
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
The current fee schedule for McCall Municipal Airport was adopted via Resolution 20-23 on December 17, 2020
and is described in Table 8.3.
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Table 8.3 McCall Municipal Airport Fee Schedule
Description Fee Amount
Fuel Flowage Fees (per gallon)$0.08
Seasonal Tie-Down Rates (permonth, 25% discount forpaying 6 months in advance)
Single Engine and Small Twin, T-Tie Down Area $50.00
Twin Tie-Down Row $75.00
Jet Row $200.00
Aircraft Parking
Piston Single & Light Piston Twin, less than 6,000 pounds (per night)$5.00
Piston Single & Light Piston Twin, 6,000 – 12,500 pounds (after 4 hours)$7.50
Turbine-Powered Single/Twin (after 4 hours)$15.00
Jets less than 12,500 pounds (after 4 hours)$40.00
Jets 12,500 pounds and greater (after 4 hours)$45.00
New Land Leases (annually, per square foot, base year 2018 adjusted annually effective October 1, according to the
percentage increase of the Western Urban Consumer Price Index for the 12 calendar months prior and including the
most recent month for which an Index is available.
Covered $0.3127
Bare $0.3127
New Lease Prep Fee $300.00
Lease Assignment Fee
Not to exceed $1,000 and
not to exceed actual cost of
personnel and expenses
Lease Termination Fee $50.00
Survey Work (Tenant requested only)Cost + Admin Fee
Landing Fees (per 1,000 pounds) maximum certificated gross takeoff weight
Less than 8,000 pounds No Charge
Based Aircraft 8,000 pounds $1.10
Transient Group A, B, C, Category I & II greater 8,000 pounds and greater $1.65
Category III and greater $2.75
All Air Ambulance and Fire Fighting Aircraft No Charge
Hangar Wait List $500.00
Car Rental Fees (On airport and picking up or dropping off at airport)10% of gross receipts
Commercial Operator Permits (Not leasing from airport or subleasing from airport tenant)
Itinerant Commercial Operators
$500.00 per year, landing fee
at $1.65 credited against first
$500.00
FAR Part 137 agricultural operators, except fire fighters $500.00 per month
Scheduled Part 135 (less than 10 seats)$1,000.00 per year, landing
fee at $1.65
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REVENUE AND EXPENSE, FY2017 - 2022
The following revenue and expenses were derived from City of McCall annual budgets, excluding grants, for fiscal
years 2017 - 2022. For that period, the greatest revenue source was from hangar leases, followed by property taxes,
then the U.S. Forest Service contract. The greatest expense during that period was personnel costs, followed by
operating expenses, then inter-fund transfers for City administrative, GIS, and network support services. Operating
expenses include utilities, facility and equipment repairs, professional services, and fuel.
Table 8.3 McCall Municipal Airport Fee Schedule (Continued)
Description Fee Amount
Vehicle Parking (non-aircraft)
Daily $5.00
Vehicle operator leasing from airport or subleasing or receiving services from airport
tenant. Monthly rate paid in advance $25.00
Vehicle operator leasing neither leasing from airport nor subleasing nor receiving
services from airport tenant. Monthly rate paid in advance $50.00
Snow Removal from Leased Space
Automatic removal option (per square foot)$0.01
As-requested option, request received prior to 9 am (per square foot)$0.01 + $10.00
As-requested expedited option (per square foot)$0.015
Construction/Project Fees
New Hangar Construction Staff Review $150.00
Projects for Tenants through Airport Staff Cost + Admin Fee
Administrative Fee 10%
Source: City of McCall
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Table 8.4 McCall Municipal Airport Revenues
Revenue Source FY17 Actual FY18 Actual FY19 Actual FY20 Actual FY21 Actual FY22 Adopted
Property Taxes $44,769 $18,970 $55,397 $71,957 $65,723 $62,342
County Airport Levy $15,600 $15,600 $15,600 $15,600 $15,600 $15,600
Penalties & Interest $269 $217 $228 $675 $394 $500
Landing Fees $6,429 $16,225 $11,646 $14,278 $15,318 $9,500
Tie-Down Feeas $3,573 $3,368 $1,750 $1,375 $1,745 $2,750
Overnight Parking Fees $3,200 $9,485 $6,357 $6,174 $5,485 $4,000
Vehicle Parking Fees $0 $0 $1,500 $0 $0 $100
Car Rental Fees $4,617 $8,073 $6,942 $5,724 $9,849 $5,500
Snow Removal $0 $0 $0 $0 $0 $0
Fuel Flowage Fees $22,270 $33,773 $27,362 $25,068 $37,492 $22,500
Interest $2,183 $1,932 $11,238 $11,269 $1,608 $1,500
Appropriated Fund
Balance $0 $0 $0 $0 $0 $28,500
Inter-Fund Transfer $7,200 $87,359 $0 $0 $0 $0
Hangar Leases $154,773 $157,475 $172,101 $173,858 $179,567 $175,000
USFS Contract $57,740 $55,021 $54,670 $55,489 $56,390 $58,500
Local Tax Option $30,000 $0 $0 $0 $0 $0
Contracts/Agreements $4,200 $3,331 $700 $700 $700 $1,250
ID Fuel Tax Refund $33 $0 $0 $1,128 $0 $150
Miscellaneous $450 $2,400 $2,944 $2,294 $1,511 $0
Sale of Property $24,776 $0 $3,800 $0 $0 $0
Contingent Revenue $0 $0 $0 $0 $0 $0
Total Revenue $382,082 $413,229 $379,435 $385,589 $391,381 $387,692
Source: City of McCall Annual Budgets
Table 8.5 McCall Municipal Airport Expenses
Expense Source FY17 Actual FY18 Actual FY19 Actual FY20 Actual FY21 Actual FY22 Adopted
Personnel $147,877 $142,871 $163,903 $169,182 $172,839 $195,530
Operating $70,326 $66,022 $81,373 $67,885 $79,091 $97,850
Capital Expense $119,854 $0 $41,566 $0 $0 $0
Inter-Fund Transfer $35,720 $53,603 $64,405 $67,846 $64,548 $65,812
Contingent Expenses $0 $0 $0 $0 $0 $0
Total Expense $373,777 $262,496 $351,247 $304,913 $316,479 $359,192
Source: City of McCall Annual Budgets
From the tables above, if contingent revenue and contingent expense are removed since they cancel each other out,
the Average Annual Growth Rate (AAGR) of revenue is 0.4%, while the AAGR of expense is 1.6%.
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REVENUE AND EXPENSE, PROJECTED
The following revenue and expense projections were made using very broad and general assumptions, based on
historic performance, a Consumer Price Index (CPI) (all items in West urban, all urban consumers, not seasonally
adjusted) of 2.5%, and the implementation of revenue generating projects, such as the infield development area. For
revenue projections, fiscal years 2023 and 2024 assume a growth rate of 3.0% to account for new lease plots, then
2.5% thereafter. For expense projections, a 3.0% growth rate is assumed to account for CPI, aging infrastructure,
and added infrastructure that will require maintenance. At this assumed rate, expenses will catch up to and overtake
revenue in FY2040.
8.6 POTENTIAL REVENUE ENHANCEMENT
The Airport Sponsor is responsible under Grant Assurance #24 to maintain a fee and rental structure which
makes the airport as self-sustaining as possible under the circumstances that exist at the airport. Per FAA Order
5190.6B, Airport Compliance Manual, fees for aeronautical uses only need to be fair and reasonable, while fees
for nonaeronautical uses must be at fair market value. Charges for nonaeronautical uses at less than fair market
value constitute a subsidy of local government and is considered revenue diversion, a violation of Grant Assurance
#25. The FAA expects Airport Sponsors to charge police or fire fighting units that operate aircraft at the airport
reasonable fees for their aeronautical use, but may offset the value of those services against airport fees (in-kind
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
extent they provide benefits to civil aviation.
McCall Municipal Airport’s fee schedule was last updated in December of 2020. A review of the fee schedule should
be conducted annually to ensure the rates and charges are current and relevant, with adjustments made accordingly.
Another potential revenue source is from nonaeronautical development along S.H. 55 following land acquisition in
Phase 3 of the development plan. Examples for this triangular-shaped parcel include a hotel, restaurant, conference
center, self-storage, or campground. One existing nonaeronautical opportunity area is a strip of airport property
west of Taxiway B, north of the Smokejumper base, and south of Deinhard Lane. Examples for this area include a
Figure 8.4 MYL Revenue and Expense, Historic and Projected
$-
$100,000.00
$200,000.00
$300,000.00
$400,000.00
$500,000.00
$600,000.00
$700,000.00
F
Y
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7
F
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F
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FY
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FY
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5
FY
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FY
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FY
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FY
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FY
3
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FY
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9
FY
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Total Revenue Total Expenses
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8. Implementation Plan & Financial Feasibility
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public viewing area, pocket park, community garden, campground, or storage. Any nonaeronautical uses on airport
property would need prior approval from the FAA.
The general aviation terminal proposed in Phase 3 of the development plan should incorporate leasable space for
an aeronautical user, such as an air charter company, which would also generate revenue. Other revenue generating
activities in the general aviation terminal include advertising, concessions, ATM, rental cars, and vehicle parking.
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
revenue generating capacity at the airport, will be key to a successful implementation of this Airport Master Plan.
Furthermore, the projects contained in the development plan are for planning and programming purposes, and do
not commit the Airport Sponsor or FAA to carry out or fund the projects. If a project is not financially feasible or
justified, it will not be pursued.
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9. Airport Layout Plan
McCall Municipal Airport (MYL) Master Plan
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
An approved Airport Layout Plan (ALP) is necessary for an airport to receive financial assistance under the terms of
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
within the drawing set. All layout drawings appropriate to the project were produced using FAA standards as defined
in AC 150/5070-6B, Airport Master Plans and AC 150/5300-13A, Airport Design. 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)
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• 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.
• FAA Approved Airport Modification to Standards Table, including approved date.
• 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 note in the appropriate table and drawing will point out the deficiency.
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.
The ALP depicts the existing and future airport facilities and includes facility identifications, description labels,
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.
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9. Airport Layout Plan
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• 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
The airport airspace drawing identifies all penetrations to surfaces as defined by 14 CFR Part 77, Safe, Efficient Use,
and Preservation of the Navigable 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.
• Small scale profile views of future approaches.
• Obstruction data tables, including terrain and significant items, obstruction identification number
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
ends with an aerial image with contoured background, 2) profile drawing that displays the center line ground profile
detail and critical ground profile for the inner approach of both runway ends, and 3) obstructions to Part 77 surfaces.
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
shaded, and 3) a profile that displays the center line ground profile and critical ground profile beyond the runway
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.
• Large scale projected profile views of inner portions of approaches for each runway, usually limited to the
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.
• Profile View Details including terrain and significant items and obstructions with numbers on the plan view.
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9. Airport Layout Plan
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• Approach Profile Details including a depiction of the ground profile along the extended runway centerline
representing the composite profile, based on the highest terrain across the width and along the length of the
approach surface.
• The Approach Profile Details also includes the identification of all significant objects within the approach
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
The Terminal Area plan is a detailed view of the apron that allows sufficient scale to present dimensions and
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
the amount of attractive natural ground is important to reduce the potential of wildlife impacts. Specific problem
areas are animal attractants, such as golf courses and parks (goose attractant), certain farming activities (mammal
and bird attractants), landfills (bird attractant), and other uses like high cover that offer sanctuary to wildlife. Natural
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.
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The land use and zoning photograph and map display the airport and a large surrounding area. Defined airport
safety zones are overlaid and include:
• Aerial base map.
• Legend with symbols and land use descriptions.
• Airport and nearby communities.
• City defined airport safety zones.
9.9 AIRPORT PHOTO AND CONTOURS
The Airport Photo and Contours depicts the terrain contours, using five-foot and two-foot contours, of land around
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, Land
Acquisition and Relocation Assistance for Airport Improvement Program Assisted Projects, 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 runway protection zones, runway configurations, and building restriction lines.
• 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.
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PAGE LEFT BLANK INTENTIONALLY
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10. Planning for Compliance
McCall Municipal Airport (MYL) Master Plan
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, Airport Compliance Manual, 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
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• 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
aeronautical activity at the airport. (Aeronautical activity is defined as any activity which involves, makes
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.
3) Duration of obligation: Standard1.
c. Operation of the Airport:
1) Applies to airports subject to: FAA/ADAP/AIP agreements and surplus property conveyances.
2) Obligation: To operate the aeronautical and common use areas for the benefit of the public and in a
manner that will eliminate hazards to aircraft and persons.
3) Duration of obligation: Standard1.
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
penetrate the imaginary surfaces as defined in FAR Part 77, or other appropriate citation applicable to the
specific agreement or conveyance document.)
3) Duration of obligation: Standard1.
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
years or continue indefinitely. Also, grants to a private operator of a public-use general aviation airport provide for a
defined duration of the obligations attached to the grant, and the grant documents should be reviewed to determine
the actual obligations that apply.
3) Surplus property deeds and nonsurplus land conveyance documents. Documents conveying federal land and property
interests for airport use generally have no expiration date, and obligations continue indefinitely until the Sponsor is
formally released from the obligation by the FAA. Obligations run with the land and bind subsequent owners.
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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.
3) Duration of obligation: Standard1.
f. Availability of Fair and Reasonable Terms:
1) Applies to airports subject to: Any federal agreement or property conveyance.
2) Obligation: To operate the airport for the use and benefit of the public to make it available to all types,
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.
3) Duration of obligation: Standard1.
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.
3) Duration of obligation: Standard1.
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.
3) Duration of obligation: Standard1.
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.
3) Duration of obligation: Standard1.
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.
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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.)
3) Duration of obligation: Standard1.
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.
3) Duration of Obligation: Standard1.
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
these commitments be fulfilled before FAA grant issuance or as part of the grant.
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
• Reports and Inspections
• Consultation with Users
• Terminal Development Prerequisites
• Construction Inspection and Approval
• Minimum Wage Rates
• Veterans Preference
• Audits, Audit Reports and Record Keeping Requirement
• Local Approval
• Civil Rights
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• Construction Accomplishment
• Planning Projects
• Good Title
• Sponsor Fund Availability
10.4 GRANT ASSURANCES
There are 39 Grant Assurances that are briefly described here. Complete descriptions and requirements are located
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
and to finance and carry out the proposed project and comply with all terms, conditions, and assurances of the
grant agreement. As applicable, a resolution, motion, or similar action must be duly adopted or passed as an
official act of the applicant’s governing body authorizing the filing of the application.
3. Sponsor Fund Availability - The Sponsor must have sufficient funds available for the portion of the project
costs that will not be paid by the U.S. government. Sufficient funds must also be available to assure operation
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. Pavement Preventative Maintenance - The Sponsor assures or certifies that an effective pavement-
maintenance management program has been implemented.
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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
only applies where individuals are available and qualified.
16. Conformity to Plans and Specifications - The project must be executed subject to FAA approved plans,
specifications, and schedules.
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
approved plans, specifications, and schedules.
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
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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
with federal financial assistance and all those usable for landing and takeoff of aircraft available to the United
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
government for the use in connection with any air traffic control, air navigation activities, weather-reporting,
and communication activities related to air traffic control.
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
elimination or relocation at the Sponsor’s expense.
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
benefiting from funds received.
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
qualifications-based method.
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. Policies, Standards, and Specifications - The Sponsor must carry out the project in accordance with the FAA
approved policies, standards, and specifications.
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
conditions for hangars constructed on the airport at the aircraft owner’s expense.
39. Competitive Access - Applies to medium or large hub airports.
The FAA has published additional guidance in a document entitled Airport Sponsor and Airport User Rights and
Responsibilities. This 10-page booklet features a handful of key grant assurances in simplified terms. Notably, Grant
Assurances 5, 22, 23, 24, and 25 are highlighted in this publication.
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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
to as an “informal complaint.” Individuals seeking to file informal complaints are encouraged to do so in writing.
Alleged violations are investigated by the FAA’s local Airports District Office (ADO) or Regional Airports Division.
14 CFR 16, commonly referred to as Part 16, outlines a formal complaint process. In order to file a formal complaint
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
Database contains copies of final FAA determinations. Because complaints often focus on similar issues, an
understanding of how the FAA has decided a case in the past may be beneficial.
Most violations of Airport Sponsor federal obligations are not a deliberate attempt to circumvent federal obligations.
Generally, violations occur because Sponsors do not understand specific requirements or how a requirement applies
to a specific circumstance. The Airport Compliance Program works to ensure Sponsors are fully informed of their
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
creation of hazards to air navigation, reductions in airport utility resulting from obstructions to flight paths, or noise-
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
affects flight operations from the airport nor is itself adversely affected by the flight operations. Land uses that
adversely affect flight operations are ones that create or contribute to a flight hazard. These can include tall
structures, features that inhibit pilot visibility such as light or smoke, produce electronic aberrations in navigational
guidance systems, or that attract birds.
Order 5190.6B states the FAA’s position in regard to several variations on residential properties on or near airports.
Airpark developments allow aircraft owners to reside and park their aircraft on the same property with immediate
access to an airfield. The FAA considers residential use by aircraft owners to be no different from any residential use
and finds it incompatible with the operation of a public use airport (20.4.b).
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).
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A “through-the-fence” operation is defined by the FAA as any activity or use of real property of an aeronautical or
nonaeronautical nature that is located outside (or off) of airport property but has access to the airport’s runway
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.
Allowing access could be an encumbrance on the airport in conflict with Grant Assurance 5. Residential hangars
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
offices.
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,
municipal flood control channels and drainage basins, sanitary landfills, solid waste transfer stations, electrical
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
agreed to by Airport Sponsors in exchange for valuable benefits and rights granted by the United States in return
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.
The FAA considers all federal airport obligations important. However, the most important objective in the FAA’s
oversight of the compliance program is to ensure and preserve safety at all federally obligated airports.
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11. Sustainability and Recycling
SECTION OVERVIEW
The purpose of this section is to provide a general overview of
sustainability, as well as define the Airport Recycling, Reuse,
and Waste Reduction Plan (Plan). The Plan is used to enhance
airport recycling and waste minimization efforts at McCall
Municipal Airport, and comply with FAA requirements.
11.1 SUSTAINABILITY
WHAT IS SUSTAINABILITY?
The United Nations convened the Brundtland Commission to
address the growing concern about the deterioration of natural
resources. In its 1987 report, the commission defined sustainability
as, “development that meets the needs of the present without
compromising the ability of future generations to meet their own
needs.” The Airports Council International-North America (ACI-NA)
took the approach one step further by incorporating operations into
the definition, “a holistic approach to managing an airport so as to
ensure the integrity of the economic viability, operational efficiency,
natural resource conservation and social responsibility (EONS) of
the airport.” Based on these definitions, Airport Master Plans should
evaluate how programs and initiatives impact airport users, the
surrounding community, and natural environment by integrating
sustainability into the airport planning process.
Each airport should consider a unique definition of sustainability relating to variable circumstances of the airport
and its role in the community. This definition will set the groundwork for future planning and implementation.
Accordingly, McCall Municipal Airport will adopt the EONS approach to sustainability, as defined above. The City of
McCall has established a committment to sustainability through the 2018 Comprehensive Plan.
WHY BE SUSTAINABLE?
Along with improving the community and the natural environment, sustainability makes good business sense.
Airports that have adopted sustainable practices have reported experiencing tangible benefits including, but not
limited to, the following:
• Greater utilization of assets;
• Reduced operating and maintenance costs;
• Improved work environment for employees;
• Reduced energy consumption, waste, and emissions;
• Improved water quality; and
• Positive community relationships.
Figure 11.1 EONS Framework of Sustainability
Source: Sustainable Aviation Guidance Alliance (SAGA)
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HOW DOES SUSTAINABILITY RELATE TO MCCALL MUNICIPAL AIRPORT?
Airport Sponsors have the ability to incorporate sustainability into their Airport Master Plans, based on the
needs and resources of each facility. Like any initiative, sustainability measures need to be formally documented
and tracked to measure progress. As a core part of the Airport Master Plan process, sustainability initiatives and
activities will be identified and documented. One of the practices that contribute to sustainability is a recycling and
waste reduction plan. Areas of recycling and solid waste management can be split into multiple categories - those
over which the airport has direct control, those over which the airport has influence, and those over which the
airport has little or no control or influence.
11.2 RECYCLING, REUSE, AND WASTE REDUCTION PLAN
The term solid waste is defined in accordance with the Resource Conservation and Recovery Act, of 1976 (RCRA)
but is generally, non-soluble, discarded solid materials, including sewage, municipal garbage, industrial wastes,
agricultural refuse, demolition wastes, and mining residues. Sanitary sewer wastes are not considered solid wastes.
LEGISLATIVE BACKGROUND
The FAA Modernization and Reform Act of 2012 (FMRA), which amended Title 49, United States Code (U.S.C.),
included several changes to the Airport Improvement Program (AIP). Two of these changes are related to recycling,
reuse, and waste reduction at airports.
a. FMRA Section 132 (b) ) of the FMRA expanded the definition of airport
planning to include “developing a plan for recycling and minimizing the
generation of airport solid waste, consistent with applicable State and local
recycling laws, including the cost of a waste audit.”
b. Section 133 of the FMRA added a provision requiring airports that have
or plan to prepare a master plan, and that receive AIP funding for an eligible
project, to ensure that the new or updated master plan addresses issues
relating to solid waste recycling at the airport. This includes:
1. The feasibility of solid waste recycling at the airport;
2. Minimizing the generation of solid waste at the airport;
3. Operation and maintenance requirements;
4. Review of waste management contracts; and
5. The potential for cost savings or the generation of revenue.
For the purpose of this Plan, “recycling” refers to any program, practice, or opportunity to reduce the amount of
waste disposed in a landfill. This includes reuse and waste reduction as well as the recycling of materials.
TYPES OF SOLID WASTE GENERATED AT AIRPORTS
Airports generate various types of solid waste. This Plan addresses the recycling, reuse, and reduction of municipal
solid waste (MSW) and other materials that can be legally disposed of in a 42 U.S.C. §§ 6941-6949a landfill or
equivalent state-permitted facility.
Any reference to MSW for recycling, reduction, or reuse in this Plan includes construction and demolition (C&D)
Figure 11.2 Recycle Triangle
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debris, organic compostable material such as food and yard waste, and deplaned waste. Definitions of these terms
are provided below. Airports can recycle, reuse, or minimize many of the materials described below.
This Plan does not address other types of solid waste such as hazardous waste, universal waste (i.e., batteries,
fluorescent bulbs, electronics, etc.), or industrial waste. These materials are often subject to Federal, state, and local
laws with specific disposal and recycling requirements. The Plan applies to the following:
• Municipal Solid Waste (MSW) consists of everyday items that are used and discarded. Recyclable MSW at
airports includes, but is not limited to, aluminum and steel, glass bottles and containers, plastic bottles and
containers, packaging, bags, paper products, and cardboard.
• Construction and Demolition (C&D) Debris is generally categorized as MSW. C&D debris is any non-
hazardous solid waste that results from land clearing, excavation, or construction, demolition, renovation, or
repair of structures, roads, and utilities.
C&D debris includes, but is not limited to, concrete, wood, metals, soil, bricks and masonry material, asphalt,
rock, stone, gravel, sand, roofing materials, drywall, carpet, plastic, pipe, rocks, earthwork, land-clearing debris,
cardboard, and salvaged building components. In some instances, C&D debris requires special handling and
may be subject to special requirements. Examples include tar-impregnated roofing materials and asbestos-
containing building materials. Materials that may be subject to special requirements are not addressed in this
Plan.
• Compostables, Green Waste, and Food Waste are also categorized as MSW. Green waste consists of tree,
shrub, grass clippings, leaves, weeds, small branches, seeds, pods, and similar debris generated by landscape
maintenance activities. Food waste is food that is not consumed or generated during food preparation
activities and discarded.
• Deplaned Waste is MSW that is removed from passenger aircraft. These materials include bottles and cans,
newspaper and mixed paper, plastic cups and utensils, food waste, food-soiled paper, magazines, unconsumed
or surplus food, and paper towels. Waste that comes off airplanes after flights can represent 20% of an
airport’s total MSW stream. The composition is roughly 30% each of paper, compostable food material, and
non-recyclable materials, with the balance consisting of cups and beverage containers.
Except for Canada, waste from international flights must be processed separately, as this waste can introduce
plant pests and diseases. The United States Department of Agriculture regulates international waste. It must
be handled in accordance with procedures in the Manual for Agricultural Clearance. Therefore, waste from
international flights is not discussed in this Plan
11.3 CONTENTS OF AN AIRPORT RECYCLING, REUSE, AND WASTE REDUCTION PLAN
The content and scope of an airport recycling, reuse, and waste reduction plan will vary depending on the unique
conditions at each airport. For airports that already have recycling programs, certain tasks (such as a new waste
audit) may not need to be completed.
Document scope is governed by the extent and accuracy of available information. This includes information on the
airport’s current recycling program, the types and amounts of airport waste, and factors that influence the scope of
the program. Plans for small, low activity airports may also be less detailed. Though certain tasks may not need to be
completed to prepare a plan, review and documentation of each of the five elements listed in the FMRA is required
in airport master plans and master plan updates (including sustainability master plans) (see also 49 U.S.C. § 47106(a)
(6)).
11. Sustainability and Recycling
Page 208McCall Municipal Airport (MYL) Master Plan
SOURCES AND PATHWAYS OF AIRPORT WASTE
Each airport activity has its own set of factors, resource requirements, and waste stream. Any plan to implement
a recycling program must consider all the activities and waste streams at the facility. The list below describes the
typical airport waste streams associated with smaller commercial and general aviation airports.
• Airfields: Predominantly runways, taxiways, and
infields. Waste produced from aircraft
operations consists mostly of rubber from
aircraft tires, green waste from mowing, and
debris from sweeping and plowing.
• Aircraft: Maintenance of aircraft and
ground support equipment produces
waste, including oil, grease, chemicals,
plastic, wastewater, universal waste, and
vehicle waste, such as tires and fluids. The
party responsible for aircraft and ground
support equipment waste varies, typically by
whomever owns the vehicle or performs the
maintenance. The amount of aircraft waste
correlates with the number of operations
at the airport. The FBO and maintenance
shop are responsible for waste associated
with maintenance at the airport. Some waste
associated with maintenance is considered
hazardous waste and must be handled in
accordance federal regulations.
• Terminals and Pilot Lounges: Typically,
generated waste includes food, paper, plastic,
aluminum cans, trash, and deplaned waste.
• Administration Offices: Offices produce
waste, such as paper, plastic, aluminum cans,
food, and universal waste. Office waste is
usually solid or compostable and is fairly
steady throughout the year.
• Airport Construction: Construction at
the airport corresponds with programmed
Capital Improvement Program (CIP) projects.
Construction activities have the potential to
create a large amounts of waste, including
concrete, asphalt, wood, soil, and metal.
These waste streams increase during warmer
months, as that is when construction usually
occurs. Airport construction wastes are
typically solid or C&D. The contractor is
contractually responsible for waste associate
with airport construction.
Food & Green WastePaper & PlasticAluminum CansTrash & Deplaned WasteGrease & Oil
PassengersFlight Crew
Terminals/ Pilots Lounges
Runway RubberGreen Waste Dirt/Debris
Aircraft OperationsAirfields
PlasticWoodVehicle Waste(Tires & Fluids)
Goods Movement Cargo Hangars
Vehicle WastePlasticWastewaterHazmat
Aircraft
Ground Support
Equipment
Aircraft
Reused ConcreteReused AsphaltVehicle WasteSoilsBuilding MaterialsWood
Construction
Re-Construction
Demolition
Airport Construction
Food WasteWastewaterPlasticWood
Aircraft Food Services Flight Kitchens
Food WastePaperPlasticAluminum CansVehicle Waste
EmployeesAdministration Offices/FBOs
Figure 11.3 Pathways of Airport Waste
11. Sustainability and Recycling
Page 209McCall Municipal Airport (MYL) Master Plan
RECYCLING FEASIBILITY
Many airports currently implement solid waste recycling programs. However, program scope varies considerably.
This variability may occur due to the size and location of different airports, the amount of waste being produced, and
external factors that affect the scope of recycling programs. Variables include, but are not limited to:
• Local markets for recyclable commodities;
• Cost for transport and processing recyclables;
• Local recycling infrastructure;
• Identify willingness of an airport and its tenants to implement recycling programs;
• The nature of the airport’s waste stream;
• Competition between recycling and landfilling firms; and
• Airport layout and logistics
REVIEW OF WASTE MANAGEMENT CONTRACTS AT MCCALL MUNICIPAL AIRPORT
Under the current waste management and recycling program, the airport is responsible for waste management,
however tenants are required to take care of their own trash disposal per their lease agreement. The airport has a
two yard dumpster which is picked up twice weekly by Lakeshore Disposal. It is generally 3/4 full at pickup. Refuse
is taken to Valley County Landfill in Donnelly, which is the only landfill in the county. The City of McCall does not
have its own local garbage collection or recycling department. All waste and recycling is processed in Donnelly, as all
recycling satellite locations were closed as of December 1, 2020.
POTENTIAL FOR COST SAVINGS OR REVENUE GENERATION
Currently, there are no recycle bins located at the airport, as it was determined there is not a sufficient stream
of recyclables generated at the airport. There is a recycling facility available located in Donnelly; however due
to marketability, a limited list of materials are accepted. These items include unsoiled cardboard, mixed paper,
aluminum, tin, and plastic. Items that are not currently accepted include glass, lightbulbs, batteries, electronic waste,
and used oil. Although the airport does not generate a significant amount of accepted recyclable material, the City is
always looking for ways to re-use and recycle.
AIRPORT OPERATIONS AND MAINTENANCE REQUIREMENTS
Waste generated through airfield maintenance is negligible and not transported off-site. Sweeping, which does
not occur regularly, is primarily dust and dirt, and is swept back into the sand soil off the paved areas. Vegetation
surrounding the airport is primarily small weedy bushes, therefore grass disposal from mowing is not a concern.
Snow plowed during the winter months is pushed to the dirt and undeveloped areas of the airport and left to melt in
the spring. There are no terminal facilities, flight kitchens, or catering services at the airport which would generate
waste.
PLAN TO MINIMIZE SOLID WASTE GENERATION
The ACI-NA Policy Handbook provides a waste decision hierarchy that shows - in order of decreasing priority
- what constitutes the best overall waste management choices: to avoid; to reduce; to reuse; to recycle; and
finally, to dispose with the ultimate goal of eliminating waste going to landfills. By this decision hierarchy, the first
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
for generation of revenue from airport waste.
11. Sustainability and Recycling
Page 210McCall Municipal Airport (MYL) Master Plan
The FAA compiled a list of 10 steps, shown in Table 11.1, to assist with designing and implementing an effective
recycling/waste minimization program, noting that each airport is unique and faces its own issues. McCall Municipal
Airport will explore the following steps while planning for a more
sustainable future:
1. Establish a commitment from management to support a
recycling/waste minimization program;
2. Include lease/contract language that supports recycling/
waste minimization;
3. Provide additional containers and/or space for
recycling;
4. Educate airport staff and users on the importance of
recycling and waste minimization.
CONCLUSION
McCall Municipal Airport has opportunities to enhance airport
sustainability, recycling, and waste minimization at the airport by
establishing formal policies and procedures. One opportunity to
enhance sustainability is the addition of electric aircraft charging
stations. Any program established at the airport should include a
commitment from management to support sustainability, recycling,
education and outreach, setting performance targets, monitoring progress, and seeking continuous improvement.
Benefits gained from establishing a recycling and waste minimization program include:
1. Reduced operating costs.
2. Prolonged use of limited landfill space.
3. Reduced environmental liability.
4. Improved public perception of the airport.
Table 11.1 Steps to Recycling &
Waste Minimization
Step Description
1 Commitment from Management
2 Program Leadership
3 Waste Identification
4 Waste Collection and Hauler
5 Waste Management Plan Development
6 Education and Outreach
7 Monitor and Refine
8 Performance Monitoring
9 Promote Success
10 Continuous Improvements
Source: FAA Recycling, Reuse and Waste Reduction at
Airports, A Synthesis Document, April 24, 2013
12. Glossary
Page 211McCall Municipal Airport (MYL) Master Plan
AC: Advisory Circular
AAC: Aircraft Approach CategoryADG: Airplane Design Group
ADO: Airports District OfficeADS-B: Automated Dependent
Surveillance - BroadcastACN: Aircraft Classification
NumberAGL: Above Ground Level
AIP: Airport Improvement ProgramALP: Airport Layout Plan
ALS: Approach Lighting SystemAMSL: Above Mean Sea Level
AOA: Airport Operations AreaAOPA: Aircraft Owners and Pilots
AssociationAPMS: Airport Pavement
Management SystemARC: Airport Reference Code
ARFF: Aircraft Rescue and Fire Fighting
ASDA: Accelerate-Stop Distance Available
ASL: Above Sea LevelASOS: Automated Surface
Observation SystemAT: Air Traffic
ATC: Air Traffic ControlATCT: Air Traffic Control Tower
AVGAS: Aviation GasolineAWOS: Automated Weather
Observation System
BARO: Barometric
BLM: Bureau of Land ManagementBMP: Best Management Practices
BRL: Building Restriction LineBVLOS: Beyond Visual Line of Sight
CAT: CategoryCATEX: Categorical Exclusion
CEQ: Council on Environmental Quality
CFI: Certified Flight InstructorCFR: Code of Federal Regulations
CIP: Capital Improvements Program
CTAF: Common Traffic Advisory Frequency
DEQ: Department of Environmental Quality
DME: Distance Measuring
Equipment
DNL: Day/Night Equivalent Sound Level (see also Ldn)
DOI: Department of InteriorDOT: Department of Transportation
DTWG: Dual Tandem Wheel Gear DWG: Dual Wheel Gear
EA: Environmental AssessmentEIS: Environmental Impact
StatementEPA: Environmental Protection
Agency
FAA: Federal Aviation
AdministrationFAAP: Federal Aid Airport Program
FAR: Federal Aviation RegulationFBO: Fixed Base Operator
FEMA: Federal Emergency Management Agency
FIRM: Flood Insurance Rate MapsFONSI: Finding of No Significant
ImpactFPPA: Farmland Protection Policy
Act
GA: General Aviation
GIS: Geographic Information SystemGPS: Global Positioning Satellite or
SystemGSE: Ground Support Equipment
HF: High FrequencyHIRL: High Intensity Runway Lights
IAP: Instrument Approach Procedure
IFR: Instrument Flight RulesILS: Instrument Landing System
IMC: Instrument Meteorological Conditions
LAAS: Local Area Augmentation System
Ldn: Day/Night Noise LevelsLIRL: Low Intensity Runway lights
LNAV: Lateral Navigation LOC: Localizer
LPV: Localizer Performance with Vertical Guidance
MALS: Medium Intensity Approach
Lighting System
MDA: Minimum Descent AltitudeME: Multi-Engine Aircraft
MGW: Maximum Gross WeightMGTW: Maximum Gross Takeoff
WeightMIRL: Medium Intensity Runway
LightsMOA: Military Operations Area
MSL: Mean Sea Level
NAS: National Airspace System
NAAQS: National Ambient Air Quality Standards
NAVAIDS: Navigational AidsNBAA: National Business Aviation
AssociationNDB: Non-Directional Beacon
NEPA: National Environmental Policy Act
NM: Nautical MileNOAA: National Oceanic and
Atmospheric AdministrationNOTAM: Notice to Airmen
NPIAS: National Plan of Integrated Airport Systems
NRCS: National Resources Conservation Service
NTSB: National Transportation Safety Board
NWI: National Wetland InventoryNWS: National Weather Service
OFA: Object Free AreaOFZ: Obstacle Free Zone
OTS: Out of Service
PAPI: Precision Approach Path
Indicator (Visual Approach Aid)PCI: Pavement Condition Index
PCN: Pavement Classification Number
RDC: Runway Design CodeREIL: Runway End Identifier Lights
RNAV: Area NavigationRNP: Required Navigation
PerformanceROD: Record of Decision
ROFA: Runway Object Free AreaRPZ: Runway Protection Zone
RSA: Runway Safety AreaRW: Runway
12. Glossary
McCall Municipal Airport (MYL) Master Plan Page 212
SE: Single Engine Aircraft
SHPO: State Historical Preservation Office
SID: Standard Instrument Departure
STAR: Standard Terminal Arrival SWG: Single Wheel Gear
TAC: Technical Advisory CommitteeTACAN: Tactical Air Navigation
System (See VORTAC)TAF: Terminal Area Forecast
TAP: Terminal Area PlanTCS: Tribal Cultural Specialist
TDG: Taxiway Design GroupTHPO: Tribal Historical
Preservation Office TODA: Takeoff Distance Available
TOFA: Taxiway Object Free AreaTORA: Takeoff Run Available
TFMSC: Traffic Flow Management System Counts
TSA: Taxiway/Taxilane Safety Area and Trasnportation Safety
Administration
UAM: Urban Air Mobility
UAS: Unmanned Aerial SystemUAV: 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 SurveyUTM: Unmanned Aircraft System
Traffic Management
VASI: Visual Approach Slope
Indicator VFR: Visual Flight Rules
VHF: Very High FrequencyVOR: VHF Omnidirectional Range
VORTAC: VHF Omnidirectional Range and Tactical Air Navigation
SystemVMC: Visual Meterological
Conditions VNAV: Vertical Navigation
VTOL: Vertical Takeoff and Landing
WAAS: Wide Area Augmentation System
WHA: Wildlife Hazard Assessment WHMP: Wildlife Hazard
Management PlanWHSV: Wildlife Hazard Site Visit
WX: Weather
12. Glossary
Page 213McCall Municipal Airport (MYL) Master Plan
COMMON TERMS
Above Ground Level (AGL): Altitude expressed as feet
above terrain or airport elevation (see MSL).
Access Road: The right-of-way, the roadway and all
improvements constructed thereon connecting.
Accelerate Stop Distance Available (ASDA): The
runways plus stopway length declared available and
suitable for the acceleration and deceleration of an
aircraft aborting a takeoff.
Access Taxiway: A taxiway that provides access to a
particular location or area.
Active Aircraft: Aircraft registered with the FAA and
reported or estimated to have been flown at least one
hour during the preceding year.
Active Runway: The runway at an airport that is being
used for landing, taxiing or takeoff operations.
Actual Runway Length: The length of a full-width
usable runway from end to end of full strength
pavement where those runways are paved.
Accelerate-Stop Distance Available (ASDA): The
runway plus stopway length declared available and
suitable for the acceleration and deceleration of an
aircraft aborting a takeoff.
Advisory Circular (AC): External publications issued by
the FAA consisting of non-regulatory material providing
for the recommendations relative to a policy, and
guidance and information relative to a specific aviation
subject.
Air Taxi: An aircraft operated under an air taxi operating
certificate for the purpose of carrying passengers, mail,
or cargo for revenue in accordance with Part 121 and
Part 135.
Air Traffic Control: The control of aircraft traffic, in
the vicinity of airports from control towers, and in the
airways between airports from control centers.
Aircraft Approach Category (AAC): A grouping of
aircraft based on 1.3 times their stall speed in their
landing configuration at their maximum certificated
landing weight. The categories are Category A through
Category E and range from a speed of less than 91 knots
to 166 knots or more.
Aircraft Classification Number (ACN): expresses the
relative effect of an aircraft at a given configuration on
a pavement structure for a specified standard subgrade
strength.
Aircraft Mix: The type of aircraft which are to be
accommodated at the airport.
Aircraft Operation: The landing, takeoff or touch-and-
go procedure by an aircraft on a runway at an airport.
Aircraft Tiedowns: Positions on the ground surface that
is available for securing aircraft.
Aircraft: A device that is used or intended to be used for
flight in the air.
Airplane Design Group (ADG): A grouping of aircraft
based on wingspan and/or tail height. When an airplane
is in two categories, the most demanding category
should be used.
Airport Beacon: A visual navigation aid displaying
alternating white and green flashes to indicate a lighted
airport or white flashes only for an unlighted airport.
Airport Capital Improvement Plan (ACIP): The planning
program used by the Federal Aviation Administration
to identify, prioritize and distribute funds for airport
development and the needs of the National Airspace
System to meet specified national goals and objectives.
12. Glossary
McCall Municipal Airport (MYL) Master Plan Page 214
Airport Elevation: The highest point of an airport’s
usable runways measured in feet above mean sea level
(MSL).
Airport Improvement Program (AIP): The Airport
Improvement Program of the Airport and Airways
Improvement Act of 1982 as amended by the Airport
and Airway Safety and Capacity Expansion Act of
1987. Under this program, the FAA provides funding
assistance for the planning, design and development of
airports and airport facilities.
Airport Layout Plan (ALP): A scaled drawing (or set
of drawings), in either traditional or electronic form,
of current and future airport facilities that provides a
graphic representation of the existing and long-term
development plan for the airport and demonstrates
the preservation and continuity of safety, utility, and
efficiency of the airport to the satisfaction of the FAA.
Airport Master Plan: The planner’s concept of the long-
term development of an airport.
Airport Obstruction Chart: A scaled drawing depicting
the 14 Code of Federal Regulations (CFR) Part 77
surfaces, a representation of objects that penetrate
these surfaces, runway, taxiway, and ramp areas,
navigational aids, buildings, roads and other detail in the
vicinity of an airport.
Airport Operation Area (AOA): The area of the Airport
bounded by a fence to which access is otherwise
restricted and is primarily used or intended to be used
for landing, takeoff, or surface maneuvering of aircraft
and related activities.
Airport Reference Code (ARC): An airport designation
that signifies the airport’s highest Runway Design Code
(RDC), minus the third (visibility) component of the
RDC. The ARC is used for planning and design only and
does not limit the aircraft that may be able to operate
safely on the airport.
Airport Reference Point (ARP): The latitude and
longitude of the approximate center of the airport.
Airport Sponsor: The entity that is legally responsible
for the management and operation of an airport
including the fulfillment of the requirements of laws and
regulations related thereto. Often an Airport Sponsor is
a City or County.
Airport: An area of land or water that is used or
intended to be used for the landing and takeoff of
aircraft, and includes its buildings and facilities, if any.
Annual Service Volume (ASV): The number of annual
operations that can reasonably be expected to occur at
the airport based on a given level of delay.
Approach Area: The defined area the dimensions of
which are measured horizontally beyond the threshold
over which the landing and takeoff operations are made.
Approach Lights: High intensity lights located along
the approach path at the end of an instrument runway.
Approach lights aid the pilot as he transitions from
instrument flight conditions to visual conditions at the
end of an instrument approach.
Approach Slope Ratio: The ratio of horizontal to
vertical distance indicating the degree of inclination of
the approach surface.
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.
Apron: A specified portion of the airfield used for
passenger, cargo or freight loading and unloading,
aircraft parking, and the refueling, maintenance and
servicing of aircraft.
12. Glossary
Page 215McCall Municipal Airport (MYL) Master Plan
Automatic Dependent Surveillance - Broadcast
(ADS-B): A primary technology which shifts aircraft
separation and air traffic control from ground-based
radar to satellite-derived positions. It broadcasts an
aircraft’s WAAS-enhanced GPS position to the ground.
It’s also transmitted to aircraft with ADS-B receivers,
either directly or relayed by ground stations, increasing
the pilot’s situational awareness.
Automated Surface Observing System (ASOS):
Equipment that is designated to support weather
forecast activities and aviation operatins and gathers
nationwide weather data .
Automated Weather Observing System (AWOS):
Equipment that automatically gathers weather data
from various locations on an airport and transmits the
information directly to pilots by means of computer
generated voice messages over a discrete frequency.
Avigation Easement: A land use easement permitting
the unlimited operation of aircraft in the airspace above
the land area involved and restricting incompatible
development of areas.
Avionics: Airborne navigation, communications, and
data display equipment required for operation under
specific air traffic control procedures.
Based Aircraft: The total number of active general
aviation aircraft which use or may be expected to use an
airport as a home base.
Beyond Visual Line of Sight (BVLOS): Flying an
unmanned aerial system aircraft beyond the remote
pilot in command’s direct sight of the aircraft.
Building Area: An area on an airport to be used,
considered, or intended to be used, for airport buildings
or other airport facilities or rights-of-way, together with
all airport buildings and facilities located thereon.
Building Restriction Line (BRL): A line which identifies
suitable building area locations on airports.
Capital Improvement Plan (CIP): The planning program
used by the Federal Aviation Administration to identify,
prioritize and distribute Airport Improvement Program
funds for airport development and the needs of the
National Airspace System to meet specified national
goals and objectives.
Categorical Exclusion (CATEX): At the first level,
an undertaking may be categorically excluded from
a detailed environmental analysis if it meets certain
criteria that a federal agency has previously determined
as normally having no significant environmental impact.
Commercial Service: Commercial service airports are
public use airports which receive scheduled passenger
service aircraft, and which annually enplane 2,500 or
more passengers.
Common Traffic Advisory Frequency (CTAF): A
frequency designed for the purpose of carrying out
airport advisory practices while operating to or from
an airport without an operating control tower. The
CTAF may be a UNICOM, Multicom, FSS, or tower
frequency and is identified in appropriate aeronautical
publications.
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.
Controlled Airspace: Airspace in which some or all
aircraft may be subject to air traffic control to promote
safe and expeditious flow of air traffic.
Critical (Design) Aircraft: The most demanding aircraft
(or combination of aircraft) with at least 500 annual
operations that operates, or is expected to operate, at
the airport.
Crosswind Component: A wind component that is at a
right angle to the longitudinal axis of the runway or the
flight path of the aircraft.
12. Glossary
McCall Municipal Airport (MYL) Master Plan Page 216
Crosswind Runway: A runway additional to the primary
runway to provide for wind coverage not adequately
provided by the primary runway.
Crosswind: A wind that is not parallel to a runway
centerline or to the intended flight path of an aircraft.
Decibel (dB): A unit of measurement used for defining a
noise level or an exposure level.
Displaced Threshold: A threshold that is located at a
point on the runway other than the physical beginning.
Aircraft can begin departure roll before the threshold,
but cannot land before it.
Distance Measuring Equipment (DME): Equipment
used to measure, in nautical miles, the distance of an
aircraft from the DME navigational aid located on the
airport.
Environmental Assessment (EA): An environmental
analysis performed pursuant to the National
Environmental Policy Act to determine whether an
action would significantly affect the environment and
thus require a more detailed environmental impact
statement.
Environmental Impact Statement (EIS): A document
required of federal agencies by the National
Environmental Policy Act for major projects or
legislative proposals affecting the environment. It
is a tool for decision-making describing the positive
and negative effects of a proposed action and citing
alternative actions.
Federal Aviation Administration (FAA): Created by the
act that established the Department of Transportation.
Assumed all of the responsibilities of the former Federal
Aviation Agency including aircraft safety, movement,
and controls.
Finding of No Significant Impact (FONSI): A public
document prepared by a Federal agency that presents
the rationale why a proposed action will not have a
significant effect on the environment and for which an
environmental impact statement will not be prepared.
Fixed Base Operator (FBO): An individual or company
located at an airport, and providing commercial general
aviation services such as fuel, maintenance, and storage.
Flight Plan: Specified information relating to the
intended flight of an aircraft, which is filed orally or in
writing with air traffic control. (FAR Part 1)
Fuel Flowage Fees: Fees levied by the airport operator
per gallon of aviation gasoline and jet fuel sold at the
airport.
General Aviation (GA): The segment of aviation that
encompasses all aspects of civil aviation except certified
air carriers and other commercial operators such as
airfreight carriers.
General Aviation Airports: Those airports with fewer
than 2,500 annual enplaned passengers and those used
exclusively by private and business aircraft not providing
common carrier passenger service.
Glide Slope (GS): Generally, a 3-degree angle of
approach to a runway established by means of airborne
instruments during instrument approaches, or visual
ground aids for the visual portion of an instrument
approach and landing.
Global Positioning System (GPS): A satellite based
radio positioning, navigation, and time-transfer system.
Hangar: A building used to store one or more aircraft,
and/or conduct aircraft maintenance.
High Intensity Runway Lights (HIRL): These lights are
used to outline the edges of runway during periods of
darkness or restricted visibility conditions. HIRL system
has variable intensity controls.
Horizontal Surface: An imaginary obstruction-limiting
surface defined in Part 77 that is specified as a portion
12. Glossary
Page 217McCall Municipal Airport (MYL) Master Plan
of a horizontal plane surrounding a runway located 150
feet above the established airport elevation. The specific
horizontal dimensions of this surface are a function
of the types of approaches existing or planned for the
runway.
Instrument Approach: An approach to an airport, with
intent to land, by an aircraft flying in accordance with
an IFR flight plan, when the visibility is less than 3 miles
and/or when the ceiling is at or below the minimum
initial altitude.
Instrument Flight Rules (IFR): Procedures for the
conduct of flight in weather conditions below Visual
Flight Rules weather minimums. The term IFR is often
also used to define weather conditions and the type of
flight plan under which an aircraft is operating.
IFR Conditions: Weather conditions below the
minimum for flight under visual flight rules.
Instrument Landing System (ILS): A precision
instrument approach system which provides in the
aircraft, the lateral, longitudinal, and vertical guidance
necessary for a landing.
Instrument Meteorological Conditions (IMC):
Meteorological conditions expressed in terms of
visibility, distance from cloud, and ceiling, less than the
minima specified for visual meteorogical conditions
(VMS).
Integrated Noise Model (INM): The FAA’s standard
methodology since 1978 for noise assessments.
Itinerant Operations: Operations by aircraft that leaves
the local airspace.
Jet Noise: The noise generated externally to a jet engine
in the turbulent jet exhaust.
Land Use Plan: Shows on-airport land uses as developed
by the airport sponsor under the master plan effort
and off-airport land uses as developed by surrounding
communities.
Landing Gear: That part of an aircraft which is required
for landing. Gear may be configured as Single Wheel
Gear (SWG), Dual Wheel Gear (DWG), or Dual Tandem
Wheel Gear (DTWG).
Landing Roll: The distance from the point of touchdown
to the point where the aircraft can be brought to a stop,
or exit the runway.
Large Aircraft: Aircraft of more than 12,500 pounds
maximum certificated takeoff weight.
Local Operations: Aircraft operations performed by
aircraft that are based at the airport and that operate
in the local traffic pattern or within sight of the airport,
that are known to be departing for or arriving from
flights in local practice areas within a prescribed
distance from the airport, or that execute simulated
instrument approaches at the airport.
Localizer (LOC): A navigational aid that consists of a
directional pattern of radio waves modulated by two
signals which, when receding with equal intensity, are
displayed by compatible airborne equipment as an
“on-course” indication, and when received in unequal
intensity are displayed as an “off-course” indication.
Low Intensiy Runway Lights (LIRL): These lights are
used to outline the edges of runway during periods
of darkness or restricted visibility conditions. LIRLs
normally have one intensity setting.
Marking: On airports, a pattern of contrasting colors
placed on the pavement, turf, or other usable surface
by paint or other means to provide specific information
to aircraft pilots and sometimes to operators of ground
vehicles, on the movement areas.
Mean Seal Level (MSL): Altitude expressed as feet
above sea level, rather than above local terrain.
12. Glossary
McCall Municipal Airport (MYL) Master Plan Page 218
Minimum Descent Altitude (MDA): The lowest altitude,
expressed in feet above mean sea level, to which descent
is authorized on final approach or during circle-to-land
maneuvering in execution of a standard instrument
approach procedure where no electronic glide slope is
provided.
Medium Intensity Runway Lights (MIRL): These lights
are used to outline the edges of runway during periods
of darkness or restricted visibility conditions. MIRL
system has variable intensity controls.
Minimums: Minimum altitude a pilot can descend to
when conducting an instrument approach. Also refers
to the minimum visibility a pilot must have to initiate an
instrument approach.
Multi-Engine Aircraft: Reciprocating, turbo-prop or
jet powered fixed wing aircraft having more than one
engine.
National Environmental Policy Act (NEPA): Federal
legislation that establishes environmental policy for
the nation. It requires an interdisciplinary framework
for federal agencies to evaluate environmental impacts
and contains action-forcing procedures to ensure that
federal agency decision makers take environmental
factors into account.
National Plan of Integrated Airport Systems (NPIAS):
A plan prepared by the FAA which identifies, for
the Congress and the public, the composition of a
national system of airports together with the airport
development necessary to anticipate and meet the
present and future needs of civil aeronautics, to meet
requirements in support of the national defense,
and to meet the special needs of the postal service.
The plan includes both new facilities and qualitative
improvements to existing airports to increase their
capacity, safety, technological capability, etc.
Nautical Mile Per Hour (Knot): Most common measure
of aircraft speed. One knot is equal to one nautical mile
per hour (1.15 knots = 1 mile).
Nautical Mile (NM): Most common distance
measurement in aviation, equivalent to the length of one
minute of latitude along the earth’s equator or 6076.115
feet.
Navigable Airspace: Airspace at and above the
minimum flight altitudes prescribed in the FARs,
including airspace needed for safe takeoff and landing.
Navigational Aid (NAVAID): Any facility used as,
available for use as, or designed for use as an aid to air
navigation, including landing areas, lights, any apparatus
or equipment for disseminating weather information,
for signaling, for radio direction-finding, or for radio
or other electronic communication, and any other
structure or mechanism having similar purpose and
controlling flight in the air or the landing or takeoff of
aircraft.
Noise Contour: A line connecting equal points of noise
exposure. Usually color coded by decibels.
Non-Directional Beacon (NDB): Signal that can be read
by pilots of aircraft with direction finding equipment.
Used to determine bearing and can “home” in or track to
or from the desired point.
Non-Precision Approach: Provides course guidance
without vertical path guidance.
Non-Precision Instrument Approach Aid: An electronic
aid designed to provide an approach path for aligning
an aircraft on its final approach to a runway. It lacks the
high accuracy of the precision approach equipment and
does not provide descent guidance. The VHF Omni
range (VOR) and the non-directional beacon (NDB) are
two examples of non-precision instrument equipment.
Non-Precision Instrument Runway: A runway having
an existing instrument approach procedure utilizing air
navigation facilities with only horizontal guidance for
which straight-in non-precision instrument approach
procedure has been approved.
12. Glossary
Page 219McCall Municipal Airport (MYL) Master Plan
Notice to Airmen (NOTAM): A notice containing
information (not known sufficiently in advance to
publicize by other means) concerning the establishment,
condition, or change in any component (facility, service,
or procedure) of, or hazard in the National Airspace
System, the timely knowledge of which is essential to
personnel concerned with flight operations.
Object Free Area (OFA): An area on the ground
centered on a runway, taxiway, or taxilane centerline
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.
Obstacle Free Zone (OFZ): The OFZ is required to be
clear of all objects, except for frangible visual NAVAIDs
that need to be located in the OFZ because of their
function, in order to provide clearance protection for
aircraft landing or taking off from the runway, and
for missed approaches. The OFZ is divided into the
Runway OFZ, the Inner-Approach OFZ, and the Inner-
Transitional OFZ.
Obstruction: An object which penetrates an imaginary
surface described in Part 77.
Operation: The landing, takeoff or touch-and-go
procedure by an aircraft on a runway at an airport.
Parallel Taxiways: Two taxiways which are parallel to
one another which allow traffic to move simultaneously
in different directions at busy airports.
Parking Apron: An apron intended to accommodate
parked aircraft.
Part 77: Title 14 of the Code of Federal Regulations
(CFR) titled “Objects Affecting Navigable Airspace,” that
establishes standards for determining obstructions and
their potential effects on aircraft operations. Objects
are considered to be obstructions to air navigation
according to Part 77 if they exceed certain heights or
penetrate certain imaginary surfaces established in
relation to airport operations.
Part 135: Title 14 of the Code of Federal Regulations
titled “Commuter and On Demand Operations and
Rules Governing Persons On Board Such Aircraft,” that
defines a set of rules with more stringent standards for
commuter and on demand operations.
Part 139: Title 14 of the Code of Federal Regulations
titled “Certification of Airports,” requires the FAA to
issue airport operating certificates to airports that meet
a specific set of requirements, including those that serve
scheduled and unscheduled air carrier aircraft with
more than 30 seats and those that serve scheduled air
carrier operations in aircraft with more than 9 seats
but less than 31 seats. Commonly associated with
commercial service airports.
Pavement Structure: The combination of runway base
and subbase courses and surface course which transmits
the traffic load to the subgrade.
Pavement Sub-Grade: The upper part of the soil,
natural or constructed, which supports the loads
transmitted by the runway pavement structure.
Peak Hour: An estimate of the busiest hour in a day.
This is also known as the design hour.
Precision Approach Path Indicator (PAPI): A system
of lights on an airport that provides visual descent
guidance to the pilot of an aircraft approaching a
runway.
Precision Approach: A standard instrument approach
using a precision approach procedure. See precision
approach procedure.
Precision Approach Procedure: A standard instrument
approach procedure in which an electronic glide slope is
provided, such as ILS and PAR.
12. Glossary
McCall Municipal Airport (MYL) Master Plan Page 220
Precision Instrument Runway: A runway having an
existing instrument approach procedure utilizing
an Instrument Landing System (ILS), or a Precision
Approach Radar (PAR). It also means a runway for
which a precision approach system is planned and is
so indicated by an FAA approved airport layout plan; a
military service approved military airport layout plan;
any other FAA planning document, or military service
military airport planning document.
Primary Surface: An imaginary obstruction limiting
surface defined in Part 77 that is specified as a
rectangular surface longitudinally centered about a
runway. The specific dimensions of this surface are a
function of the types of approaches existing or planned
for the runway.
Public Airport: An airport for public use, publicly owned
and under control of a public agency.
Ramp: A defined area, on a land airport, intended
to accommodate aircraft for purposes of loading or
unloading passengers or cargo, refueling, parking, or
maintenance.
Rotating Lighted Beacon: An airport aid allowing pilots
the ability to locate an airport while flying under VFR
conditions at night.
Runway Bearing: The magnetic or true bearing of the
runway centerline as measured from magnetic or true
north.
Runway Configuration: Layout or design of a runway
or runways, where operations on the particular runway
or runways being used at a given time are mutually
dependent. A large airport can have two or more runway
configurations operating simultaneously.
Runway Direction Number: A whole number to the
nearest tenth of the magnetic bearing of the runway and
measured in degrees clockwise from magnetic north.
Runway End Identification Lights (REIL): An airport
lighting facility in the terminal area navigation system
consisting of one flashing white high intensity light
installed at each approach end corner of a runway and
directed toward the approach zone, which enables the
pilot to identify the threshold of a usable runway.
Runway Environment: The runway threshold or
approach lighting aids or other markings identifiable
with the runway.
Runway Gradient (Effective): The average gradient
consisting of the difference in elevation of the two ends
of the runway divided by the runway length may be used
provided that no intervening point on the runway profile
lies more than 5 feet above or below a straight line
joining the two ends of the runway. In excess of 5 feet,
the runway profile will be segmented and aircraft data
will be applied for each segment separately.
Runway Lights: Lights having a prescribed angle of
emission used to define the lateral limits of a runway.
Runway light intensity may be controllable or preset,
and are uniformly spaced at intervals of approximately
200 feet.
Runway Markings: (1) Basic marking-markings on
runways used for operations under visual flight rules,
consisting of centerline marking and runway direction
numbers, and if required, letters. (2) Instrument
marking-markings on runways served by nonvisual
navigation aids and intended for landings under
instrument weather conditions, consisting of basic
marking plus threshold marking. (3) All weather
marking- markings on runways served by nonvisual
precision approach aids and on runways having special
operational requirements, consisting of instrument
markings plus landing zone marking and side strips.
Runway Orientation: The magnetic bearing of the
centerline of the runway.
Runway Protection Zone (RPZ): A runway protection
zone is a trapezoidal area at ground level, under the
12. Glossary
Page 221McCall Municipal Airport (MYL) Master Plan
control of the airport authorities, for the purpose of
protecting the safety of approaches and keeping the
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
centerline.
Runway Safety Area (RSA): A defined surface
surrounding the runway prepared or suitable for
reducing the risk of damage to airplanes in the event of
an undershoot, overshoot, or excursion from the runway.
Runway Strength: The assumed ability of a runway to
support aircraft of a designated gross weight for each of
single-wheel, dual-wheel, and dual-tandem-wheel gear
types.
Runway: A defined rectangular area at an airport
designated for the landing and taking-off of an aircraft.
Segmented Circle: A system of visual indicators
designed to provide traffic pattern information at an
airport without an operating control tower.
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
surface for aircraft running off the pavement, for
drainage and sometimes for blast protection.
Small Aircraft: Aircraft of 12,500 pounds or less
maximum certificated takeoff weight.
Socioeconomic: Information dealing with population or
economic characteristics of a region.
Stopway (SWY): A defined rectangular surface beyond
the end of a runway prepared or suitable for use in
lieu of runway to support an airplane, without causing
structural damage to the airplane, during an aborted
takeoff.
Straight-In Approach (IFR): An instrument approach
wherein final approach is commenced without first
having executed a procedure turn (not necessarily
completed with a straight-in landing).
Straight-In Approach (VFR): Entry into the traffic
pattern by interception of the extended runway
centerline without executing any other portion of the
traffic pattern.
Taxilane: The portion of the aircraft parking area
used for access between taxiways and aircraft parking
positions.
Taxiway: A defined path, usually paved, over which
aircraft can taxi from one part of an airport to another
without interfering with takeoffs or landings.
Taxiway Design Group (TDG): A classification of
airplanes based on outer to outer Main Gear Width
(MGW) and Cockpit to Main Gear distance (CMG).
Taxiway/Taxilane Safety Area (TSA): A defined surface
alongside the taxiway prepared or suitable for reducing
the risk of damage to an airplane unintentionally
departing the taxiway.
Terminal Area Forecast (TAF): The official forecast of
aviation activity, both aircraft and enplanements, at FAA
facilities. This includes FAA-towered airports, federally
contracted towered airports, non-federal towered
airports, and many non-towered airports.
Terminal Area: The area used or intended to be used
for such facilities as terminal and cargo buildings, gates,
hangars, shops and other service buildings; automobile
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
public within the boundaries of the airport.
T-Hangar: An aircraft hangar in which aircraft are
parked alternately tail to tail, each in the T-shaped
space left by the other row of aircraft or aircraft
compartments.
12. Glossary
McCall Municipal Airport (MYL) Master Plan Page 222
Threshold Lights: Lighting arranged symmetrically
about the extended centerline of the runway identifying
the runway threshold. They emit a fixed green light.
Threshold: The designated beginning of the runway
that is available and suitable for the landing of airplanes.
Total Operations: All arrivals and departures performed
by military, general aviation and air carrier aircraft.
Touch-and-Go: An operation by an aircraft that lands
and departs on a runway without stopping or exiting the
runway.
Touchdown Zone: The area of a runway near the
approach end where airplanes normally alight.
Touchdown: (1) The point at which an aircraft first
makes contact with the landing surface. (2) In a
precision radar approach, the point on the landing
surface toward which the controller issues guidance
instructions.
Traffic Flow Management System Counts (TFMSC):
Provide information on traffic counts by airport or by
city pair for various data grouping such as aircraft type
or by hour of the day. It includes data for flights that fly
under Instrument Flight Rules (IFR) and are captured by
the FAA’s enroute computers. Most VFR and some non-
enroute IFR traffic is excluded.
Traffic Pattern: The traffic flow that is prescribed for
aircraft landing at, taxiing on, and taking off from an
airport. The usual components of a traffic pattern are
upwind leg, crosswind leg, downwind leg, base leg, and
final approach.
Transient Operations: Operations or other activity
performed by aircraft not based at the airport.
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. Transitional surfaces for those
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
from the edge of the approach surface and at right
angles to the runway centerline.
Transportation Security Administration (TSA):
Regulates aviation security and operates airport
screening checkpoints.
Turning Radius: The radius of the arc described by an
aircraft in making a self-powered turn, usually given as a
minimum.
UNICOM: Frequencies authorized for aeronautical
advisory services to private aircraft. Only one such
station is authorized at any landing area. The frequency
123.0 MHz is used at airports served by airport traffic
control towers, and 122.8 MHz is used for other
landing areas. Services available are advisory in nature,
primarily concerning the airport services and airport
utilization.
Utility Runway: A runway that is constructed for and
intended to be used by propeller driven aircraft of
12,500 pounds gross weight and less.
Very High Frequency (VHF) Omni directional range
(VOR): A ground based electronic navigation aid
transmitting navigation signals for 360 degrees
orientated from magnetic north. VOR is the historic
basis for navigation in the national airspace system.
VFR Airport: An airport without an authorized or
planned instrument approach procedure.
Visual Approach Aid: Any device, light, or marker used
to provide visual alignment and/or descent guidance on
final approach to a runway. Also see REIL, VASI.
Visual Approach Slope Indicator (VASI): An airport
lighting facility in the terminal area navigation system
used primarily under VFR conditions that provides
12. Glossary
Page 223McCall Municipal Airport (MYL) Master Plan
vertical visual guidance to aircraft during approach and
landing, by radiating a pattern of high intensity red and
white focused light beams, which indicate to the pilot
that they are above, on, or below the glide path.
Visual Approach: An approach wherein an aircraft on
an IFR flight plan, operating in VFR conditions under
the control of a radar facility and having an air traffic
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.
Visual Flight Rules (VFR): Procedures for the conduct
of flight in weather conditions above Visual Flight Rules
(VFR) weather minimums. The term VFR is often also
used to define weather conditions and the type of flight
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.
Wind Cone or Wind Sock: A free-rotating fabric
truncated cone which when subjected to air movement
indicates wind direction and wind force.
Wind Rose: A diagram for a given location showing
relative frequency and velocity of wind from all compass
directions.
Visual Meteorological Conditions (VMC):
Meteorological conditions expressed in terms of
visibility, distance from cloud, and ceiling equal to or
better than specified minima.
Wind Tee: A visual device in the shape of a “T” used to
determine wind direction.
12. Glossary
McCall Municipal Airport (MYL) Master Plan Page 224
PAGE LEFT BLANK INTENTIONALLY
Page 225
Appendix A - Public Involvement
McCall Municipal Airport (MYL) Master Plan
The McCall Municipal
Airport is beginning its
Master Plan process.
Watch the overview kick
off video available online
for open viewing and
public comment at
MYLmasterplan.com.
McCall'sAirport Master Plan
Kicks off...NOW!
www.MYLmasterplan.com
Page 226
Appendix A - Public Involvement
McCall Municipal Airport (MYL) Master Plan
McCall Municipal Airport Master Plan Kick-Off Meeting
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
Page 227
Appendix A - Public Involvement
McCall Municipal Airport (MYL) Master Plan
McCall Municipal Airport Master Plan Kick-Off Meeting
Airport Master Plans
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.
Master Plan Process
The project begins with a pre-planning phase to determine
the scope of work (completed), then will systematically
follow the steps shown in the figure.
The McCall Municipal Airport Master Plan will incorporate a
significant amount of public involvement to ensure the best
final product possible. Effective public involvement includes
numerous parties, including but not limited to: aircraft
owners, airport staff, public officials, funding agencies, and
the general public.
The earlier public input is communicated, the easier it is to
incorporate into the planning process.
Throughout the Airport Master Plan project information
will be available online to include a project schedule,
announcements for upcoming meetings, draft documents,
references, as well as a portal to ask questions and provide
comments.
The website can be accessed through the T-O Engineers
Project Portal, McCall Municipal Airport Master Plan:
https://www.to-engineersprojectinfo.com/jobs/1550/
details/mccall-municipal-airport-master-plan
Or through the McCall Municipal Airport website:
https://www.mccall.id.us/airportmasterplan
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Appendix A - Public Involvement
McCall Municipal Airport (MYL) Master Plan
McCall Municipal Airport Master Plan Kick-Off Meeting
Frequently Asked Questions
Q: What is an Airport Master Plan?
A: An Airport Master Plan is a comprehensive study of an airport that describes short-, medium-,
and long-term development needs to meet future aviation demand.
Q: Why is an Airport Master Plan needed?
A: An Airport Master Plan provides the developmental framework for individual airports to
ensure appropriate planning for future needs. An Airport Master Plan is typically updated every
5-10 years due to FAA changes in airport design, swings in the economy, and transformational
changes in aviation and how people travel.
The last Airport Master Plan completed for McCall Municipal Airport was in 2007.
Q: What are the major elements of an Airport Master Plan?
A: Airport Master Plans are developed based on guidance from the FAA Advisory Circular (AC)
150/5070-6B, Airport Master Plans.
• Inventory of Existing Conditions
• Aviation Forecast
• Facility Requirements
• Environmental Considerations
• Alternatives Development
• Airport Layout Plan (ALP)
• Facilities Implementation
Q: What are the Airport Master Plan Objectives:
A: The objectives of an Airport Master Plan are:
• To understand airport issues, opportunities and constraints.
• Consider the impacts of aviation trends.
• Identify the capacity of existing airport infrastructure.
• Determine the need for airport improvements.
• Estimate project costs and funding sources.
• Develop a schedule for project implementation.
• Obtain stakeholder and public input.
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McCall Municipal Airport (MYL) Master Plan
McCall Municipal Airport Master Plan Kick-Off Meeting
Q: Who is funding the Master Plan project?
A: The FAA is providing 100% of funding for this Airport Master Plan project. The federal share for
Airport Improvement Program (AIP) funded projects of this kind is typically up to 90% of project
costs. Due to the CARES Act, signed March 27, 2020, federal funding was increased to 100% as part
of the economic relief for eligible U.S. airports, for grants already planned for fiscal year 2020.
Q: How much will this Airport Master Plan Cost?
A: The total project cost is $366,333.
Q: Who Approves a Master Plan?
A: The Airport Sponsor, in this case the City of McCall, approves the Airport Master Plan.
FAA approval is required for the Airport Master Plan Forecast, as well as the Airport Layout
Plan (ALP). The FAA also provides a review of the Master Plan documents, and accepts the final
document.
Q: What results from an Airport Master Plan?
A: The Sponsor Approved Airport Master Plan becomes the guiding document for follow-on
projects and airport development.
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Appendix A - Public Involvement
McCall Municipal Airport (MYL) Master Plan
McCall Municipal Airport Master Plan Kick-Off Meeting
COMMON TERMS
Advisory Circular (AC): External publications issued by
the FAA consisting of non-regulatory material providing
for the recommendations relative to a policy, and
guidance and information relative to a specific aviation
subject.
Aircraft Mix: The type of aircraft which are to be
accommodated at the airport.
Aircraft Operation: The landing, takeoff or touch-and-
go procedure by an aircraft on a runway at an airport.
Airport Capital Improvement Plan (ACIP): The planning
program used by the Federal Aviation Administration
to identify, prioritize and distribute funds for airport
development and the needs of the National Airspace
System to meet specified national goals and objectives.
Airport Improvement Program (AIP): The Airport
Improvement Program of the Airport and Airways
Improvement Act of 1982 as amended by the Airport
and Airway Safety and Capacity Expansion Act of 1987.
Under this program, the FAA provides funding assistance
for the planning, design and development of airports and
airport facilities.
Airport Layout Plan (ALP): A graphic presentation, to
scale, of existing and proposed airport facilities, their
location on the airport, and the pertinent clearance and
dimensional information required to show conformance
with applicable standards. To be eligible for AIP funding
assistance, an airport must have an FAA approved
airport layout plan.
Airport Master Plan: The planner’s concept of the long-
term development of an airport.
Airport Sponsor: The entity that is legally responsible
for the management and operation of an airport
including the fulfillment of the requirements of laws and
regulations related thereto. Often an Airport Sponsor is
a City or County.
Based Aircraft: The total number of active general
aviation aircraft which use or may be expected to use an
airport as a home base.
Critical (Design) Aircraft: The most demanding aircraft
(or combination of aircraft) with at least 500 annual
operations that operates, or is expected to operate, at
the airport.
Federal Aviation Administration (FAA): Created by the
act that established the Department of Transportation.
Assumed all of the responsibilities of the former Federal
Aviation Agency including aircraft safety, movement, and
controls.
General Aviation (GA): The segment of aviation that
encompasses all aspects of civil aviation except certified
air carriers and other commercial operators such as
airfreight carriers.
General Aviation Airports: Those airports with fewer
than 2,500 annual enplaned passengers and those used
exclusively by private and business aircraft not providing
common carrier passenger service.
Land Use Plan: Shows on-airport land uses as developed
by the airport sponsor under the master plan effort
and off-airport land uses as developed by surrounding
communities.
Large Aircraft: Aircraft weighing more than 12,500
pounds maximum certificated takeoff weight.
National Environmental Policy Act (NEPA): Federal
legislation that establishes environmental policy for
the nation. It requires an interdisciplinary framework
for federal agencies to evaluate environmental impacts
and contains action-forcing procedures to ensure that
federal agency decision makers take environmental
factors into account.
National Plan of Integrated Airport Systems (NPIAS):
A plan prepared by the FAA which identifies, for
the Congress and the public, the composition of a
national system of airports together with the airport
development necessary to anticipate and meet the
present and future needs of civil aeronautics, to meet
requirements in support of the national defense,
and to meet the special needs of the postal service.
The plan includes both new facilities and qualitative
improvements to existing airports to increase their
capacity, safety, technological capability, etc.
Operation: The landing, takeoff or touch-and-go
procedure by an aircraft on a runway at an airport. A
touch-and-go equals two operations.
Public Airport: An airport for public use, publicly owned
and under control of a public agency.
Small Aircraft: Aircraft of 12,500 pounds or less
maximum certificated takeoff weight.
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McCall Municipal Airport Master Plan www.to-engineers.com
McCall Municipal Airport ~ Master Plan
Public Meeting #2 • November 17th, 2020 • 6:00 p.m. •
Teams Live or Call-In 208-995-2415, ID 824 950 710#
MEETING AGENDA
• Welcome & Introductions
• Recorded Presentation: Chapters 1-4
• Additional Materials
• Public Comment
• Next Steps
• Meeting Conclusion
Contact Information:
Kevin Bissell, Project Manager
kbissell@to-engineers.com
208.433.1900
Wayne Reiter, Aviation Planner
wreiter@to-engineers.com
208.762.3644
Rick Stein, Airport Manager
rstein@mccall.id.us
208.634.1488
WEBSITE ACCESS
1. Visit www.MYLmasterplan.com
2. Or, www.to-engineers.com
3. Click on the “Project Portal” tab in the upper right hand corner.
4. Under “Recent Jobs Posted,” click on “McCall Municipal Airport Master
Plan.”
5. You may then view information and documents under several different
tabs. No registration is needed.
Presentation ContentsPresentation Contents
• Project Status - Chapters 1 through 4
• Socioeconomic Overview & Background
• Airside and Landside Inventory
• Forecast of Aviation Demand
4 Methodology
4 Forecast Operations
4 Based Aircraft
4 Critical Aircraft Determination
• Next Steps
4 Facility Requirements
4 Development Alternatives
4 Public Meeting #3
• Conclusion
4 Project Portal
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Land Use Plan
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Page 242
Appendix A - Public Involvement
McCall Municipal Airport (MYL) Master Plan
PAGE 5 - THE STAR-NEWS - THURSDAY, NOVEMBER 5, 2020
MCCALL MUNICIPAL AIRPORT
Airport Master Plan Virtual Public Meeting
Tuesday, November 17th, 6:00pm
To Access the Teams Live Meeting:
Call: 208-995-2415 and Enter Conference ID: 824 950 710#
The master plan will define the type and extent of development required
to accommodate short-term and long-term aviation demand for the
McCall Municipal Airport. This meeting will present the first four chapters
of the master plan, with emphasis on the recommended aviation forecast.
To receive project notifications or additional information,
please contact Richard Stein, Airport Manager,
City of McCall at 208-634-1488 or rstein@mccall.id.us.
You may also visit www.MYLmasterplan.com,
the T-O Engineers Project Portal at
https://www.to-engineersprojectinfo.com/, or
scan the QR code in the bottom right corner.
City
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“Whether won or lost as
commissioner, I want to
thank all of you that have
given time and support,
shared their views and
concerns.”
The work of the volunteers has been exemplary and I wouldn’t have done it without you.
Thanks you for giving voice by voting.
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ServiceHonorIntegrityMcKeeReal EstateAnne McKee 208 634-9213
Help Advance Conservation by
Supporting PLT in November
PLT is active all year working to balance conservation and development and conserve the rural landscape of West Central Idaho. November is a great month to make a financial commitment and keep us charging ahead! Here are a few reasons why.
OVER THE PAST YEAR PLT HAS:• Finalized a permanent conservation easement on the Hansberger’s histor-ic South Fork Ranch along the South Fork of the Salmon River.• Secured over $2 million in funding from the USDA Farm Bill by work-ing with Idaho County Farmers to conserve their land and permanently protect it from development. These funds go directly to the Farmers and are returned to the local economy.• Increased awareness of conservation issues in the West Central Mountains through Interviews on:Boise State Radio’s Idaho Matters pro-gram McCall’s Spotlight PodcastAnnually stewards 10 easements and two properties consisting of:• Five Agricultural easements, • Three private homeowner easements• Two Development based easements- one with Ag use
Take Payette land Trust’s short Strategic Planning Survey! https://plt.questionpro.com Whether you Run, Bike, Walk, Ride, Farm or Ranch- your opinion is important to us and we want to hear from you! All opinions are welcome, and all information is needed!
Do you have an opinion on Conservation & Land Use priorities?
Stay informed and involvedSign up for the Payette Land Trust Newsletter at payettelandtrust.org
• Managed two properties for Ag use and Timber, while provided Outdoor Education program opportunities.
RIGHT NOW PLT IS:• Engaging State Land Board members, IDL staff and private individuals in over 50 meetings and calls working to find a way to permanently con-serve as much land around Payette Lake as possible.• Working with Valley County to explore new and innovative ways to conserve the Payette River Basin’s water resources.• A current member on the U of I’s Idaho Climate-Economy Impacts Assessment Advisory Board• Currently hosting a Public Senti-ment survey to gain insight on how residents, visitors and business view conservation in the West Central re-gion. Information and opinions from the survey will help drive the PLT in our strategic planning process.
IN THE FUTURE PLT IS:• Working to conserve 40 acres on the Payette River in an effort to limit de-velopment along the riverbank and
in the riparian area while allowing for limited public access.• Working to become an accredited land trust through the Land Trust Alliance’s national program• Engaging in a fundraising drive to build capacity and staff in an effort to keep pace with the demand for conservation in the region. PLT has regrettably turned down or post-poned viable projects due to lack of capacity and acquisition funds.
For all these reasons and many more, become a financial supporter of the Payette Land Trust today!
Midas
(Continued from Page 1) “Substantive” comments are those that offer in-depth critiques of certain elements of the project or that iden-tify areas in which existing analysis is insufficient. Some substantive com-ments could trigger further analysis of the project that could ultimately influence how the mine is permitted, Harris said. A team of Forest Service experts from across the nation will be helping the Payette sift through the comments to speed up the process, he said. Midas Gold is “proud to be one step closer” to permitting the proposed gold and antimony mine, the company said in a news release. “The feedback from these comments will be incred-ibly valuable as we work with regulators to finalize the plan for the Stibnite Gold Project,” Midas Gold
Corp. President Stephen Quin said. The public comment pe-riod opened on Aug. 14 and was originally expected to last until Oct. 13 until the Payette granted a 15-day extension to Oct. 28.Over 7,300 comments, or 76%, were received during the extension period, ac-cording to timestamps on the comments. Responses will be issued to all 10,000 comments in the final environmental study, which is currently slated for release in August.A minimum 45-day objec-tion period will follow the release of the final envi-ronmental study and draft record of decision, which will be released at the same time as the final study. Only those who submit-ted substantive comments during the project scoping period in 2017 or on the draft environmental study may issue an objection. A final decision on the project could come as soon as December 2021.
BY DREW DODSONThe Star-News
Removing a $1 million parks department reloca-tion included in last May’s failed bond issue to expand the McCall Public Library could be key to earning voter approval, the McCall City Council said last week. Council members and the library board of trustees agreed during a joint meet-ing last Friday that costs to voters should be reduced by using city money to pay for the new parks relocation. “We need to change the cost and that may be just what we need to send us over the edge this time,” trustee chair Jacki Rubin said.The $6.2 million bond election fell 29 votes shy of approval, with 707 votes in favor and 397 opposed, or 64% overall in favor. A
66.7% majority was needed for approval.Other ways to fund the parks department reloca-tion without bond money will be presented to the coun-cil at its Dec. 3 meeting.Work on the expansion cannot begin until the parks department is relocated from its current base next to the library.The former city fire station on Park Street in downtown McCall would be demolished to expand the library. The May election pro-posed building a new parks department headquarters on city land on Forest Street near the Central Idaho His-torical Museum.Availability of city funds for the new parks building could determine whether the library bond will be put
to McCall voters in May 2021 or in May 2022. The timing split council members and trustees during Friday’s meeting.“I think if we wait, we’re gonna lose things, not gain things,” Rubin said.Council member Colby Nielsen was unopposed to putting the bond to voters again in 2021, but pondered whether waiting until May 2022 would give it a better chance of passing.“I think one of the virtues of waiting until May of 2022 would be adding some flex-ibility to potentially figure out how to fund that parks facility,” Nielsen said. Nielsen also said waiting until 2022 could allow the CO-VID-19 pandemic to subside, which could make signing over taxpayer money easier for voters. “There a lot of things hap-pening right now and I think that I’m probably not alone in feeling fairly overwhelmed with life in general,” he said. Council members and trustees were also undecided on how the cost of the origi-nal $6.2 million bond could be reduced in addition to removing the parks depart-ment relocation.The group had mixed opinions on whether to include money in the bond proposal for 32 extra parking spaces behind the library and a pedestrian plaza be-tween the library and City Hall. Both were included in the original library bond at a cost of about $344,00, which created public mistrust in the last library bond pro-posal, according to the focus
groups.“You make a bond more convoluted by tacking more and more things on there,” trustee Patrick Coyle said. “People will be suspicious and not really want to be on board with it.”Trustee Lola Elliot urged making the bond “skinny” by eliminating both projects, while Coyle favored keeping the extra parking as a selling point for the bond’s overall community benefit.
Focus groups rap timing, cost of May library bond vote
BY DREW DODSONThe Star-News
The timing, cost and lack of public transparency were primary reasons last May’s $6.2 million bond election to expand the McCall Public Library came up short, ac-cording to public comments gathered by the city.Themes from 29 focus group participants helped explain why the bond fell 29 votes shy of approval, with 707 votes in favor and 397 opposed, or 64% overall in favor. A 66.7% majority was needed for approval.Despite widespread sup-port for an expanded library, the specifics of the May pro-
posal gave pause to many voters, Communications Manager Erin Greaves said. “The $6.2 million number was definitely a little too large for the majority of the people that I spoke with,” Greaves told the McCall City Council and library board of trustees during a joint meeting last week. Current plans were la-beled as too “grandiose” for McCall by some voters, who suggested $2 million to $3 million as a more realistic request of city taxpayers, a report on the focus groups said. “Some people thought ‘we want more space, we want improvements, we realize the building is falling apart, but we just don’t think it should cost that much,’” Greaves said. However, focus group participants split on wheth-er the size of the expansion should be reduced to bring costs down, the report said. Some suggested a smaller expansion project could still allow the library to grow through partnerships with other libraries, digital offer-ings and technology rentals.
The $6.2 million request-ed from city taxpayers also looked more daunting to voters as the COVID-19 pan-demic ushered in financial uncertainty, the report said. The pandemic prompted some focus group partici-pants to question the logic of investing in buildings when technology and working remotely are growing.Focus group participants said May 2021 would be too soon for another election, Greaves said. “People thought it would be almost rude to bring it back so quickly,” she said. Voters also felt caught off-guard and confused by non-library city projects included in the original proposal. “It was a little bit mud-dy,” Greaves said. “Some people felt that it wasn’t a straightforward concept and they voted ‘no’ because of it.” Many voters were not aware of or did not un-derstand how a $1 million parks department reloca-tion to city land on Forest Street tied into the library expansion.
Parks could be dropped from next library bond vote
Page 243
Appendix A - Public Involvement
McCall Municipal Airport (MYL) Master Plan
PAGE 5 - THE STAR-NEWS - THURSDAY, NOVEMBER 12, 2020
MCCALL MUNICIPAL AIRPORT
Airport Master Plan
Virtual Public Meeting
Tuesday, November 17th, 6:00pm
To Access the Teams Live Meeting:
Call: 208-995-2415 and Enter Conference ID: 824 950 710#
The master plan will define the type and extent of development
required to accommodate short-term and long-term aviation demand for the McCall Municipal Airport. This meeting will
present the first four chapters of the master plan, with emphasis on the recommended aviation forecast.
To receive project notifications or additional information, please contact Richard Stein, Airport Manager,
City of McCall at 208-634-1488 or rstein@mccall.id.us.
You may also visit www.MYLmasterplan.com,
the T-O Engineers Project Portal at
https://www.to-engineersprojectinfo.com/,
or scan the QR code below.
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Letters
(Continued from Page 4) simple precautions be rec-ognized as the conscientious objectors they may be, but they are forcing America to surrender to the virus. If we want to win this, we must recruit more to the fight. Mike WeissMcCall
Governor urged to make masks mandatory in IdahoTo the Editor:To Gov. Little:Gov. Liitle, as a retired RN and a senior citizen I
implore you to make masks mandatory for Idaho. It is glaringly obvious by this point in the pandemic that simply asking Idahoans to wear a mask is not work-ing. It seems to me that by merely asking for people to wear a mask you are act-ing callously toward all the health care workers, first responders and essential workers. Isn’t their right to be as safe as possible while per-forming their critical roles in society more important than the inconvenience of some who wish not to be told what they have to do?Alice AndersonMcCall
COVID
(Continued from Page 1One death from CO-VID-19 has been reported in Valley County since the pandemic reached Idaho in March. An 85-year-old McCall man died July 15 at St. Luke’s Boise hospital due to complications of CO-VID-19 infection.
Adams County
Adams County had 70 total confirmed cases among county residents as of Wednesday, nine more than the 61 cases reported last week, according to Southwest District Health.Four new cases were con-firmed in the New Meadows area between Oct. 18 and Oct. 31, the health district said. Two deaths in Adams County related to COVID-19 have been reported. The first death was a man in his 70s who had been hospitalized with underlying health complications.The second death was a woman in her 70s with preexisting conditions who was hospitalized.
McCall care center reports COVID-19 infection by staffer
BY TOM GROTEThe Star-NewsA staff member at McCall Rehabilitation and Care Center has tested positive for COVID-19, Facility Ad-ministrator Kurt Holm said
Tuesday.All of the 26 residents of the long-term care facility as well as about 40 staff mem-bers passed two weeks of testing without reporting an additional case, Holm said. It was the first case of COVID-19 reported at the 44-bed facility located at 418 Floyde St. in McCall. The female staffer re-ported on Oct. 30 that she had COVID-19 symptoms and likely caught the virus from a family member, Holm said. All staffers and residents were tested twice per week for two weeks ending last Friday without new positive cases, he said.“Our staff has been dili-gent, which we are very grateful for,” Holm said. Staff members only will continue to be tested twice per week due to the surge in COVID-19 infections reported in Valley County, he said.McCall Rehab is an inde-pendently operated facility owned by The Ensign Group of San Juan Capistrano, California, which operates more than 200 health-care facilities across the United States.
McCall approves
permanent public health powers
BY DREW DODSONThe Star-NewsA law granting the City of McCall permanent author-ity to pass orders related to public health and safety during emergencies was
adopted by the McCall City Council last week.The law allows City Man-ager Anette Spickard to pass laws related to public health and safety during emergen-cies prior to city council approval, as would typically be required. However, any laws passed by Spickard would need to be approved by the council within five days, which coun-cil members shortened from seven days in the original proposed law. The council also added a 45-day term to emergency laws, which means laws would expire after 45 days unless council members vote to extend them another 45 days. “We owe it to the commu-nity to have the shortest term we can,” council member Melanie Holmes said. “I feel that we should be discuss-ing and talking about any emergency order as often as possible.”Council member Colby Nielsen echoed Holmes, pointing to the stricter rules as a way to combat “govern-ment mistrust” with more oversight. Emergency laws would have been valid until re-scinded by council members under the originally pro-posed law, which did not specify a duration. Emergencies could in-clude public health crises like the COVID-19 pandemic or natural disasters like wildfires and earthquakes. Any emergency laws adopted by the city would apply to all areas within city limits as well as everywhere within five miles of city limits, which includes parts of Lake Fork and Adams County. Council members di-rected city staff to prepare the permanent emergency powers ordinance after a city mask order expired on Sept. 17 due to the expiration of a temporary emergency pow-ers ordinance passed by the council in March. Temporary emergency powers ordinances cannot be in effect for more than 182 days and cannot be renewed under Idaho law. Currently, a countywide mask order from Central District Health remains in place in McCall.
Swap
(Continued from Page 1the land board than if we try to do things individu-ally,” commissioner Sherry Maupin said. “This is important to our region, it’s important to our water quality, it’s important to our quality of life overall,” Maupin said. “And they have the ability to impact that.”A preliminary plan will be aired to the land board on Tuesday in Boise and could be adopted as soon as Janu-ary if the extension request is declinedThe letter also will ask the land board to extend a moratorium on leases, sales and exchanges of McCall lands as part of delaying adoption of the plan. The moratorium has been in place since June when the land board was approached with a land ex-change proposal by Trident Holdings, a Boise-based company. Trident’s original pro-posal would have given it about 28,000 acres of state lands around Payette Lake and McCall in exchange for more productive tim-berlands in northern Idaho.
The lands department’s long-term plan focuses on about 5,000 acres of lands around Payette Lake in the McCall Impact Area, Payette Lakes Supervisory Area Manager Scott Corkill said. “That’s the meat and potatoes, all those high value properties closest to Payette Lake,” Corkill told commissioner and council members. The other 23,000 acres included in Trident’s origi-nal proposal are southeast of McCall and are covered by an existing forest man-agement plan that guides harvesting, leasing and long-term strategy.“We don’t anticipate hav-ing any recommendations going forward to change that,” Corkill said. “That was already approved by the land board in 2018.”Corkill admitted Tri-dent’s proposal may have expedited the long-term plan, but emphasized it is a “standalone plan” that the lands department has been working on for years. Also at Tuesday night’s joint meeting was the Payette Endowment Lands Alliance, which formed in July in response to Trident’s proposal.
The group noted the importance of “overlapping public trust obligations” the state has to protect lakes and rivers while also maximiz-ing profits from the use of state lands, as mandated by the Idaho Constitution. “We feel restricting new development on endowment lands around the lake is essential to protecting and fulfilling these public trust obligations,” said Lake Fork resident Judy Anderson, a founding member of the group. Fellow founding member Jeff Mousseau of McCall pointed toward different land conservation solutions used elsewhere that could work locally, including one in Blaine County. In 2008, Blaine County voters approved a two-year conservation tax levy to cre-ate a fund to grow through investments and spend on conservation work. “Today the program has successfully put in place five major conservation easements, one large land acquisition and three land and water restoration proj-ects,” Mousseau said. Mousseau also men-tioned a 1% real estate tax passed by San Juan County voters in Washington in
1990, which over the last three decades has helped preserve the San Juan Islands. Council members and commissioners also brain-stormed ways the city and county could take more control of the future of state lands around McCall. Council member Mel-anie Holmes suggested creating a “recreation” zon-ing category to be applied to state lands in case they are sold to developers. “Could it be somewhat of a last resort between the county and city to consider some sort of zoning change
that would prevent usage on those lands?” Holmes asked.That option would need to be reviewed by attorneys, city officials said. A conservation levy similar to the one in Blaine County was also suggested as a possibility. “The big issue I have with all of that is I have a road department that needs money a lot sooner than I think this issue needs money, and I don’t know how to wrestle with that,” commissioner Elt Hasb-rouck said.
Trident
(Continued from Page 1However, the plans are strictly concepts, Williams said. Williams fears that no ac-tion on state lands in McCall would eventually result in the state auctioning off less profitable tracts of land to private developers with no conservation goals. A mandate in the Idaho Constitution requires state lands to earn as much money as possible for public schools and mental health hospitals.
BY MAX SILVERSON
The Star-News
A wildfire started by an abandoned campfire grew to about 800 acres last week in Buck’s Basin east of Council Mountain before being quashed by snowfall, the Payette National Forest reported.The Crystal Creek Fire was reported on Nov. 2 and was considered controlled after snow fell on the site over the weekend. “Since the beginning of hunting season, 17 aban-doned warming fires have been found on the landscape, and 25 abandoned campfires have been discovered in campground facilities,” Payette Forest Public Af-fairs Officer Brian Harris said. “This number of human-caused wildfires is not normal for this time of year,” he said. People with informa-tion on who may have left the fire, or to report any abandoned campfire, should contact the Payette head-quarters office in McCall at 208-634-0700. Fire officials deployed two helicopters to dump water on hot spots within the Crystal Creek Fire, but did not deploy firefighters on the ground because of
the remote location and likelihood of snow in the forecast, Harris said. The fire primarily burned open grassy areas while torching some sub-alpine fir trees, he said. “We always evaluate the risk to firefighters versus the potential gain of deploy-ing a full response,” Harris said. “The fire had no foresee-able threat to structures, private lands or other values at risk such as powerlines, roadways, etc.,” he said. The fire was located in an area surrounded by rocky terrain that helped keep it contained, Harris said.
Tamarack Resort fire contained; no cause released
BY MAX SILVERSONThe Star-News The West State Fire at Tamarack Resort was de-clared 100% contained on Friday and extinguished completely by snowfall that started on Saturday. The fire burned 61 acres within 500 feet of the resort’s unfinished mid-mountain lodge and about 100 feet from the Mile High Cantina. The cause of the fire was still under investigation, said Jennifer Russell, a
public information officer for the Idaho Department of Lands. Total firefighting costs on the West State Fire were not available. Recent snowfall effec-tively ended the fire season in the area, but dangers from the fire remain. Tamarack Resort Presi-dent Scott Turlington urged people to stay out of the fire area because burned trees would continue to fall and pose a serious safety threat. The fire started on Nov. 2 about 300 yards to the west of the mid-mountain lodge, which is located at the top of the Tamarack Express lift and at the base of the Summit Express lift.The fire burned uphill to the northwest and began burning in grass and brush.The blaze then moved into sub-alpine fir stands and took hold, causing black plumes of smoke and torched trees visible from across the valley floor at night.Tamarack employees turned on snowmaking guns to spray the lodge with water.The water feeding the snowmaking guns also was used to fill up water tankers deployed on the fire,.The Summit Lift was not damaged.
Council Mtn. fire burns 800 acres
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MEETING 2 COMMENTS
• 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?
• My Question regarding figure 4.30 has typo. The question should state: These trends would indicate
there is NO need for additional hangars at KMYL. Is this a valid interpretation of the figure 4.30?
Page 260
Appendix A - Public Involvement
McCall Municipal Airport (MYL) Master Plan
McCall Municipal Airport Master Plan
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:
https://www.mccall.id.us/airportmasterplan
https://www.to-engineersprojectinfo.
com/jobs/1550/details/mccall-municipal-
airport-master-plan
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
Page 261
Appendix A - Public Involvement
McCall Municipal Airport (MYL) Master Plan
McCall Municipal Airport Master Plan
Airport Master Plans
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.
Airport Master Plan Process
The project begins with a pre-planning phase to determine
the scope of work (completed), then will systematically
follow the steps shown in the figure.
The McCall Municipal Airport Master Plan will incorporate a
significant amount of public involvement to ensure the best
final product possible. Effective public involvement includes
numerous parties, including but not limited to: aircraft
owners, airport staff, public officials, funding agencies, and
the general public.
The earlier public input is communicated, the easier it is to
incorporate into the planning process.
Throughout the Airport Master Plan project information
will be available online to include a project schedule,
announcements for upcoming meetings, draft documents,
references, as well as a portal to ask questions and provide
comments.
The website can be accessed through the T-O Engineers
Project Portal, McCall Municipal Airport Master Plan:
https://www.to-engineersprojectinfo.com/jobs/1550/
details/mccall-municipal-airport-master-plan
Or through the McCall Municipal Airport website:
https://www.mccall.id.us/airportmasterplan
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With the FAA, ITD, and City of McCall, Develop Scope of Work
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FAA Approval of Forecast
Aviation Forecast
Identify Critical Aircraft
Im
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t
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Final Report
Capital Improvement Plan
Land Use Plan
Facility Requirements
Airport Development
Alternatives
Draft Drawings & Report
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Page 262
Appendix A - Public Involvement
McCall Municipal Airport (MYL) Master Plan
McCall Municipal Airport Master Plan
Frequently Asked Questions
Q: What is an Airport Master Plan?
A: An Airport Master Plan is a comprehensive study of an airport that describes short-, medium-, and
long-term development needs to meet future aviation demand.
Q: Why is an Airport Master Plan needed?
A: An Airport Master Plan provides the developmental framework for individual airports to ensure
appropriate planning for future needs. An Airport Master Plan is typically updated every 5-10 years
due to FAA changes in airport design, swings in the economy, and transformational changes in aviation
and how people travel.
The last Airport Master Plan completed for McCall Municipal Airport was in 2007.
Q: What are the major elements of an Airport Master Plan?
A: Airport Master Plans are developed based on guidance from the FAA Advisory Circular (AC)
150/5070-6B, Airport Master Plans.
• Inventory of Existing Conditions
• Aviation Forecast
• Facility Requirements
• Environmental Considerations
• Alternatives Development
• Airport Layout Plan (ALP)
• Facilities Implementation
Q: What are the Airport Master Plan Objectives:
A: The objectives of an Airport Master Plan are:
• To understand airport issues, opportunities and constraints.
• Consider the impacts of aviation trends.
• Identify the capacity of existing airport infrastructure.
• Determine the need for airport improvements.
• Estimate project costs and funding sources.
• Develop a schedule for project implementation.
• Obtain stakeholder and public input.
Page 263
Appendix A - Public Involvement
McCall Municipal Airport (MYL) Master Plan
McCall Municipal Airport Master Plan
Q: Who Approves a Master Plan?
A: The Airport Sponsor, in this case the City of McCall, approves the Airport Master Plan.
FAA approval is required for the Airport Master Plan Forecast, as well as the Airport Layout Plan
(ALP). The FAA also provides a review of the Master Plan documents, and accepts the final document.
Q: What results from an Airport Master Plan?
A: The Sponsor Approved Airport Master Plan becomes the guiding document for follow-on projects
and airport development.
Page 264
Appendix A - Public Involvement
McCall Municipal Airport (MYL) Master Plan
McCall Municipal Airport Master Plan
Facility Requirements Summary
Deficiencies
• 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.
• Complete wildlife fencing and/or fill in gaps.
• Upgrade Taxiways B-1 and B-2 to meet current taxiway fillet standards.
• 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.
• Update the Airport Influence Area Overlay Zones to reflect the updated ALP.
• Explore additonal hangar options.
• Upgrade and reconfigure vehicle parking options.
• Explore general aviation terminal options.
• Replace the diagonal taxiway to improve circulation and efficiency.
• Identify additional helicopter parking areas.
• Explore snow storage areas.
Page 265
Appendix A - Public Involvement
McCall Municipal Airport (MYL) Master Plan
McCall Municipal Airport Master Plan
Alternative Drawings
General Aviation Terminal and Krahn Lane Extension
• 9,600 SF terminal building with space for City offices, leased office space, and a pilot lounge.
• 13 aircraft parking spaces for jets and turboprops.
• 20 vehicle parking spaces.
• Fencing and gates.
• Land acquisition required, approximately 17 acres.
Infield Development Phase 1 and East-West Taxiway
• 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.
• Reconfiguration of the transient apron with 38 small, 10 medium, and four large tie downs.
• New apron for two fire aircraft.
• New access road for the segmented circle.
Infield Development Ultimate
• Relocated ASOS.
• One additional large hangar and two additional medium hangars.
North Airfield Alternatives
• Standard fillets for Taxiways A-2, B-1, and B-2.
• 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.
South Airfield Alternatives
• 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.
Taxiway and Taxilane Nomenclature
• Proper naming of taxiways and taxilanes.
Page 266
Appendix A - Public Involvement
McCall Municipal Airport (MYL) Master Plan
McCall Municipal Airport Master Plan
Next Steps
• Select a preferred alternative. (June 2021)
• Initiate agency coordination and complete the Environmental Overview. (July 2021)
• Complete the Alternatives chapter. (July 2021)
• Create the ALP drawing set. (August 2021)
• Develop an implementation plan. (September 2021)
• Complete the Draft Airport Master Plan document and hold a public meeting. (October 2021)
• Complete the Final Airport Master Plan document and take it to City Council. (November 2021)
Page 267
Appendix A - Public Involvement
McCall Municipal Airport (MYL) Master Plan
PAGE 5 - THE STAR-NEWS - THURSDAY, MAY 20, 2021
McCall Arts & Humanities Council Children’s Theater Proudly Presents Leo Lionni’s
Directed by Dawn KoldenMusical Direction by Linda Moyer
Friday, May 14 at 7 PMSaturday, May 15 at 2PM & 7PMFriday, May 21 at 7 PMSaturday, May 22 at 2 PMVirtual Stage - May 22 in the evening
Tickets Tickets available at available at mccallarts.orgmccallarts.org
LIVE SHOWS AT ROSEBERRY IN DONNELLY
Visit Historic Visit Historic ROSEBERRYROSEBERRY
One Mile East of Donnelly on East Roseberry Road. www.historicroseberry.com
Opening for the Season May 28
Come see our new displays and gift shop in the Roseberry Store as well as the Restored School House. Summer hours: Fridays-Saturdays, 1-5, Sundays 11-3.
Pumps Open 24 Hours With Credit Card. South End of Cascade Highway 55 Open 6 a.m. -10 p.m. (208) 382-3181
1.00 OFFDEAL!
MEDIUM 2-TOPPINGPIZZA
Highway 55 North End of Cascade 382-6712 Open 6 a.m. to 10 p.m.
Pumps Open 24 Hours With Credit Card
Now Serving
Things are looking up...
McCall Brewing Co.
807 N. 3rd. St. Downtown • 634-3309Open Daily at 11 a.m.
have a beer!have a beer!have a beer!have a beer!
6 Packs of Beer & Hard Seltzer 8.50
Dining on Payette Lake
Mediterranean203 E. Lake St. McCall(208) 634-46654:30-8:30pm Tues. thru Saturday
Bistro-Style Dining in Donnelly
ItalianDowntown Donnelly(208) 325-34634:30-8:30pm Tues. thru Saturday
Open 5 Days a weekOpen 5 Days a weekWE’RE BACK!WE’RE BACK!
and
´´
(all health protocols are being meticulously followed)(all health protocols are being meticulously followed)ORDER ONLINE AT CHEFTOPPLE.COM
EVENTS / THE ARTS
Daily Hours: Store: 6 a.m. to 10 p.m. Cafe: 6 a.m. to 3 p.m. Pumps Open 24 Hours • Debit/Credit Cards Accepted507 N. Third St. • McCall • 634-2016
TAKE OUT SERVICE AVAILABLE
THIS
WEEK’S
SPECIAL
GUACAMOLE BURGER
with fries $7.99
NOW AVAILABLE! Take some home tonight!
Children’s Theater
to continue performances of ‘Frederick’
The McCall Children’s Theater will continue its presentation of “Fred-erick” this Friday and Saturday at The Barn at Historic Roseberry and online.“Frederick” is the story of how five mouse friends prepare for the darkest days of winter in differing ways.Performances will be Friday at 7 p.m. and Satur-day at 2 p.m. Cost is $15 per ticket and $5 for children age 12 and younger. Virtual tickets will be $20 apiece. There will be a limit of 50 seats for each event. So-cial distancing, requiring masks and other COVID-re-lated safety protocols will be followed.A special fundraising dinner will begin at 6 p.m. Saturday. Cost will be $50 per ticket. Proceeds will benefit the McCall Arts and Humanities Children’s
Theater program.For more information or to purchase tickets, visit www.mccallarts.org and click on “Children’s Theater.”“Frederick” is directed by Dawn Kolden with music direction by Linda Moyer.Cast members are Victoria Sell, Cason Sisne-ros, Sophie Snyder, Kyrie Bean, Alice Rydalch, Lilly Brasher, Elaina Gamble, Si-erra Berry, Camas Backus, Quincy Sorensen, Dayne Arrasmith, Emma Fausett, Tabatha Vrany, Desaray Ames, Maddy Blankman, Caroline Snyder, Ashlyn Campbell, Ella Lewis, Emma Blankman and Dem-psy Bitton.
Congregational church plans annual
plant sale for May 29The Community Con-gregational Church in McCall will host its annual Memorial Day weekend plant sale on Saturday, May 29, from 8 a.m. to 3 p.m. in the church parking lot.
Items for sale from Ed-wards Greenhouse in Boise will include flowering bas-kets, pre-planted pots, annuals, perennials, toma-to plants, herbs, vegetables and soil amendments.Proceeds will benefit the church’s community outreach programs. The Community Congre-gational Church parking lot is located at First and Park streets.
Garden club to host annual plant sale May 29 in Cascade
The Long Valley Garden Club will host its annual Plant Sale fundraiser on
Saturday, May 29, from 9 a.m. to 4 p.m. at the Valley County Fairgrounds.Items for sale will in-clude hanging baskets, perennials, annuals, to-matoes, peppers and other vegetables.Proceeds will benefit the club’s beautification projects in McCall, Don-nelly, Cascade and New Meadows.The Valley County Fair-grounds are located at 520 S. Front St. in Cascade.
Friends of M. Valley library to host used
book sale May 29The Friends of the
Meadows Valley Public Library will host their used book sale on Saturday, May 29, from 10 a.m. to 4 p.m. on the library lawn.Items for sale will in-clude used books, audio books and DVDs.The library is also seek-ing volunteers to help with setup and cleanup.Setup will begin at 9 a.m. on Saturday and will include moving tables and
boxed items to the front lawn and setting materials out on the table. Cleanup will begin at 3:50 p.m. and will include packing up unsold items and putting them back in the storage area behind the library.The Meadows Valley Library is located at 400 Virginia St. in New Mead-ows.
The Star-News is where all of us who love Valley County and the Meadows Valley come together. Just because you don’t live here year ‘round doesn’t mean we don’t care what you think. So, stay up-to-date with great reporting and commentary on topics you care about. And if you feel like expressing yourself, by all means drop us a letter to the editor.
We do need one thing from you though...a subscription. Without you,
there will be no us.
Just because you’re distant doesn’t mean you have to keep your distance.
TheThettaarr--NNeewwss
To subscribe, visit mccallstarnews.com, email starclass@frontier.com or call 208-634-2123
Page 268
Appendix A - Public Involvement
McCall Municipal Airport (MYL) Master Plan
X X X X X X X X X X X X X X X X X X X X X X X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
XX
XXXXXXXXXXX
X
P/L
P/L
P/L
P/L
P/L
P/L
P/L
P/L
P/L
P/L
P/L
P/L
P/L P/L P/L P/L P/L P/L P/L P/L P/L P/L P/L P/L P/L P/L P/L P/L P/L P/L
P/L
P/L
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
XXXXX
TOF
A
TOF
A
TO
F
A
TOF
A
TOFA
TOFA TOFA TOFA TOFA TOFA TOFA
TOF
A
TOF
A
U-TS
A
U-T
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A
U-TSA
U-TO
F
A
U-TOFA
U-TS
A
U-TSA
U-TO
F
A
U-TOFA
U-TS
A
U-TS
A
U-TS
A
U-TS
A
PROPOSED TAXILANE K
TAX
I
W
A
Y
A
PROPOSED
K
R
A
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N
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N
E
X
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5
5
PR
O
P
O
S
E
D
GA
A
P
R
O
N
PROPOSEDLAND ACQUISITIONAPPROXIMATELY 17 ACRES
X
X
X
X
X
P/L P/L P/L P/L P/L P/L P/L P/L P/L P/L
P/L
P/L
P/L
P/L
X X X X X X X X X X X X
XXXXXXX
X
X
X
TOFATOFATOFATOFATOFA
TOF
A
TO
F
A
TOF
A
OFA OFA OFA OFA OFA
TOFA TOFA TOFA TOFA
TO
F
A
TO
F
A
TOF
A
U-TSA
U-TS
A
U-TOFA
U-T
O
F
A
U-TSA
U-TS
A
U-T
O
F
A
U-TSA
U-TSA
U-TSA
PRO
P
O
S
E
D
T
A
X
I
L
A
N
E
K
TAXIWAY A
PROPOSEDGA APRON
58'
80'
18'
20'20'
120'
80'
50'
9'
PROPOSED TAXILANE K
TAXIWAY A
PROPOSED KRAHN LN EXTENSION RIGHT-OF-WAY
STATE HIGHWAY 55 STATE HIGHWAY 55
PROPOSEDGA APRON58'80'18'20'20'120'80'
50'
9'
PROPOSEDLAND ACQUISITIONAPPROXIMATELY 17 ACRES
GENERAL AVIATION TERMINAL ANDKRAHN LANE EXTENSION
HIGHLIGHTS:
-9,600 S.F. TERMINAL BUILDING WITH ROOM FOR CITYOFFICES, LEASED OFFICE SPACE, AND PILOT LOUNGE.
-13 SPACES FOR TURBOPROPS AND CORPORATEJETS.
-20 VEHICLE SPACES.
-FENCING AND GATES.
-REQUIRES ACQUISITION OF APPROXIMATELY 17ACRES.
0 30 60 120 180
P/L
0 30 60 120 180
LEGEND
EXISTING PAVEMENT
EXISTING BUILDING
EXISTING PROPERTY LINE
EXISTING FENCE
EXISTING PAVEMENT MARKINGS
EXISTING TAXIWAY OBJECT FREE AREA
PROPOSED BUILDING
PROPOSED PAVEMENT
PROPOSED LAND ACQUISITION
PROPOSED PAVEMENT MARKINGS
PROPOSED AIRCRAFT TIE-DOWN
PROPOSED FENCE
PROPOSED TAXIWAY OBJECT FREE AREA
PROPOSED TAXIWAY SAFETY AREA
U-TOFA
TOFA
U-TSA
KEY MAP
N.T.S
X X
X
X
XXXX
X
X
X
X
X
X
X
X
X
XX
P/L
P/L
P/L
P/L
P/L
P/L
P/L
P/L
P/L
P/L
P/L
P/L
P/L
P/L P/L P/L
EG
EG
EG
EG
EG
EGEGEGEG
EG EG EG
EG
EG EG
X
X
X
X
X
X
X
X
X
X X X X X
EG
EG
EG
EG
EG
ASOS
ASOS
ASOS
ASOS
ASOS
ASOS
ASO
S
ASO
S
ASOS
ASOS
ASOS
ASO
S
ASO
S
ASO
S
ASOS
ASOS
ASOS
ASOS
TOF
A
TOF
A
U-TOFA U-TOFA
U-TOFA U-TOFA
U-TOFA
U-TOFA U-TOFA
U-TOFA
U-TOFA
U-TOFA
U-TOFA U-TOFA
U-TOFA U-TOFA
U-TOFA
U-T
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F
A
U-T
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U-T
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U-TO
F
A
U-TOFA
U-TSA
U-TS
A
U-T
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U-T
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U-TS
A
U-TS
A
U-TSA
U-TSA
U-T
S
A
U-T
S
A
U-T
S
A
U-TS
A
U-TS
A
U-TSA
U-T
S
A
U-TSA U-TSA U-TSA U-TSA U-TSA U-TSA
U-T
S
A
U-T
O
F
A
U-TOFA U-TOFA U-TOFA U-TOFA U-TOFA U-TOFA
U-T
O
F
A
U-TSAU-TSAU-TSAU-TSAU-TSAU-TSA
U-T
S
A
U-TSA U-TSA U-TSA U-TSA U-TSA U-TSA
U-TS
A
U-TOFAU-TOFAU-TOFAU-TOFAU-TOFAU-TOFA
U-TOFA U-TOFA U-TOFA U-TOFA U-TOFA U-TOFA
U-T
O
F
A
U-T
S
A
U-TSA U-TSA U-TSA U-TSA U-TSA U-TSA
U-TSA
U-TSAU-TSAU-TSAU-TSAU-TSAU-TSA
U-TO
F
A
U-TOFA U-TOFA U-TOFA U-TOFA U-TOFA
U-T
O
F
A
U-TOFAU-TOFAU-TOFAU-TOFAU-TOFA
NEW ACCESSROAD
NEW FIREAIRCRAFTPARKING
FUTURE CITY USE
DEW AIRCRAFT, INC. / HANGAR 98LEASE AREA
120'
100'
60'
60'
120'
100'
40'
50'
25'
35'
35'
PROPOSED TXL G
PROPOSED TXL F
TAXIWAY A
PR
O
P
O
S
E
D
T
A
X
I
W
A
Y
C
PR
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.
TAXIWAY E
PR
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W
A
Y
H
SNOW STORAGE
SNOW STORAGE
SNOW STORAGE
RETENTION POND &ADDITIONAL SNOW STORAGE
ADG II, TDG 2
ADG I, TDG 1B
ADG
I
I
,
T
D
G
2
APRON REHABAND REMARKING
INFIELD AREA DEVELOPMENT PHASE 1
EXISTING TRANSIENT APRON:
-TOTAL TIE-DOWNS = 64
ULTIMATE BUILDOUT:
-TOTAL TIE-DOWNS = 112
0 35 70 140 210
LEGEND
EXISTING PAVEMENT
EXISTING BUILDING
EXISTING PAVEMENT MARKINGS
EXISTING TAXIWAY OBJECT FREE AREA (TOFA)
EXISTING TAXIWAY SAFETY AREA (TSA)
AUTOMATED SURFACE OBSERVING SYSTEM (ASOS)
EXISTING AIRCRAFT TIE-DOWN
U-TOFA
TOFA
U-TSA
TSA
ASOS
PROPOSED BUILDING
PROPOSED PAVEMENT
PROPOSED PAVEMENT MARKINGS
PROPOSED AIRCRAFT TIE-DOWN (GA APRON)
PROPOSED AIRCRAFT TIE-DOWN (INFIELD AREA)
PROPOSED TAXIWAY OBJECT FREE AREA (U-TOFA)
PROPOSED TAXIWAY SAFETY AREA (U-TSA)
Page 269
Appendix A - Public Involvement
McCall Municipal Airport (MYL) Master Plan
X X
X
X
XXXX
X
X
X
X
X
X
X
X
X
XX P/L
P/L
P/L
P/L
P/L
P/L
P/L
P/L
P/L
P/L
P/L
P/L
P/L
P/L
EG
EG
EG
EG
EG
X
X
X
X
X
X
X
X
X
X X X
EG
EG
EG
EG
EG
TOF
A
TO
F
A
U-TOFA U-TOFA
U-TOFA U-TOFA
U-TOFA
U-TOFA U-TOFA
U-TOFA
U-TOFA
U-TOFA
U-TOFA U-TOFA
U-TOFA U-TOFA
U-TOFA
U-TO
F
A
U-TO
F
A
U-TO
F
A
U-T
O
F
A
U-TOFA
U-TSA
U-TS
A
U-TS
A
U-TS
A
U-T
S
A
U-T
S
A
U-TSA
U-TSA
U-T
S
A
U-TS
A
U-TS
A
U-T
S
A
U-T
S
A
U-TSA
U-TS
A
U-TSA U-TSA U-TSA U-TSA U-TSA U-TSA
U-TS
A
U-TO
F
A
U-TOFA U-TOFA U-TOFA U-TOFA U-TOFA U-TOFA
U-TO
F
A
U-TSAU-TSAU-TSAU-TSAU-TSAU-TSA
U-TS
A
U-TSA U-TSA U-TSA U-TSA U-TSA U-TSA
U-T
S
A
U-TOFAU-TOFAU-TOFAU-TOFAU-TOFA
U-TOFA
U-TOFA U-TOFA U-TOFA U-TOFA U-TOFA U-TOFA
U-TO
F
A
U-TS
A
U-TSA U-TSA U-TSA U-TSA U-TSA U-TSA
U-TS
A
U-TSAU-TSAU-TSAU-TSAU-TSAU-TSA
U-T
O
F
A
U-TOFA U-TOFA U-TOFA U-TOFA U-TOFA
U-TO
F
A
U-TOFAU-TOFAU-TOFAU-TOFAU-TOFA
NEW ACCESSROAD
NEW FIREAIRCRAFTPARKING
FUTURE CITY USE
DEW AIRCRAFT, INC. / HANGAR 98LEASE AREA
PROPOSED TXL G
PROPOSED TXL F
TAXIWAY A
PRO
P
O
S
E
D
T
A
X
I
W
A
Y
C
PRO
P
O
S
E
D
T
A
X
I
W
A
Y
D
DEI
N
H
A
R
D
L
N
.
TAXIWAY E
PRO
P
O
S
E
D
T
A
X
I
W
A
Y
H
SNOW STORAGE
SNOW STORAGE
SNOW STORAGE
RETENTION POND &ADDITIONAL SNOW STORAGE
ADG II, TDG 2
ADG I, TDG 1B
AD
G
I
I
,
T
D
G
2
APRON REHABAND REMARKING
120'
120'
100'
100'
100'
100'
60'
60'
40'
50'
25'
35'
35'
0 35 70 140 210
INFIELD AREA DEVELOPMENTULTIMATE PHASE
2 ADDITIONAL 60' X 60' HANGARS1 ADDITIONAL 100' X 100' HANGARASOS HAS BEEN RELOCATED SOUTH
EXISTING TRANSIENT APRON:
-TOTAL TIE-DOWNS = 64
ULTIMATE BUILDOUT:
-TOTAL TIE-DOWNS = 109
LEGEND
EXISTING PAVEMENT
EXISTING BUILDING
EXISTING PAVEMENT MARKINGS
EXISTING TAXIWAY OBJECT FREE AREA (TOFA)
EXISTING TAXIWAY SAFETY AREA (TSA)
EXISTING AIRCRAFT TIE-DOWN U-TOFA
TOFA
U-TSA
TSA
PROPOSED BUILDING
PROPOSED PAVEMENT
PROPOSED PAVEMENT MARKINGS
PROPOSED AIRCRAFT TIE-DOWN (GA APRON)
PROPOSED AIRCRAFT TIE-DOWN (INFIELD AREA)
PROPOSED TAXIWAY OBJECT FREE AREA (U-TOFA)
PROPOSED TAXIWAY SAFETY AREA (U-TSA)
PAPI
PAPI
P/L
P/L
P/L
P/LP/LP/LP/LP/LP/LP/LP/LP/LP/LP/LP/LP/LP/LP/LP/LP/L
P/L
P/LP/LP/LP/LP/LP/LP/LP/LP/LP/LP/LP/LP/LP/LP/L
X
X X X
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PAPI
PAPI
PAPI
PAPI
INSTALL 4-LIGHT PAPI
REALIGNMENT OF TAXIWAY B-1
EXPAND BLAST PAD
UPGRADE RUNWAYLIGHTS TO LEDPROPOSED TAXIWAYFILLETS
PROPOSED ELEVATEDRUNWAY GUARD LIGHTS
PROPOSED ELEVATEDRUNWAY GUARD LIGHTS
TAXIWAY B
RUNWAY 16-34 (E)
TAXIWAY A
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NORTH ALTERNATIVES
HIGHLIGHTS:
-PROPOSED TAXIWAY FILLETS FOR A-2, B-1, AND B2
-PROPOSED REALIGNMENT OF TAXIWAY B-1
-REMOVE WIDE EXPANSE OF PAVEMENT AT TAXIWAY B-1
-INSTALL ELEVATED RUNWAY GUARD LIGHTS AT TAXIWAY A-2 AND B-2
-EXPAND BLAST PAD
-NEW 4-LIGHT PRECISION APPROACH PATH INDICATOR (PAPI)
-UPGRADE RUNWAY LIGHTS TO LED
0 40 80 160 240
P/L
LEGEND
EXISTING PAVEMENT
EXISTING BUILDING
EXISTING PROPERTY LINE
EXISTING FENCE
EXISTING PAVEMENT MARKINGS
PROPOSED PAVEMENT
PROPOSED PAVEMENT MARKINGS
KEY MAP
N.T.S
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Appendix A - Public Involvement
McCall Municipal Airport (MYL) Master Plan
XXXXXXXXXXXXXXXXXXXXXXXXXXX
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P/LP/LP/LP/LP/LP/LP/LP/LP/LP/LP/LP/LP/LP/LP/L
P/LP/LP/LP/LP/LP/LP/L
P/L
P/L
P/L
P/L P/L
P/L P/L P/L P/L P/L P/L P/L P/L P/L P/L P/L P/L P/L P/L P/L P/L P/L P/L P/L
P/L
P/L
P/L
P/L
P/L
P/L P/L
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X X X X X X X X X X X X X X X X X X X X X X X X
PAPI
PAPI
PAPIPAPI
XXXXX
X
X
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U-RPZ
U-RPZ
U-RP
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P
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U-RPZ
U-RPZ
U-RPZ
U-R
P
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PROPOSED ELEVATEDRUNWAY GUARD LIGHTS
RUNWAY 16-34 (E)
TWY A3TWY A4TWY A5PROPOSEDTWY A6
PROPOSED ASOS
500'
402'
PROPOSEDLAND ACQUISITIONAPPROXIMATELY 32 ACRES
PROPOSEDLAND ACQUISITIONAPPROXIMATELY 12 ACRES
PROPOSEDLAND ACQUISITIONAPPROXIMATELY 17 ACRES
INSTALL 4-LIGHT PAPI
INSTALL WILDLIFE FENCE
TAXIWAY A
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TAXILANE E-3
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P/L
P/L P/L P/L P/L P/L P/L P/L P/L P/L P/L
TOFATOFA
TOFATOFA
PROPOSEDLAND ACQUISITIONAPPROXIMATELY 12 ACRESSTATE HIGHWAY
5
5
TAXILANE E-3SOUTH ALTERNATIVESHIGHLIGHTS:
-402 FOOT RUNWAY EXTENSION
-NEW CONNECTOR TAXIWAY A-6
-RELOCATED WEATHER STATION (ASOS)
-WILDLIFE FENCE EXTENSION
-NEW 4-LIGHT PRECISION APPROACH PATH INDICATOR (PAPI)
-LAND ACQUISITION OF APPROXIMATELY 73 ACRES
0 100 200 400 600P/L
LEGEND
EXISTING PAVEMENT
EXISTING BUILDING
EXISTING PROPERTY LINE
EXISTING FENCE
EXISTING PAVEMENT MARKINGS
PROPOSED PAVEMENT
PROPOSED LAND ACQUISITION
PROPOSED PAVEMENT MARKINGS
PROPOSED FENCE
PROPOSED RUNWAY PROTECTION ZONEU-RPZ
KEY MAP
N.T.S
PAPIPAPI
XXXXXXXXXXXXXXXXXXXXXXXXXXX
X
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X
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X
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X
X X X X X X X X X X X X
X
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P/L
P/L
P/LP/LP/LP/LP/LP/LP/L
P/LP/LP/LP/LP/LP/LP/LP/LP/LP/LP/LP/LP/LP/LP/LP/LP/LP/LP/LP/L
P/LP/LP/LP/LP/LP/LP/L
P/L
P/L
P/L
P/L P/L
P/L P/L P/L P/L P/L P/L P/L P/L P/L P/L P/L P/L P/L P/L P/L P/L P/L P/L P/L
P/L
P/L
P/L
P/L
P/L
P/L P/L P/L P/L P/L P/L P/L P/L P/L P/L
P/L
P/L
P/L
P/L
P/L
P/L
P/L
P/L
P/L
X X
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X X X X X X X X X X X X X X X X X X X X X X X X
X
X
X
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PAPI
PAPI
PAPIPAPI
PAPIPAPI
PAPI
PAPI
TOFATOFA
TOFATOFA
TAXIWAY B
TAXIWAY A
PROPOSED TXL G
PROPOSED TXL F
TAXIWAY E
RUNWAY 16-34 (E)RUNWAY 17-35 (U)
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TWY B2
TWY A2 TWY A1TWY A3TWY A4TWY A5PROPOSEDTWY A6
TAXILANE E2
TAXILANE E1TAXILANE E-3
TAXIWAY / TAXILANE NOMENCLATURE
0 100 200 400 600
LEGEND EXISTING PAVEMENT
EXISTING BUILDING
EXISTING PROPERTY LINE
EXISTING FENCE
EXISTING PAVEMENT MARKINGS
PROPOSED PAVEMENT
PROPOSED PAVEMENT MARKINGS
P/L
Page 271
Appendix A - Public Involvement
McCall Municipal Airport (MYL) Master Plan
Page 272
Appendix A - Public Involvement
McCall Municipal Airport (MYL) Master Plan
Page 273
Appendix A - Public Involvement
McCall Municipal Airport (MYL) Master Plan
McCall Municipal Airport Master Plan
McCall Municipal Airport Master Plan
Meeting Supplement
March 3, 2022
Meeting Documents
1. Airport Master Plan Chapters
2. Airport Layout Plan (ALP)
Hardcopy documents will be available for review during the
meeting. Comment forms will be available.
Documents can be viewed online at any time through the City
of McCall’s airport website, via link, or directly from the T-O
Engineers project portal:
https://www.mccall.id.us/
https://www.to-engineersprojectinfo.com/jobs/1550/details/
mccall-municipal-airport-master-plan
Contact Information:
Emily HartAirport Managerehart@mccall.id.us208-634-1488
Kevin BissellProject Managerkbissell@to-engineers.com208-433-1900
Wayne ReiterAviation Plannerwreiter@to-engineers.com208-370-3906
McCall Airport Master Plan To-Date
This Airport Master Plan commenced in June of 2020, during the lockdowns associated with COVID-19 and amid
widespread uncertainty within the aviation industry. Consequently, traditional public involvement (in-person) required
re-imagining using a blend of virtual, in-person, and hybrid meeting formats and intake of public comments.
As of March of 2022, the following elements have been completed, and are summarized within this supplement:
• Existing Conditions: Inventory of airport facilities, setting, environmental and socioeconomic overview.
• Aviation Forecast: Baseline and projections of operations, fleet mix, and based aircraft, along with critical aircraft
determination.
• Facility Requirements: Gap analysis of the existing facilities and what is needed to meet aviation demand.
• Alternatives Development: How to achieve the Facility Requirements and local goals.
• Implementation: Capital Improvement Plan (CIP), with project phasing, cost estimates, and financial analysis.
• Draft Airport Layout Plan (ALP): Series of technical drawings needed to secure funding for the CIP.
• Recycling and Waste Reduction Plan: Review of airport recycling options and recommendations.
• Public Involvement: Three public meetings and three Technical Advisory Committee (TAC) meetings.
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Appendix A - Public Involvement
McCall Municipal Airport (MYL) Master Plan
McCall Municipal Airport Master Plan
Airport Master Plan Timeline
Public Involvement
The public input for this Airport Master Plan has been achieved through a series of dedicated public meetings, online
comment forms, a TAC, and monthly Airport Advisory Committee meetings.
• Kickoff Meeting (virtual): Pre-recorded and available on the City of McCall website. Advertised July 22, 2020.
• TAC Meeting (virtual): Held via Teams on October 16, 2020. Discussed existing conditions and forecast.
• Public Meeting (live, virtual): Held via Teams on November 17, 2020. Presented existing conditions and forecast.
Advertised November 5 and 12, 2020.
• TAC Meeting (virtual): Held via Teams on February 18, 2021. Discussed facility requirements and proposed
development alternatives.
• Public Open House (in-person): Held in Council Chambers on June 2, 2021 for 8 hours. Presented the proposed
development alternative drawings. Advertised May 20, 2021.
• Airport Open House (in-person): Held at the airport on June 26, 2021 for 4 hours. Poster boards from June 2
Open House were displayed at a station with comment forms.
• Monthly Airport Advisory Committee Meetings (in-person and virtual): Updates provided by the planning team.
• TAC Meeting (virtual): Held via Teams on December 7, 2021. Discussed the draft master plan chapters and
Airport Layout Plan.
June 2020Data collection begins August 2020Existing conditions complete
November 2020Forecast approved January 2021Facility Requirements complete
June 2021Development Alternatives complete
November 2021Implementation and Airport Layout Plan complete
July 2020Project Kickoff October 2020TAC Meeting
November 2020Public Meeting (Existing conditions and Forecast)February 2021TAC Meeting
June 2021Public Open House (Alternatives)December 2021TAC Meeting
Page 275
Appendix A - Public Involvement
McCall Municipal Airport (MYL) Master Plan
McCall Municipal Airport Master Plan
Existing Conditions
Known as the “Gateway to the Backcountry,” McCall Municipal Airport is owned and operated by the City of McCall
with the assistance of an Airport Advisory Commitee.
McCall Municipal Airport (MYL):
• Elevation: 5,024 feet MSL
• Area: 197 acres
• Runway: 16/34, 6,108 feet long, 75 feet wide, asphalt, medium intensity runway lighting
• Weight Bearing Capacity: 86,500 pounds single wheel, 141,000 pounds double wheel, and 261,500 pounds
double tandem wheel configurations.
• Instrument Approach Procedures: RNAV (GPS) RWY 16 and RWY 34
• Control Tower: No, temporary during fire season
• Services: Fuel, charter, tie down, hangars, flight training, flying club, fire fighting, medical, maintenance
• Average annual snow fall of 138 inches
Airport Economic Impact
From the 2020 Idaho Airport System Plan Update
• 307 jobs
• $13.6 million in earnings
• $20.5 million in GDP
• $43.2 million in total economic output
Aviation Demand Forecast and Critical Aircraft Determination
Great uncertainty due to COVID-19. Projection based on a 2-year recovery, then assuming a historic growth rate.
Based aircraft prediction based on FAA projections prior to COVID-19, and historic impacts during shock events.
CRITICAL AIRCRAFT ATTRIBUTES
Cessna Citation XLS+ (B-II, Large)
Approach Speed 117 Knots
Wingspan 56’ 4”
Length 52’ 6”
Tail Height 17’ 2”
Maximum Take Off Weight 20,200 Pounds
AVIATION FORECAST (APPROVED 11/18/2020)
2020 2025 2030 2035 2040
Operations 32,130 37,429 37,955 38,488 39,029
Based Aircraft 100 96 93 90 87
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Appendix A - Public Involvement
McCall Municipal Airport (MYL) Master Plan
McCall Municipal Airport Master Plan
Master Plan Findings
The following findings are the result of the facility requirements, based on the inventory and forecast, and comments
received through the public involvement process.
• Future runway length of 6,510 feet needed to meet minimum runway length recommendation (402-foot
extension).
• Airfield geometry and nomenclature revisions needed to meet current standards and enhance safety.
• Numerous obstructions, mainly by trees and terrain, are penetrating the protective surfaces and impacting
instrument approach procedures.
• The existing ASOS and retention basin impede full hangar development of the infield.
• Snow storage must be accounted for.
• Open space tie-downs are desired, as spaces have diminished with construction projects.
• Terminal area circulation improvements are desired, following the removal of the diagonal taxiway in 2020.
• Hangars are generally oversized for the aircraft being stored (reducing the number of hangars that can be built).
• The zoning south of the airport does not adequately protect the airport from encroachment.
• Demand for hangar space increased during the master plan study.
• Fire fighting operations typically overflow to the transient apron, along with support equipment.
• Pavement condition needs to be addressed.
Proposed Development Summary
Major development proposals are summarized below:
• 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.
• Install a new fire fighting pad to accomodate large helicopters and support equipment.
• Relocate the ASOS to the south end of the airport.
• Create a new General Aviation Terminal area, with an extension of Krahn Lane.
• Airfield geometry improvements to the Runway 16 blast pad and Taxiways B-1, A-1, and B-2.
• Extend the runway to the south by 402 feet (new total length of 6,510 feet)
• Install wildlife fencing to control wildlife intrusions.
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Appendix A - Public Involvement
McCall Municipal Airport (MYL) Master Plan
McCall Municipal Airport Master Plan
Development Phasing Plan Summary
Phase 1 (1-5 years) Summary
• Construction of Taxiway D
• Begin infield hangar development
• Rehabilitate the runway
• Reconstruct and reconfigure the transient apron
• Rehabilitate hangar taxiways and taxilanes
• Reconfigure A-1, B-1, A-2, and blast pad
Phase 2 (6-10 years) Summary
• Land acquisition for ASOS, runway extension, and GA terminal
• Pavement maintenance
• Obstruction removal
• Continue infield development
• Relocate ASOS
• Construct wildlife fencing
• Acquire SRE
Phase 3 (11-20 years) Summary
• Extend Runway
• Pavement maintenance
• Land acquisition for S.H. 55 triangle
• Acquire SRE
Cost Estimate Summary
Phase Federal (90%)State (5%)McCall (5%)Total
Short-Term $11,415,500.00 $634,194.45 $934,194.45*$12,983,888.89
Medium-Term $15,282,500.00 $849,027.78 $849,027.78 $16,980,555.56
Long-Term $7,880,000.00 $437,777.78 $437,777.78 $8,755,555.56
Total $34,578,000.00 $1,921,000.01 $2,221,000.00 $38,720,000.00
Federal State McCall
* $300k in local funds only for extension of utilities to the infield.
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Appendix A - Public Involvement
McCall Municipal Airport (MYL) Master Plan
McCall Municipal Airport Master Plan
Next Steps
• Hold a public meeting to present the draft ALP and master plan chapters. Allow 30 day comment period.
• Update documents based on feedback.
• Submit ALP and report to FAA for review
• Revise ALP based on FAA comments
• Present final ALP and master plan report to City Council for adoption
• Following adoption, the City, ITD, and FAA will sign the ALP
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TAXIWAY E
PROPOSED TAXIWAY C
TAXIWAY A
PROPOSED TAXIWAY D
Ë
0 100 200Feet
MISSING:NEW ACCESS ROAD
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Appendix A - Public Involvement
McCall Municipal Airport (MYL) Master Plan
McCall Municipal Airport Master Plan
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PROPOSED TAXILANE G
PROPOSED TAXILANE F
ADG II, TDG 1B
ADG II, TDG 2
PROPOSED TAXIWAY H
PROPOSED TAXIWAY D
TAXIWAY E
TAXIWAY A
NEWFIRE AIRCRAFTPARKING
RETENTION POND
AND ADDITIONALSNOW STORAGE
SNOW
STORAGE
100'
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25'35'
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60'
Ë
0 100 200 Feet
Page 280
Appendix A - Public Involvement
McCall Municipal Airport (MYL) Master Plan
McCall Municipal Airport Master Plan
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EXISTING TAXIWAY B1
TAXIWAY A1PROPOSED TAXIWAY B1
EXPANDEDBLAST PAD
EXISTINGBLAST PAD
Ë
0 50 100Feet
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A
A
A
A
A
A
A
A
A
A
A
A
A
R
R
R
R
R
R
R
R
R
R
R
R
R
O
O
O
O
O
O
O
O
O
O
O
O
O
F
F
F
F
F
F
F
F
F
F
F
F
F
Z
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R
R
R
R
R
R
R
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R
R
R
R
O
O
O
O
O
O
O
O
O
O
O
O
O
F
F
F
F
F
F
F
F
F
F
F
F
F
Z
Z
Z
Z
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Z
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Z
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R
R
R
R
R
R
R
R
R
R
R
R
R
O
O
O
O
O
O
O
O
O
O
O
O
O
F
F
F
F
F
F
F
F
F
F
F
F
F
A
A
A
A
A
A
A
A
A
A
A
A
A
R
R
R
R
R
R
R
R
R
R
R
R
R
S
S
S
S
S
S
S
S
S
S
S
S
S
A
A
A
A
A
A
A
A
A
A
A
A
A
1
1
1
1
1
5
5
5
5
5
'
'
'
'
'
B
B
B
B
B
R
R
R
R
R
L
L
L
L
L
TAXIWAY B
TAXIWAY A2TAXIWAY B2
RUNWAY 16-34 (E)
PROPOSEDELEVATED RUNWAYGUARD LIGHTS
PROPOSEDTAXIWAY FILLETS
PROPOSEDELEVATED RUNWAYGUARD LIGHTS
Ë
0 50 100 Feet
Page 281
Appendix A - Public Involvement
McCall Municipal Airport (MYL) Master Plan
McCall Municipal Airport Master Plan
R
R
R
R
R
R
R
R
R
R
R
R
R
O
O
O
O
O
O
O
O
O
O
O
O
O
F
F
F
F
F
F
F
F
F
F
F
F
F
A
A
A
A
A
A
A
A
A
A
A
A
A
R
R
R
R
R
R
R
R
R
R
R
R
R
S
S
S
S
S
S
S
S
S
S
S
S
S
A
A
A
A
A
A
A
A
A
A
A
A
A
R
R
R
R
R
R
R
R
R
R
R
R
R
O
O
O
O
O
O
O
O
O
O
O
O
O
F
F
F
F
F
F
F
F
F
F
F
F
F
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R
O
O
O
O
O
O
O
O
O
O
O
O
O
F
F
F
F
F
F
F
F
F
F
F
F
F
Z
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Z
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Z
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Z
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R
R
R
R
R
R
R
R
R
R
R
R
R
O
O
O
O
O
O
O
O
O
O
O
O
O
F
F
F
F
F
F
F
F
F
F
F
F
F
A
A
A
A
A
A
A
A
A
A
A
A
A
R
R
R
R
R
R
R
R
R
R
R
R
R
S
S
S
S
S
S
S
S
S
S
S
S
S
A
A
A
A
A
A
A
A
A
A
A
A
A
1
1
1
1
5
5
5
5
'
'
'
'
B
B
B
B
R
R
R
R
L
L
L
L
L
2
2
2
2
5
5
5
5
'
'
'
'
B
B
B
B
R
R
R
R
L
L
L
L
L
3
3
3
3
5
5
5
5
'
'
'
'
B
B
B
B
R
R
R
R
L
L
L
L
L
TAXIWAY A4
RUNWAY 16-34 (E)
TAXIWAY A
PROPOSED ASOS
PROPOSEDLAND ACQUISITIONAPPROXIMATELY 12 AC
500'
Ë
0 100 200Feet
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
F
F
F
F
F
F
F
F
F
F
F
F
F
F
F
F
F
F
F
Z
Z
Z
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Z
Z
Z
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Z
Z
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Z
Z
Z
Z
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Z
Z
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
F
F
F
F
F
F
F
F
F
F
F
F
F
F
F
F
F
F
F
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
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1
1
1
1
1
1
5
5
5
5
5
5
'
'
'
'
'
'
B
B
B
B
B
B
R
R
R
R
R
R
L
L
L
L
L
L
2
2
2
2
2
2
5
5
5
5
5
5
'
'
'
'
'
'
B
B
B
B
B
B
R
R
R
R
R
R
L
L
L
L
L
L
3
3
3
3
3
3
5
5
5
5
5
5
'
'
'
'
'
'
B
B
B
B
B
B
R
R
R
R
R
R
L
L
L
L
L
L
TAXILANE E3
PROPOSED TAXILANE K
TAXIWAY A
PROPOSEDLAND ACQUISITIONAPPROXIMATELY 17 AC
Ë
0 100 200 Feet
Page 282
Appendix A - Public Involvement
McCall Municipal Airport (MYL) Master Plan
McCall Municipal Airport Master Plan
R
R
R
R
R
R
R
R
R
R
R
R
O
O
O
O
O
O
O
O
O
O
O
O
F
F
F
F
F
F
F
F
F
F
F
F
Z
Z
Z
Z
Z
Z
Z
Z
Z
Z
Z
Z
R
R
R
R
R
R
R
R
R
R
R
R
O
O
O
O
O
O
O
O
O
O
O
O
F
F
F
F
F
F
F
F
F
F
F
F
A
A
A
A
A
A
A
A
A
A
A
A
1
1
1
1
5
5
5
5
'
'
'
'
B
B
B
B
R
R
R
R
L
L
L
L
2
2
2
2
5
5
5
5
'
'
'
'
B
B
B
B
R
R
R
R
L
L
L
L
3
3
3
3
5
5
5
5
'
'
'
'
B
B
B
B
R
R
R
R
L
L
L
L
PROPOSED TAXILANE K
TAXIWAY A
PROPOSEDGA APRON
80'
80'
120'
9'
18'
20'
20'
50'58'
Ë
0 50 100 Feet
Page 283
Appendix A - Public Involvement
McCall Municipal Airport (MYL) Master Plan
McCall Municipal Airport Master Plan
R
R
R
R
O
O
O
O
F
F
F
A
A
A
A
R
R
R
R
S
S
S
S
A
A
A
R
R
R
R
O
O
O
O
F
F
F
Z
Z
Z
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R
R
R
R
O
O
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O
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F
F
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D
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O
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F
F
F
A
A
A
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R
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S
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S
A
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Z
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1
5'
BR
L
15'
BRL
15'BRL
1
1
5
5
'
'
B
B
R
R
L
L
1
1
5
5
'
'
B
B
R
R
L
L
2
5'
BRL
25'
BRL
25'BRL
2
2
5
5
'
'
B
B
R
R
L
L
2
2
5
5
'
'
B
B
R
R
L
L
3
3
5
5
'
'
B
B
R
R
L
L
3
3
5
5
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B
B
R
R
L
L
3 5'BRL
3
3
5
5
'
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B
B
R
R
L
L
3
3
5
5
'
'
B
B
R
R
L
L
TAXIWAY A
TAXIWAY A5
RUNWAY 16-34 (E)
PROPOSEDLANDACQUISITIONAPPROXIMATELY32 AC
402'
Ë
0 100 200 Feet
Page 284
Appendix A - Public Involvement
McCall Municipal Airport (MYL) Master Plan
McCall Municipal Airport Master Plan
TAXILANE E2
TAXILANE E1
TAXIWAY E
TAXILANE E3
S
T
A
T
E
H
I
G
H
W
A
Y
5
5
PROPOSEDLAND ACQUISITIONAPPROXIMATELY 12 AC
Ë
0 100 200 Feet
Page 285
Appendix A - Public Involvement
McCall Municipal Airport (MYL) Master Plan
McCall Municipal Airport Master Plan
SHEET:
4 OF 17
3B
REVISIONS
DATE:DESCRIPTION NO.AIRPORT LAYOUT PLANBORDER SIZE 11"X17"DESIGNED DESIGN DRAWN BRC CHECKED BWC APPROVED JLW
Document Path: K:\200069-CDY\5_GIS\MYL_Sheet_3B_ALP.mxd
PROJECT # 200069
DATE: NOV 19, 2021
McCALL MUNICIPAL AIRPORT
A.I.P. NO.: 3-16-0023-028-2020
!
!
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O
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F
F
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A
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A
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O
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F
F
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F
F
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F
F
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A
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R
R
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R
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R
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S
S
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S
S
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B
B
R
R
L
L
25'
BRL
15'
BRL
3
3
5
5
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B
B
R
R
L
L
25'
BRL
15'
BRL
15'
BRL
15'
BRL
15'BRL
1
1
1
1
1
1
5
5
5
5
5
5
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'
'
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B
B
B
B
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R
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1
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5
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5
5
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B
B
B
B
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R
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L
L
L
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BRL
25'
BRL
25'BRL
2
2
2
2
2
2
5
5
5
5
5
5
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5
5
5
5
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B
B
B
B
B
B
R
R
R
R
R
R
L
L
L
L
L
L
35'
BRL
35'
BRL
35'BRL
3
3
3
3
3
3
5
5
5
5
5
5
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'
'
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B
B
B
B
B
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R
R
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3
3
3
3
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5
5
5
5
5
5
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'
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B
B
B
B
B
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R
R
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R
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L
L
L
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L
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RUNWAY 16/34 6,108' X 75' (E) 17/35 6,510' X 75' (F) TRUE BEARING N178°36'26.21"
500'
U.S. FOREST SERVICE SMOKE JUMPER BASE
RUNWAY PROTECTION ZONE (F)200' BEYOND RUNWAY END INNER WIDTH: 1,000'OUTER WIDTH: 1.510'LENGTH: 1,700'
FUTURE LAND ACQUISITIONAERONAUTICAL LAND USE
DEPARTURE PROTECTION ZONE (F)200' BEYOND RUNWAY END INNER WIDTH: 500'OUTER WIDTH: 700'LENGTH: 1,000'
35' BRL (F)500' FROM RUNWAY CL
25' BRL (F)430' FROM RUNWAY CL
15' BRL (F)360' FROM RUNWAY CL
TAXIWAY (E)50' WIDTH
300' TAXIWAY SEPERATION
ARP (F)LAT: N44°53'17.46"LONG: W116°06'36.24"
RUNWAY END 16 (E) 17 (F)STA: 0+00 LAT: N44°53'49.58"LONG: W116°06'07.34"ELEV: 5024.1'RWY HP, TDZ
ARP (E)LAT: N44°53'19.48"LONG: W116°06'06.31"
RUNWAY END 34 (E)STA: 61+08 LAT: N44°52'49.38"LONG: W116°06'05.28"ELEV: 5006.6'
RUNWAY END 35 (F)STA: 65+10 LAT: N 44°52'45.33"LONG: W 1116°06'05.13"ELEV: 5006.6'RWY LP
RUNWAY 34 (E)TDZE: 5012.4'STA: 30+99
RUNWAY 35 (F)TDZE: 5011.5'STA: 35+10
TAXILANE OBJECT FREE AREA (E)ADG I WIDTH: 79'
FUEL TANK (E)
FUEL TANK (E)
ACCESS GATE (E)
APRON (F)
BEACON (E)
TAXIWAY OBJECT FREE AREA (E) WIDTH: 131'
TAXIWAY SAFETY AREA (E)WIDTH: 79'
TAXIWAY EDGE SAFETY MARGIN (E)5' FROM TAXIWAY EDGE
ACCESS GATE (E)
ACCESS GATE (E)
SECONDARY WIND CONE
SECONDARY WIND CONE (E)
PAPI (F)
ASOS PROTECTION CLEAR AREA (F)EQUIPMENT: ASOS
ACCESS GATE (E)
FUTURE GA TERMINAL
ACCESS GATE (E)
CFR PART 77 APPROACH SURFACE (F)500' x 3,500' x 10,000' @ 34:1
PRIMARY WIND CONE AND SEGMENTED CIRCLE (E)(F)
THRESHOLD SITING SURFACE (F)TYPE # 4
ACCESS GATE (E)
TAXIWAY (E)50' WIDTH
300' TAXIWAY SEPERATION
RUNWAY OBJECT FREE AREA (E)(F)300' BEYOND RUNWAY END 500' WIDE
THRESHOLD SITING SURFACE (E)(F)TYPE # 4
RUNWAY OBSTACLE FREE ZONE (E)(F)200' BEYOND RUNWAY END 400' WIDE
PAPI (F)
RUNWAY SAFETY AREA (E)(F)300' BEYOND RUNWAY END 150' WIDE
RiverRanchRd
M
organ
Dr
E
Deinhard
Ln
HelmichSt
HeadquartersRd
Virginia Blvd
Scott St
Jacob St
CommerceSt
MissionSt
State Hwy 55
MAGNETIC DECLINATION
13°19' E AUGUST 2021
0
300
600
FeetEW
S
N
120
150 210
240
300
33030
60
MAG
FUTURE
BOISE, CHEYENNE, CODY, COEUR D'ALENE, HEBER CITY, MERIDIAN, NAMPA, & SPOKANE
PHONE: 208.433.1900 WWW.TO-ENGINEERS.COM
1998 W. JUDITH LANE BOISE, ID 83705
APARP
BRL
CLELEV
(E)
(F)FAAHPLPNPI
ROFA
ROFZ
RPZ
RSA
RVZ
RWY
STATESM
TOFA
TSATDZTYP
VISABBREVIATIONS
AIRPORT
AIRPORT REFERENCE POINT
BUILDING RESTRICTION LINE
CENTERLINE
ELEVATION
EXISTING
FUTURE
FEDERAL AVIATION ADMINISTRATION
HIGH POINT
LOW POINT
NONPRECISION INSTRUMENT
RUNWAY OBJECT FREE AREA
RUNWAY OBSTACLE FREE ZONE
RUNWAY PROTECTION ZONE
RUNWAY SAFETY AREA
RUNWAY VISIBILITY ZONE
RUNWAY
STATION
TAXIWAY EDGE SAFETY MARGIN
TAXIWAY OBJECT FREE AREA
TAXIWAY SAFETY AREA
TOUCHDOWN ZONE
TYPICAL
VISUAL
The preparation of this document may have been supported, in part, through the Airport Improvement Program financial
assistance from the Federal Aviation Administration (Project Number AIP 3-16-0023-028-2020) as provided under title
49 U.S.C., section 47104. The contents do not necessarily reflect the official views or policy of the FAA. Acceptance of
this report by the FAA does not in any way constitute a commitment on the part of the United States to participate in any
development depicted therein nor does it indicate that the proposed development is environmentally acceptable or
would have justification in accordance with appropriate public laws.
_______________________________________
CITY OF McCALL DATE
MAYOR
_______________________________________
ITD AERONAUTICS DATE
!
!
!
!
!
!
!
!
!
!
!
!<
!ssXY
'###0#0
X((
15'
BRL
25'
BRL
35'
BRL
ROFA
ã
RSA
RPZ
ROFZ
!*
DRPZ
X((
(((*
EXISTING
FUTURE
EXISTING
FUTURE
EXISTING
FUTURE
MISCELLANEOUS
BUILDING / HANGAR
AIRPORT BOUNDARY
RUNWAY CENTERLINE
AIRPORT REFERENCE POINT (ARP)
TAXIWAY CENTERLINE
CHAINLINK FENCE (6')
FUEL SITE
TAXIWAY HOLDING POSITIION
CONCRETE WALL
PRIMARY AIRPORT CONTROL STATION (PACS)
WOOD FENCE
SECONDARY AIRPORT CONTROL STATION (SACS)
RUNWAY SAFETY AREA (RSA)
WIRE FENCE (4')
X
SNOW REMOVAL AREA
RUNWAY OBJECT FREE AREA (ROFA)
GATE
THRESHOLD SITING SURFACE
RUNWAY PROTECTION ZONE (RPZ)
DEPARTURE PROTECTION ZONE (DPZ)
APRON
X
ASOS
RUNWAY OBSTACLE FREE ZONE (ROFZ)
DRIVEWAY
X
ASOS PROTECTION
TAXIWAY EDGE SAFETY MARGIN (TESM)
HELICOPTER PAD
BEACON
TAXIWAY OBJECT FREE AREA (TOFA)
PARKING LOT
X
PAPI
TAXIWAY SAFETY AREA (TSA)
ROAD
REIL
15' BUILDING RESTRICTION LINE (BRL)
RUNWAY
THRESHOLD LIGHT
25' BUILDING RESTRICTION LINE (BRL)
RUNWAY BLAST PAD
WIND CONE
35' BUILDING RESTRICTION LINE (BRL)
TAXIWAY
SEGMENTED CIRCLE
PART 77 SURFACE
HANGAR RAMP
CFR PART 77 APPROACH
FENCE
NAVAIDS
MARKING LINE
PAVEMENT
SAFETY AREAS
BUILDING
LEGEND
ITEM
DESCRIPTION
ITEM
DESCRIPTION
ITEM
DESCRIPTION
Page 286
Appendix A - Public Involvement
McCall Municipal Airport (MYL) Master Plan
McCall Municipal Airport Master Plan
SHEET:
4 OF 174
REVISIONS
DATE:DESCRIPTION NO.AIRPORT AIRSPACE
BORDER SIZE 11"X17"DESIGNED DESIGN DRAWN BRC CHECKED BWC APPROVED JLW
Document Path: K:\200069-CDY\5_GIS\MYL_Sheet_4_Airspace.mxd
PROJECT # 200069
DATE: NOV 19, 2021
McCALL MUNICIPAL AIRPORTA.I.P. NO.: 3-16-0023-028-2020
#0#0
#0
#0
#0
#0#0
#0
#0#0#0 #0
#0
#0
#0
#0
APPROACH SURFACE
PRIMARY SURFACE
5050'5100'5150'
TRANSITIONAL SURFACE
HORIZONTAL SURAFACE
5200'
5250'
5300'
5350'
CONICAL SURFACE
5174.1'
5174.1'
5374.1'
APPROACH SURFACE
3,500'
3,500'
10,000'
10,000' @34:1 10,000' @34:1
RUNWAY END 16 (E) 17 (F)
ELEV: 5024.1'
RUNWAY HIGH POINT (E)(F)
RUNWAY END 34 (E)
ELEV: 5006.6'
RUNWAY LOW POINT (E)
RUNWAY END 35 (F)
ELEV: 5006.6'
RUNWAY LOW POINT (F)
!(1
!(2
!(14
!(13
!(9
!(7
!(8
!(10
!(11
!(6 !(5 !(4
!(3
!(12 !(15
!(16
MAGNETIC DECLINATION
13°19' E AUGUST 2021
0
2,000
4,000
Feet
E
W
SN
120
150
210
240300
330
30
60
MAG
7:1
APPROACH
@ 34:1
HORIZONTAL SURFACE (5174.1')
150' ABOVE HIGHEST
POINT OF RUNWAY
20:1 CONICAL SURFACE
TOP ELEV: 5374.1''
200' ABOVE THE
HORIZONTAL SURFACE PRIMARY
BOTTOM APPROACH
ELEV: 5024.1'
TRANSITIONAL
RUNWAY END 17 (E)
TOP APPROACH
ELEV: 5318.2'
PART 77 SURFACE DETAIL
14 CFR PART 77 VERTICAL BUFFERS
THE VERTICAL HEIGHT OF TRAVERSE WAYS HAS BEEN
INCREASED BY THE FOLLOWING:
INTERSTATE HIGHWAY - 17 FEET
PUBLIC ROADWAY - 15 FEET
PRIVATE ROAD - 10 FEET
RAILROAD - 23 FEET
RUNWAY 16 (E) 17 (F)
LAT: 44˚53’49.58” N
LONG: 116˚06’07.34” W
ELEV: 5024.1’
RUNWAY 34 (E)
LAT: 44˚52’49.38” N
LONG: 116˚06’05.28” W
ELEV: 5006.6’
RUNWAY 35 (F)
LAT: 44°52’45.33" N
LONG: 116°06’05.13" W
ELEV: 5006.6’
PART 77 OBSTRUCTION
FEET ABOVE PART 77 SURFACE
#0
MAXIMUM PART 77 PENETRATION
5,006.6' 5,050'
5,050.1' - 5,100''5,100.1' - 5,150'5,150.1' - 5,174'
5174.1'
5,174.2' - 5,200'5,200.1' - 5,250'5,250.1' - 5,300'
5,300.1' - 5,350'
5,350.1' - 5,374.1'
PRIMARY
TRANSITIONAL
CONICAL
HORIZONTAL
PART 77 SURFACE ELEVATION (MSL)
0' - 25'
25.1' - 50'
50.1' - 75'
75.1' - 100'100.1' - 200'200.1' - 300'300.1' - 353'
RUNWAY
ELEVATION DATA
BASED ON JULY 11, 2020
AIRPORT AIRSPACE
ANALYSIS SURVEY, NORTH
FORK PAYETTE RIVER
LIDAR DATA ACQUIRED
6/8/2021-6/17/2021
AND 10 METER NATIONAL
ELEVATION DATASET.
BOISE, CHEYENNE, CODY, COEUR D'ALENE,HEBER CITY, MERIDIAN, NAMPA, & SPOKANE
PHONE: 208.433.1900 WWW.TO-ENGINEERS.COM
1998 W. JUDITH LANE BOISE, ID 83705
MCCALL AIRSPACE IS PROTECTED BY 14 CFR PART
77 OBSTRUCTION SURFACES AND THE FOLLOWING
ZONING REGULATIONS:
TITLE III, CHAPTER 7, SECTION 05 OF THE MCCALL
CITY CODE OF ORDINANCES (08-12-2021).
#0
#0
#0
#0
#0 #0
#0!(5
!(6
!(8
!(7
!(9
!(11
!(10 OBSTRUCTION DETAIL
1 in = 1,200 ft
REF #
OBJECT DESCRIPTION
SURFACE AFFECTED
MAXIMUM
OBJECT
ELEVATION (FT.)
AREA OF
PENETRATION
(SQ. FT.)
MAXIMUM
PENETRATION
HEIGHT (FT.)
DISPOSITION
AGIS
OBSTACLE
COUNT
1
VEGETATION
CONICAL
5221.0
630.1
20.0
TO REMAIN
0
2
VEGETATION
HORIZONTAL
5226.4
21999.7
52.4
TO REMAIN
69
3
VEGETATION
HORIZONTAL
5188.1
102.7
14.1
TO REMAIN
3
4
VEGETATION
TRANSITIONAL
5114.9
1289.1
29.9
TO REMAIN
6
5
UTILITY POLE
TRANSITIONAL
5060.9
17.1
7.8
TO REMAIN
1
6
VEGETATION
APPROACH
5040.4
37385.0
7.2
TO REMAIN
3
7
VEGETATION
APPROACH
5187.0
67804.9
122.4
TO REMAIN
46
8
VEGETATION
TRANSITIONAL
5209.1
106471.5
125.6
TO REMAIN
38
9
TERRAIN / VEGETATION
APPROACH
5198.0
630498.5
126.5
TO REMAIN
29
10
VEGETATION
TRANSITIONAL
5196.5
247151.8
129.7
TO REMAIN
30
11
ROAD
APPROACH
5047.3
13796.5
8.7
TO REMAIN
4
12
TERRAIN / VEGETATION
TRANSITIONAL
5139.0
350782.0
44.5
TO REMAIN
17
13
TERRAIN / ROAD / VEGETATION
HORIZONTAL
5487.5
25193285.9
313.5
TO REMAIN
1167
14
TERRAIN / VEGETATION
CONICAL
5667.4
17251980.2
353.7
TO REMAIN
129
15
TERRAIN / VEGETATION
APPROACH
5137.1
1489957.4
54.0
TO REMAIN
62
16
TERRAIN
TRANSITIONAL
5092.6
185310.4
23.7
TO REMAIN
6
OBSTRUCTION CHART
Page 287
Appendix A - Public Involvement
McCall Municipal Airport (MYL) Master Plan
Page 288
Appendix A - Public Involvement
McCall Municipal Airport (MYL) Master Plan
Page 289
Appendix A - Public Involvement
McCall Municipal Airport (MYL) Master Plan
Page 290
Appendix A - Public Involvement
McCall Municipal Airport (MYL) Master Plan
Page 291
Appendix A - Public Involvement
McCall Municipal Airport (MYL) Master Plan
PAGE 2 - THE STAR-NEWS - THURSDAY, FEBRUARY 17, 2022
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MCCALL MUNICIPAL AIRPORT
Thursday, March 3rd, 2:00 pm - 5:00 pm
Legion Hall, 216 East Park Street, McCall, ID 83638
The master plan will define the type and extent of
development required to accommodate short-term and long-term aviation demand for the McCall Municipal
Airport. This meeting will present the draft Airport Master Plan chapters and Airport Layout Plan.
To receive project notifications or additional information, please contact Emily Hart, Airport Manager,
City of McCall at 208-634-1488 or ehart@mccall.id.us. You may also visit
www.mccall.id.us/departments/Airport/mylmasterplan, the T-O Engineers Project Portal at
https://www.to-engineersprojectinfo.com/, or scan the QR code below.
Airport Master Plan
Public Open House
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Fire
(Continued from Page 1)“The plan for the rebuild at this time relies solely on the insurance company,” Ben Watkins said. Work was underway to set up a temporary phar-macy and coffee bar, he said. Cleanup of the site had not started as of Tuesday. Patient files and pre-scription records were saved, Watkins said. “We are actively trans-ferring prescriptions for our customers as we did not lose our pharmacy files due to being stored at an off-site secure location,” he said. Patients who need to transfer a prescription can call the pharmacy number at 208-382-4202 or call their prescribing doctor’s office, he said.
Watkins
(Continued from Page 1)The pharmacy employed seven people in addition to the Watkinses. The Cascade Commu-nity Church is coordinating rides to nearby pharmacies for people who need help with transportation. “Our church is hoping to act as a hub to get infor-mation to those in need,” church administrative as-sistant Alison Haupt said. “We have a growing list of those willing to help oth-ers in our community and are ready to help how we can,” Haupt said. Volunteers willing to pick-up prescriptions or drive people to the phar-macy can contact the church by phone at 208-382-4216 or by email at cccoffice109@gmail.com.Mountain Community Transit, which operates bus routes between McCall and Cascade, has also offered to assist Watkins customers in need of transportation to a
pharmacy in McCall. “We are on a tight sched-ule, but not so tight that we can’t do some things for some folks,” operations supervisor Stephen Hackler said. The bus service runs Monday through Friday. Visit www.treasureval-leytransit.com and select “Mountain Community Transit” under the “service areas” menu or call 208-634-0003. The Cascade Fire Com-munity Fund has already received about $4,700 in donations for Watkins Phar-macy, fund president Mindi Anderson said. Funds will go towards pharmacy employees who have been affected as well as the costs of setting up a temporary pharmacy, Anderson said. Donations can be made at www.cascaderuralfire.com by selecting “Cascade Fire Nonprofit” under the “more” menu. The nonprofit was es-tablished last year to assist victims of fires in the Cas-cade area.
Library
(Continued from Page 1)Cascade library patrons with checked out books should keep the books until the library re-opens or may return them to the Donnelly library, Scheline said. Damages UnknownThere is no estimated cost for damages to the li-brary building or the about 13,700 items in the library’s inventory, including books and equipment, Scheline said. Water sprayed by fire-fighters battling the fire at Watkins Pharmacy flooded into the building.Several inches of water covering the floor raised humidity in the library to as high as 85%, but crews
had brought humidity down to about 25% as of Tuesday, Shepard said. “The first day when I walked in, the water was dripping from bookcases,” Scheline said. “Every single one of those books in some form or fashion has sus-tained damage.”The books are currently drying and undergoing a microbial ozone treatment, after which it will be de-termined how many books are too damaged to keep, she said. Ozone gas is also being used to treat the library building for smoke dam-age, including the lingering smell left from smoke that infiltrated the library.All computers and elec-tronics in the library were tested and currently work, but it will be six months before it is known if the moisture damaged them, Scheline said. “They may work now, but they may not work in a month,” she said. Carpets in the 2,226 square foot building will need to be replaced due to water damage, Scheline said. Once the carpet is re-moved, crews can begin to determine the extent of dam-age to the library building itself, she said. All of the books need to be removed from the library building before additional restoration work can begin, but library officials have not yet determined where the books will be stored. All four of the Cascade library’s part-time employ-ees will be able to continue working for the Donnelly library, Scheline said. The library does not currently have space for book donations, but is ac-cepting money donations directly to the library or to the Friends of the Cascade Public Library at P.O. Box 10, Cascade, ID 83611.
Olympics
(Continued from Page 1)Three races remain on the cross-country program for the 2022 winter games. The Classic Team Sprint took place on Wednes-day, but results were not available. The men’s 50k mass-start freestyle will be held Saturday, and the women’s 30k mass-start freestyle will be held on Sunday.The U.S. team had not announced on Tuesday whether Patterson, 30, or his sister, Caitlin, 32, would be racing in the final events. Caitlin Patterson had yet to start an event as of Tuesday.The Pattersons are at-tending their second Winter Olympic games. They previously skied for the United States at the 2018 Winter Olympic Games in PyeongChang, South Korea.The siblings were born in McCall and competed with the McCall Nordic Ski Team until 2005, when the family moved to Anchorage, Alaska.
RedRidge
(Continued from Page 1)The application was first presented at a P&Z meeting on Jan. 13 at the Valley County Courthouse in Cascade. Thursday’s delibera-tions were a continuation of that meeting.The subdivision about six miles south of McCall is being proposed by McCall Associates LLC, the same firm behind the Blackhawk Lake, Blackhawk Ranch and Blackhawk on the River developments.
McCall Associates LLC, represented by Brian Dick-ens, told commissioners on Thursday that each lot in the development would use one septic system and not attempt to connect with a nearby water and sewer system. At the Jan. 13 meeting, Dickens had proposed that some lots could tie into the nearby West Mountain Sewer and Water system, a private system which serves the Blackhawk on the River and Payette Estates subdivi-sions. Dickens also clarified several aspects of the ap-plication requested by the commission including wild-life protection measures, road agreements, design specifics and soil condi-tions. McCall Associates LLC intends to sell the entire de-velopment at auction, which is tentatively scheduled for June, Dickens said. The application received 17 letters in opposition and none in favor. Those opposed objected to the proposed connection to West Mountain Sewer and Water and also worried about the environmental effects that 135 individual wells and septic systems would have on the aquifer and watershed. At the hearing, one per-son testified in favor and two in opposition. Dickens had said that the subdivision would include rules mandating that septic tanks be properly main-tained and emptied every three to five years. Blackhawk on the River resident Chris Oberti asked how that rule would be enforced.
“Who the heck is gonna go out there and tell every-body ‘hey, every five years you’re gonna have to pump your septic’? Oberti said. “Do we have a septic tank police force out there?” Initial plans for the prop-erty from 2004 included over 1,000 homes and included a golf course, hotel and eques-trian center. The RedRidge devel-opment as proposed was previously approved in 2008 as RedRidge at Blackhawk, but the development was stalled by the economic recession that started the same year. In 2013, the RedRidge area was included in a proposal encompassing all Blackhawk developments, but county approvals ex-pired before it could be developed. Blackhawk develop-ments began in 1992 with Blackhawk Lake Estates. Phases two through five as well as a common area and multi-family development have since been added. Access to RedRidge Pre-serve would be by two private roads off of West Mountain Road. The project would be built in 10 phases on about 1,600 acres, with lots ranging from three to 17 acres. Construction of phase one with 30 lots could be completed this year or in 2023 with phases two through five with 75 ad-ditional home sites to be completed by 2026, the ap-plication said.Dickens said that work was done after the 2008 ap-proval on some roads and lot development within the project and phase one was about 60% complete.
12th death in county confirmed from virus
BY TOM GROTEThe Star-NewsNew cases of COVID-19 reported in Valley County last week continued to fall, according to the county’s two hospitals.A total of 22 new cases were reported by the coun-ty’s two hospitals, down from the 62 new cases the previous week and down from 119 cases the prior week.Cascade Medical Center reported no new cases dur-ing the past week, CEO Tom Reinhardt said.The two hospitals have
reported 2,627 cases of CO-VID-19 since the pandemic started nearly two years ago.A 12th death confirmed from COVID-19 was re-ported this week by Central District Health.Troy James Presler, 74, of Donnelly, died Jan. 23 of COVID-19 complications, according to obituary in-formation provided to The Star-News.Three other deaths in Valley County have been ruled as “probable” from the virus.Adams County has had 14 deaths related to COVID-19 since the pandemic started, according to Southwest Dis-trict Health.Total cases in Adams
County since the pandemic started was set at 533 this week, or 13 cases more than reported last week.Clinics & Tests
St. Luke’s Clinic – Payette Lakes Family Medicine is now offering the Mod-erna COVID-19 vaccine and boosters to anyone age 18 and older. Pfizer-BioNTech vaccines continue to be of-fered for anyone age 5 and older.Also available are Pfiz-er-BioNTech COVID-19 vaccine boosters for ages 12 to 15 and to moderately or severely immunocom-promised youths age 5 to 11.Pfizer vaccines are of-fered on Monday, Tuesday,
New Valley COVID-19 cases keep falling, at 22 for week
Thursday and Fridays. The Moderna vaccine is offered on Wednesdays only.Those wanting to get a vaccination can schedule through MyChart at stluke-sonline.org/mychart or call 208-381-9500.Parents of minors should create a MyChart for eligible children and set up proxy
access. Instructions are available at stlukesonline.org.Walk-ins are welcome Monday through Friday, 8 a.m. to 5 p.m., for adults who are seeking their initial COVID-19 vaccine dose only.St. Luke’s McCall and Cascade Medical Center have take-home COVID-19
tests available. The saliva-based test offers results for COVID-19 in two to three days.Cascade Medical Center offers a walk-in vaccination clinic from 8 a.m. to 5 p.m. on Tuesdays, Wednesdays and Thursdays. The Mod-erna vaccine is available on Tuesdays and Thursdays.
Page 292
Appendix A - Public Involvement
McCall Municipal Airport (MYL) Master Plan
PAGE 5 - THE STAR-NEWS - THURSDAY, FEBRUARY 24, 2022
VALLEY COUNTYCOMMISSIONER UPDATE5 things to know this month
1. New Dispatch Center Complete
Valley County has made major improvements to the dispatch center with new equipment and a new home in the Emergency Operations Center. Dispatchers now have four stations on a computer-based radio system to better respond to calls. Previously, Valley County operated with three aging radios. The new equipment has multiple screens that can access a lot of information at one time to help with the speed and accuracy of each response.
Funding was a combination of money from the 911 Trust, grants, federal funds and the county’s maintenance budget. Valley County currently employs six dispatchers and has two open positions. For information on applying, visit www.co.valley.id.us.
3. New Online Crime Report Form
The Valley County Sheri’s Oce launched a new online form available to the public to le reports for incidents occurring in Valley County but outside of McCall city limits. Online forms include: Lost Property, Trac Collision - non-injury, vehicles have been moved and there is less than $1,500 in damage, Additional Statement Forms for previously reported incidents, Property Requests, Crime Reports, Crime Information Tips, Narcotics Tips, Abandon Vehicles, Fraudulent Use of Credit or Debit Card, and Trac Complaints.
4. Road Department Inventory Management System Implemented
A new inventory management system recommended by the Road Advisory Committee was approved and is being implemented this month for Road Department inventory, equipment, and parts. This system is part of eorts to set benchmarks for accountability and better monitor use of department assets.
5. Meeting DashboardA new feature of our website is the meeting dashboard which aggregates all meeting information for commissioners, P&Z, road advisory, waterways and more. See what’s on the calendar and access meeting agendas, packets, and minutes in one place.
2. WCM Fiber Network Survey
Valley County is working hard in partnership with the West Central Mountains Fiber Network taskforce to develop a plan and pursue funding to connect ALL of Valley County’s 16,000 households and businesses with aordable broadband access.
To help us better understand current speeds, access, and pricing around the Valley, we invite you to take a quick 8-question survey at www.wcmber.com .
WWW.CO.VALLEY.ID.US| Stream all public meetings LIVE or watch later
SERVICE TRANSPARENT ACCOUNTABLE RESPONSIVE
Want more info?
Sign up for the CommissionerNewsletter on our website: www.co.valley.id.us
MCCALL MUNICIPAL AIRPORT
Thursday, March 3rd, 2:00 pm - 5:00 pm
Legion Hall, 216 East Park Street, McCall, ID 83638
The master plan will define the type and extent of development required to accommodate short-term and
long-term aviation demand for the McCall Municipal Airport. This meeting will present the draft Airport
Master Plan chapters and Airport Layout Plan.
To receive project notifications or additional information, please contact Emily Hart, Airport Manager,
City of McCall at 208-634-1488 or ehart@mccall.id.us. You may also visit
www.mccall.id.us/departments/Airport/mylmasterplan, the T-O Engineers Project Portal at
https://www.to-engineersprojectinfo.com/, or scan the QR code below.
Airport Master Plan
Public Open House
Taco & Politics
Virtual Event Saturday, Feb. 26th, 4:00 p.m.
Idaho State Democratic State Senator Melissa Wintrowwill discuss the pressing issues currently in the legislature. Bring your questions, concerns and comments on the topics that matter most to you.Sign up at ValleyCountyDemocrats.org.
Questions: valleycountydems@gmail.com
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Letters
(Continued from Page 4)
Let’s be clear on
which political party opposes racism today
With regard to the Feb. 17, 2022, letter to the editor, “The U.S. was not founded to establish a racist coun-try,” which concluded with the recommendation to “switch political parties to the one that has always stood against racism and slavery, the GOP.” I would like to remind readers that indeed omitting and editing facts of Ameri-can history to make a point is misleading at best. No-tably the historical “facts” listed in the letter stopped at almost 60 years ago, thus missing the changes in our political parties since then.Mentioned but not ex-plored was one of the most significant pieces of legis-lation, the Civil Rights Act of 1964, which among other things, prohibited discrim-ination on the basis of race, gender, religion or national origin as well as prohibiting the use of different voter registration standards for blacks and whites, and also creating the Equal Employment Opportunity Commission. This act was signed into law by Democratic Presi-dent Lyndon B. Johnson, alienating many Southern Democrats, including Dem-ocratic Sen. Thurmond of South Carolina, mentioned in the previous letter, who subsequently switched to the Republican Party.As many readers may recall, after the passage of this act, the GOP adopted what would come to be known as “The Southern Strategy” in an effort to woo disgruntled Southern voters who could never for-give the Democratic Party for its support of the Civil Rights Act. This strategy began with the Republican presidential campaign of Barry Goldwater in 1964 and was further refined in 1968 by Richard Nixon and his advisors. Realizing they could not appeal to voters directly on issues of white supremacy or racism, they used coded language such as “states’ rights” and “law and order” which were widely under-stood to mean Southern resistance to civil rights. Other emotionally fraught terms used by Re-publican candidates and elected officials included “welfare state,” “forced busing,” and “affirmative action,” which successfully
appealed to large numbers of Southern voters who subsequently switched to the Republican Party. Today the result of this transition is evident by the number of GOP controlled states, particularly in the South, where Republican lawmakers have proposed and in some cases passed, voter suppression legis-lation which would limit voting by mail, early in-per-son voting, reduce poll hours, narrow the eligibility to vote absentee, increase voter ID requirements, re-duce the number/restrict the location of ballot drop boxes, and even prohibit the handing out of bottled water to those voters forced to wait in increasingly long lines. Opponents point out that these new voter suppression tactics by GOP led state leg-islatures as blatant attempts to curtail the influence of Black and minority voters who were instrumental in helping Democrats in the 2020 election. So to the statement , “if you oppose racism, I rec-ommend that you switch parties to the one that has always stood against racism and slavery. Welcome to the GOP!” I reply that I would have joined it in Lincoln’s time but now, as I see what is happening with the GOP today and do my research, I say no thanks!Kim TidwellMcCall
Register Republican to keep crazies from further influence
As unaffiliated registered voters, my wife and I just registered Republican to vote in this year’s primary to add our vote in keeping the “crazies” from any further influence In Idaho leader-ship positions. We hope more inde-pendent-minded folks and Democrats will do the same. But you must do it soon as our esteemed legislature is attempting to add emergen-cy legislation in restricting the party registration pro-cess to no later than March 11, 2022, for a primary sched-uled in May. Gonna keep those non-pu-rified believers in check, you know. We look forward to registering non-affiliated once again post primary.James F. MillerBoise and Donnelly
Trident won’t be the last hoping to develop endowment landsOn Wednesday, Feb. 9, Brody Aston introduced a new piece of legislation that would significantly change the way the Idaho Depart-
ment of Lands organizes, hires, and conducts business. Mr. Aston is a lobbyist with Westerberg and Associates working on behalf of Trident Holdings LLC. Most significantly, House Bill 587 proposes to create a new position responsible for land exchange oversight, select and manage outside experts (including private attorneys), and implement new and undefined hiring standards. The Idaho Conservation League and Idaho Wildlife Federation, both founding members of United Pay-ette, are tracking the bill’s progress, currently in the Resources and Conservation Committee. It is now abundantly clear that Trident has not given up on its plan to acquire significant lands around Payette Lake, with apparent intentions of developing those lands into resorts, con-ference centers, and many luxury homes. Last August IDL rejected Trident’s land exchange ap-plication, and many Valley County residents, visitors, and lovers of Payette Lake had hoped this particular danger had passed. United Payette, a broad coalition of concerned citizens and organizations, continued working toward a sustain-able solution that supports the permanent conservation of the McCall area endow-ment lands. United Payette recently signed a memorandum of understanding with Valley County officials which en-
ables a task force, made up of UP members, a county representative and others who represent diverse recreational endeavors, to negotiate with the Idaho Department of Lands to come up with short-term conservation-based solu-tions for parcels within the McCall endowment lands. In addition, a local citi-zens advisory group will be established to help manage any leases UP negotiates for the county. The long-range preservation of endowment lands in the McCall area in-volving a U. S. Forest Service land exchange is an option being explored, and will take time. UP is also preparing for the likely auction of Cougar Island this spring or sum-mer. Currently, a Cougar
Island task force is explor-ing conservation-based solutions for the island. Parcel G, located on the east side of Payette Lake and one of the last public access beaches, may also appear on the IDL auction timeline. Although Trident rep-resents the most recent entity hoping to acquire and develop coveted endowment lands, it won’t be the last. Other development inter-ests may come along with more extensive resources and capabilities that could threaten the landscape and water resources that many have used for recreation, hunting, fishing, and solace for generations. This is why United Payette members and sup-porters dedicate their time and financial resources to
keeping the Payette endow-ment lands accessible to the public. If you would like to join our effort by contribut-ing either funds, your time, or both, go to our website www.unitedpayette.org or email us at unitedpayette@gmail.com. We are actively recruiting Parcel G task force mem-bers and always appreciate hearing local perspectives that can be incorporated into sustainable long-term solutions.Julie Manning, United PayetteDebbie Fereday, Payette Endowment Lands AllianceRandy Fox, Idaho Conservation LeagueDaniel Ritz,Idaho Wildlife Federation
Page 293
Appendix A - Public Involvement
McCall Municipal Airport (MYL) Master Plan
COMMENTS SUBMITTED VIA THE ONLINE COMMENT FORM
• 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.
• Taxilane A currently does not provide sufficient clearance for Hangar users and Aircraft Design Group II aircraft.
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
hazardous when snow stowage builds up. Costs to transport snow offsite will be large, and should be quantified
if that option is baselined.
• I appreciate all of the technical requirements to keep this a safe and efficient facility for aviation into the future.
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
people to enjoy and spend money in our wonderful environment, then having an inviting, efficient, and effective
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
will continue to play. It has always been a significant contributor and should continue to play an important role in
our growth and prosperity.
• Regester
• The plan should also include: consideration of realignment of Deinhard Ln to facilitate it becoming SH55;
placement and recruitment of complementary business uses; improvements to meet City Code scenic
route, design, and development standards; and public amenities development such as public art and historic
interpretation.
• Please consider adding width to the existing runway in the future for both added safety margins as well as to
enable more of the USFS large airtanker aircraft fleet to operate from McCall and fight the (growing) fire concern
in our community as well as our regional area.
• Due the change in aircraft types used by the USFS for fire retardant delivery the McCall Airtanker Base is under-
utilized as a reload base for the Large Airtankers because the runway is only 75 feet in width. In the past this was
adequate however most aircraft in service and currently under contract (BAe-146 and RJ-85 specifically) have a
flight manual requirement to operate from runways of 100 feet in width or more. It currently takes an average
of 10-20 minutes longer to dispatch aircraft from Boise, Coeur d'Alene or La Grande, OR for fires that, in the past
operated from McCall Airport.
• The benefit to Valley County and the McCall community would be the quicker fire response as well as the added
local revenue from lodging, meals and services the aircraft and flight crews would require for support.
Page 294
Appendix A - Public Involvement
McCall Municipal Airport (MYL) Master Plan
• There other factors that also could mean additional benefit that I'd be willing to share if there is an interest in
this suggestion and I would be willing to meet with any/all of the McCall Airport Advisory committee to discuss it
further. Please contact me if inclined to seek more info or clarification. Thank you for your time and opportunity
to comment.
• Removing the diagonal taxiway was the dumbest idea ever and we've already had numerous conflicts as a result.
• 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.
• Anything that makes the Trident land grab more of a reality is a firm no. Rich guy fancy pants private planes come
to mind...
• Hello. I am looking for a flight that leaves Boise international airport and arrives at McCall municipal airport. Is
this possible?
• I am in strong support of extending runway length and adding services to support the addition of commercial
flights from major metro airports around the northwest. This would support ongoing economic growth and
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
southeast of the airport and the low level, full power, maximum RPM takeoffs that fly over my neighborhood
is unacceptable and frankly not necessary. As McCall grows so will the number of aircraft using the airport
and subsequently the amount of noise produced from aircraft. I think now is the time for the Master Plan
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
such programs. One of the best examples is the Friedman Memorial Airport (SUN) which serves the Sun Valley
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
as soon as possible after takeoff and fly certain headings until a determined altitude is reached. Compliance with
their noise abatement program is voluntary and dependent upon weather, aircraft performance capabilities, and
pilot experience among other things.
If the McCall Airport Master Plan could incorporate a noise abatement plan now it would surely benefit those of
us who live here now and those who will move here in the future.
Thanks for accepting my comments.
Page 295
Appendix B - Forecast Approval
McCall Municipal Airport (MYL) Master Plan
U.S. Departmentof TransportationFederal Aviation Administration
Northwest Mountain RegionColorado ∙ Idaho ∙ Montana ∙ Oregon ∙ Utah Washington ∙ Wyoming
Helena Airports District Office2725 Skyway Dr., Suite 2 Helena, MT 59602
Novenber 18, 2020
Rick Stein, Airport ManagerMcCall Municipal Airport216 East Park StreetMcCall, ID 83638
McCall Municipal AirportMcCall AirportForecast Approval
Dear Mr.Stein:
The Federal Aviation Administration (FAA)reviewed forecast information for the subject airport.The final forecast was received October 1, 2020.The FAA approves the below forecast (Table
4.28) as presented in the Master Plan Forecast Chapter.
The FAA also approves B-II family of aircraft for the existing and future critical aircraft. We found the forecast to be supported by reasonable planning assumptions and current data. Your
forecast appears to be developed 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 projects will 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.
Page 296
Appendix B - Forecast Approval
McCall Municipal Airport (MYL) Master Plan
U.S. Departmentof TransportationFederal Aviation Administration
Northwest Mountain RegionColorado ∙ Idaho ∙ Montana ∙ Oregon ∙ Utah Washington ∙ Wyoming
Helena Airports District Office2725 Skyway Dr., Suite 2 Helena, MT 59602
If you have questions, please call me at 406-441-5408.
Sincerely,
Scott Eaton
FAA Airport Planner
Helena ADO
KENNETH S EATON Digitally signed by KENNETH S EATON
Date: 2020.11.18 13:40:09 -07'00'
Page 297
Appendix C - Agency Coordination
McCall Municipal Airport (MYL) Master Plan
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
1
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
• Biological Resources
• Climate
• Coastal Resources
• Department of Transportation
Act: Section 4(f)
• Farmlands
• Hazardous Materials, Solid
Waste, and Pollution
Prevention
• Historical, Architectural,
Archeological, and Cultural
Resources
• Land Use
• Natural Resources and
Energy Supply
• Noise and Noise-
Compatible Land Use
• Socioeconomic Impacts,
Environmental Justice,
and Children’s Health
and Safety
• Visual Effects
• Water Resources
• Cumulative Impacts
Page 298
Appendix C - Agency Coordination
McCall Municipal Airport (MYL) Master Plan
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
2
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
Page 299
Appendix C - Agency Coordination
McCall Municipal Airport (MYL) Master Plan
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Page 300
Appendix C - Agency Coordination
McCall Municipal Airport (MYL) Master Plan
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Page 301
Appendix C - Agency Coordination
McCall Municipal Airport (MYL) Master Plan
PAPI PAPI
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Page 302
Appendix C - Agency Coordination
McCall Municipal Airport (MYL) Master Plan
X
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6
PRO
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500
'
402
'
PR
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P
N.T.
S
Page 303
Appendix C - Agency Coordination
McCall Municipal Airport (MYL) Master Plan
PAPIPAPI
X
X
X
X
X
X
X
X
X
X
X
X
X
X
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X X X X
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X X X X X X X
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PROPOSED TAXIWAY C
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Page 304
Appendix C - Agency Coordination
McCall Municipal Airport (MYL) Master Plan
X
X X X X
X
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X X
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PH
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:
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A
N
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R
Page 305
Appendix C - Agency Coordination
McCall Municipal Airport (MYL) Master Plan
X
X X X X
X
X
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X X
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Page 306
Appendix C - Agency Coordination
McCall Municipal Airport (MYL) Master Plan
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.
Brad Little, GovernorJess Byrne, Director1445NOrchardStreet, Boise, ID 83706(208) 373-0550
Page 307
Appendix C - Agency Coordination
McCall Municipal Airport (MYL) Master Plan
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.
Page 308
Appendix C - Agency Coordination
McCall Municipal Airport (MYL) Master Plan
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
Page 309
Appendix C - Agency Coordination
McCall Municipal Airport (MYL) Master Plan
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.
Page 310
Appendix C - Agency Coordination
McCall Municipal Airport (MYL) Master Plan
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
EDMS#: 2021AEK136
Page 311
Appendix D - Airport Zoning & Land Use
McCall Municipal Airport (MYL) Master Plan
Chapter 6
CIVIC, AIRPORT AND AGRICULTURE/FOREST ZONES
3.6.01: PURPOSE:
The McCall area comprehensive plan identifies the importance of a variety of land uses including public uses. It is the purpose of this chapter to implement the plan's vision through development regulations that allow for a range of public lands, buildings and services designed to be compatible in scale and character with their surrounding environment.
(A) Agriculture And Forest (AF) Zone: The AF land use designation is intended to provide a designation for agricultural areas, including forestlands, within the city. Some of these lands may be held in public ownership.
(B) Civic Use (CV) Zone: The CV land use designation is intended to provide for governmental offices and other civic facilities. This includes governmental, cultural and recreational facilities. Mixed use is allowed in combination with public uses.
(C) Airport (AP) Zone: The AP land use designation is intended for airport and aviation use by the McCall Municipal Airport and the surrounding related facilities and properties to implement the objectives of the McCall Municipal Airport Master Plan. Within the AP zone there is an Airport Perimeter (APP) zone which includes the land 150 feet from the interior edge of the AP zone. The Airport Internal (API) zone includes all other land in the AP zone that is internal to the APP zone. (Ord. 821, 2-23-2006, eff. 3-16-2006; amd. Ord 984, 12-19-2019, eff. 1-1-2020)
3.6.02: PERMITTED AND CONDITIONALLY PERMITTED USES WITHIN PUBLIC ZONES:
(A) Permitted And Conditionally Permitted Uses: Table 3.6.02, identifies the permitted and conditionally permitted uses within the Public Zones. The primary uses identified in table 3.6.02 of this section shall be permitted or conditionally permitted as indicated:
P: Where the symbol P appears, the use shall be permitted.
A: Where the symbol A appears, the use may be permitted subject to the issuance of an administrative permit in accordance with section 3.13.01 of this title.
C: Where the symbol C appears, the use may be permitted subject to the issuance of a
Page 312
Appendix D - Airport Zoning & Land Use
McCall Municipal Airport (MYL) Master Plan
conditional use permit in accordance with section 3.13.03, "Conditional Use Permit
Standards", of this title.
No symbol, or a dash: The use is not permitted. (Ord. 821, 2-23-2006, eff. 3-16-2006)
TABLE 3.6.02 PERMITTED AND CONDITIONALLY PERMITTED USES WITHIN PUBLIC ZONES
Allowed Use AF CV AP
Accessory structure >1,500 square feet A A A
Aeronautical - - P
Agricultural service establishment C - -
Agricultural structure A - -
Agricultural use P - -
Airport (public ownership) C - P
Animals, small farm animals P A -
Assembly plant (light manufacturing) - - C
Camp P - -
Cemetery C P -
Church C C -
Club or lodge or social hall C C -
College or university - C C
Conference or convention center C C -
Dwelling, caretaker for an approved use A A -
Dwelling, single-family detached C P -
Dwelling unit1 - C -
Dwelling unit, local housing A A A
Golf course and country club C C -
Hospital or clinic C A -
Hotel, motel, lodge C C -
Page 313
Appendix D - Airport Zoning & Land Use
McCall Municipal Airport (MYL) Master Plan
Kennel A - -
Large scale retail business3 - - -
Livestock facility .300 AU C - -
Manufacturing facility (light) - C C
Mixed use4,5 - C -
Mortuary C A -
Museum C C C
Nursery, wholesale (only) P - -
Nursing facility, skilled - A -
Office building or use, relating to an approved development C A C
Office, temporary construction A A A
Park, public C P -
Pit, mine, or quarry C - C
Portable classroom A A -
Post office or mail delivery service - A -
Power plant C C C
Professional offices or buildings - A C
Public or quasi-public use C P C
Public service facility C C C
Research and development facility - C C
Restaurant - C C
Restaurant, formula6 - C C
Retail, formula2 - C -
Roadside produce stand A A -
Sanitary landfill, restricted C A -
School, public or private, including vocational C C C
Soil or water remediation C - -
Page 314
Appendix D - Airport Zoning & Land Use
McCall Municipal Airport (MYL) Master Plan
Stable or riding school, commercial C C -
Storage building and yard C C C
Swimming pool, private or public A A -
Temporary living quarters A A C
Tower or antenna structure, commercial C C C
Tower or antenna structure, private A A C
Warehousing facility - - C
Winery C - -
Notes:1.Housing must be a part of a mixed use project.
2.See section 3.8.18 of this title for limitations on retail, formula.3See subsection 3.8.02(E) of this title.4.Residential uses are permitted in mixed use building when the primary use of the ground floor is a nonresidential use allowed in the CV zone.5.Multi-family housing must be a part of a mixed use project.6.See section 3.8.17 of this title for limitations on restaurants, formula.
(B) All uses not listed in table 3.6.02 of this section shall require review by the Planning and Zoning Commission and a conditional use permit.
(C) All uses, except for those allowed by subsection 3.8.01(H), "Outdoor Display Areas", section 3.8.05, "Temporary Storage and Merchandising Facilities not to Become Permanent", of this title, and aircraft parking and light maintenance in the AP Zone- shall
be conducted within enclosed structures. (Ord. 875, 5-27-2010; amd. Ord. 983, 12-19-2019, eff. 1-1-2020; Ord. 984, 12-19-2019, eff. 1-1-2020)
3.6.03: PUBLIC ZONES DEVELOPMENT STANDARDS:
The following property development standards shall apply to all land and permitted or conditionally permitted buildings located within their respective zones:
(A) Table 3.6.03 identifies the dimensional standards required within the public zones.
TABLE 3.6.03
DIMENSIONAL STANDARDS FOR PUBLIC ZONES
Page 315
Appendix D - Airport Zoning & Land Use
McCall Municipal Airport (MYL) Master Plan
Dimensional Standards AF CV AP APP
Minimum property size 40 acres 3,000 square feet
Minimum lease size -- -- 1,500 square feet 10,000 square feet
Minimum street frontage n/a 50 75
Minimum setback from (in feet)1
1. Arterial, collector, or section line street 30 ft. 0
2. Other roadway 25 ft. 0
3. Property line not fronting
a roadway2 50 ft. 0
Maximum site coverage of structures 5% 80% 100% 100%
Maximum height3 35 ft. 50 ft. 60 ft. 60 ft.
Minimum property width 100 ft. 30 ft.
Minimum distance between structures 10 ft. 10 ft.
Landscaped buffer 20 ft.
Notes:1.See section 3.7.03, "Scenic Route Zone", of this title.2.Setbacks abutting a residential zone are the same as the residential zone setback to the subject property line.3.Building heights adjacent to residential zones shall conform to the building height
stepback requirements in section 3.8.14 of this title.
(B) FAA Airport Design standards identified in the current edition of Federal Aviation Administration (FAA) Advisory Circular 150/5300-13 Airport Design shall be adhered to when determining leaseholds and siting structures in the AP Zone.
Page 316
Appendix D - Airport Zoning & Land Use
McCall Municipal Airport (MYL) Master Plan
(C) All buildings with a height over 35 feet shall require a conditional use permit and conform
with the building stepback standards in chapter 8, "General Development Standards", of this title.
(D) Exception to the development standards may be allowed through the provisions of a planned unit development as set forth in Chapter 10 of this Title.
(E) Sidewalks, curbs and gutters may be required if specified in a development agreement as provided for in Title 9 "Subdivision and Development" of this code.
(F) Fending shall be in accordance with permitted forms for the applicable zone; see chapter 8, "General Development Standards", of this title and Title 9 "Subdivision and Development" of this code. In the AP Zone, fencing will be built to standards outlined in the current edition of FAA Advisory Circular AC 150/5370-10 Standards for Specifying Construction of Airports, where identified as necessary to comply with FAA grant assurances.
(G) City projects shall be built to sustainable construction standards as defined by Title 2, BUILDING REGULATIONS.
(H) Design review is required as provided for in chapter 16 "Design Review" of this title, except within the AP Zone. (Ord. 864, 2-12-2009; amd. Ord. 984, 12-19-2019, eff. 1-1-2020)
Page 317
Appendix D - Airport Zoning & Land Use
McCall Municipal Airport (MYL) Master Plan
AP
CV
CV
CV
CV
CV
CV
CV
CV
CV
CV
CV
CV
CV
CV
CVI
I
I
I
CB CB
CB
CB
CC
CC
CC
CC
CC
CC
CC
CC
CC
CC
CC CC
CC
R16
R16
R8
R8R8
R8
R8
R8
R8
R8
R8
R8
R8
R8
R8R8
R8
R8
R8
R8R8
R8
R8
R8
R4
R4
R4
R4
R4
R4
R4
R4
R4
R4
R4
R4
R4
R4
R4
R4
R4
R4
R4
R4
R4
R4
R4
R4
R4
R4
R4 R4R4 R4
R4
R4
R4
R4
R4
R4
R4
R4
R4
R4
R1
R1
R1
R1
R1
R1
R1
R1
R1
R1
R1
RE RE
RE
RE
RE
RR
RR
RR
RR
RR
RR
RR
RR
RR
RR
Wolf
Creek Ct
W Forest St
Elo Rd
Cresc
e
n
t
D
r
Yew Wood St
Song Sparrow
Dr
Payette Dr
Meadow Lake Ct
Pilgrim Cove Rd
Moonridge
D
r
Osprey View Dr
Fir St
Cedar Crest Dr
Cynthia
Valley View Ln
Hemlock St
McCall Ave
Rice St
Fernwood St
2nd
S
t
Whitetail Dr
Shady Ln Loop
Sunset St
NorthShore
Dr
Jacob St
Stbni te St�
Shady Ln Loop
Brownwood
Rd
Mo`s Way
Virg
i
n
i
a
B
l
v
d
Reedy Ln
Old Brundage
Mtn Rd
Columbine Pl
Moon Dr
Owen Dr
Lovers Ln
Bear Basin Rd
Garnet St
John Alden
Bitterroot Dr
Brown Dr
Sorrell Ct
Lakeside Ave
Rainbow
Tooting
Ln
1st St
Opal St
Floyde St
Pine Haven PL
Aspe
n
S
t
Whipkey St
Railroad Ave
Hayes St
Willie Ln
Payette Dr
Thompson Ave
Lick Creek RdYew Wood St
Spruce St
Larkspur Circle
Squirrel Ln
Brooklaw
n
Lupine Ln
Spruce Ln Potts Dr
Dwy
Dawson
Ave
Evergreen Dr
Reedy Ln
Svc Rd
Caric
o
R
dBrentwood St
Gamb
l
e
R
d
Jacob St
Paul Bunyan Rd
Pinedale St Wanda Ave
Blackwell
Ave
Romine Dr
Crescent
Dr
Svc Rd
Idaho St
Chip Shot Dr
Louis
a
A
v
e
Crescent
Dr
The Chute
4th
S
t
Oakwood
Rd
Grouse Way
Chad Dr
Knig
h
t
s
R
d
Moo
r
e
S
t
Brook
l
a
w
n
Thu
l
a
S
t
1st St
Floyde St
Ward St
Herrick St
Ward
S
t
Stat
e
S
t
Balshae Dr
Happy Day Way
Sylvan Creek Rd
Woodhaven
Ln
Hill R
d
Cottage Ct
River St
N Samson Tr
l
Lick Creek Rd
Sylvan Beach Rd
Water Lilly
Sand Wedge Ct
Annie
Pond Ct
Edgemere Ln
Diamond St
Spruce Way
Karen St
Headquarters
Rd
Gun Hill Rd
Grove St
Rio Vista Blvd
Hearthstone
Ct
Wag
o
n
W
h
e
e
l
R
d
Mill R
d
Bridle Path WayNeal
S
t
Beach Way
Lenora St
Cynthia
Cam
p
R
d
Ruby St
Georgia''s Ln
Owleclover
Lane
Zachary
Rd
Quail Rd
Rocky Shore Dr
Evergreen Dr
Agate St
Syringa Way
Whitetail
Dr
Washington St
Brownwood
Rd
Greenwood
Rd
Ironwood
Kiki Ct
Park St
Agate St
River Ranch Rd
Cottonwood St
Margaret
Way
Westshore Pl
Mayflower Rd
Washington St
Lemonwood St
Park St
Club Rd
Cammy Dr
Woody Dr
Chris Ln
Sunset St
Svc Rd
Wanda Ave
Idaho St
Miracle Ln
Stoc
k
t
o
n
C
t
Lenora St
Blue Haze Way
Bellflower Pl
Tamarack Rd
Ringel St
Hatmaker Pl
Cece Way
Chad Dr
Park St
Lawrence Dr
Suitor Ln
Ellis Rd
Forest Lawn
St
Verita Rd
Driftwood St
Springfield Ct
PRIVATE
Chula Rd
Lard
o
S
t
Par Ln
Hayes St
Ford Dr
Timm St
Samson Ct
Gena Way
Veronica St
Coy Rd
Cross Rd
Timm St
Mile Hig
h
Dr
Forest Trails Dr
Edgewater Cir
Stockton Dr
McBride St
Oakwood Rd
Spruce St
Aspen Aly
Quaki
e
L
n
Bear Basin Rd
Trl
Fir St
Dav
i
s
A
v
e
Whitetail Dr
PRIVATE
Boy
d
s
t
u
n
S
t
Wildhorse Dr
Sunny Way
Plymouth Ct
Moonbeam Cir
Koski Dr
Saddlehorn Ln
Old Brundage
Mtn Rd
Jasp
e
r
D
r
Water Lily
Tamarack Bay Place
Shelia Ln
Gabi Ln
Whitetail Dr
Firndale
E Forest St
E Park St Broken Rein Rd
Douglas Dr
Fairway Loop
Burns Rd
Camas Pl
Shady Ln
Osprey View Dr
Osprey View Dr
Lakeview Ave
E Lake St
Pinehurst Blvd
PRIVATE
Graham Dr
Penstemen Pl
Lake
r
i
d
g
e
D
r
Park Residence Rd
Carmen Dr
Hewit St�
Timber Ridge Ct
Com
m
e
r
c
e
S
t
White B
a
r
k
R
d
Marywood Dr
McGinnis St
PRIVATE
Violet Way
Pine Terrace Dr
Miles Standis
h
Rd
Mountain Meadow Dr
Krahn Ln
Divot Ln
Woodlands Dr
Co
y
R
d
Whitefield Ln
Strawberry Ln
Flynn Ln
PRIVATE
Fireweed Dr
S Sa
m
s
o
n
T
r
l
Conifer Ln
Chipmunk Ln
Crowley Ln
Cammy Dr
Shaggy Mane Ct
Mountain Cove Ct
Hearthstone Ct
Hill Ln
Saddle Ct
Saddle
C
t
Swallowtail
Ct
Wolf Creek Ct
Ast
e
r
C
t
Dragonfly Loop
Chad Loop
Chad Loop
Ridgeway Ln
Whitetail Dr
Eastside Dr
Brook Dr
Clu
b
H
i
l
l
B
l
v
d
Club Hill Blvd
Shady Ln Loop
1st
S
t
Meadows Rd
River Ranch Rd
River Ranch Rd
Timbercrest Loop
Smitty
Ave
Lakeview Ave
Swanie Way
Greystone
DrKnow
l
e
s
R
d
Row
l
a
n
d
S
t
Pine Cir
Buckboard Way
Rio Vista Blvd
John Alden
Bay Colt
WaySmokey
Morel Ct
Allen Ave
Glady
s
L
n
Brady Dr
Brady Dr
Idaho St
Stone L
n
Helmick
St
Ponderosa
St
Simmons St
Mather Rd
Mather Rd
Easts
i
d
e
D
r
East
s
i
d
e
D
r
Happy Landing Rd
Old Brundage Mtn Rd
Williams
Creek Loop
River Ranch Rd
Cattail Way
Crescent Rim Dr
Eastside Dr
Eastside Dr
Denali Ct
Eisma
n
S
t
Verita Rd
PRIVATE
Julie
s
R
d
Sharlie Ln
Birdi
e
D
r
Placid St
Industrial Loop
Whitetail
Dr
Nordic
Circle
Dwy
Lichen Ln
Lich
e
n
L
n
Veronica Ln
Koski Dr
E La
k
e
S
t
Herrick St
Aspen
Ridge Ln
Majestic View Dr
Ann S
t
Forest Trails Ct
Dwy
Carico Ct
E Jacob St
Deer
Forest Dr
Hubb
a
r
d
D
r
Timber Cir
PRIVATE PRIVATE
Blue
Water
Circle
Fox Ln
TJs Loop
PRIVATE
Heavens Gate
Ct
May
R
d
Plymouth Rd
Plymouth Rd
Boydstun Loop
Meadowbright Dr
Eagle
D
r
Sundance Dr
Sundance Dr
Syringa Dr
Rim Dr
Kaitlyn Loop
Sharlie Ln
Boyd
s
t
u
n
L
n
Brundage Dr
Blue Jay Dr
State Park Rd
State Park Rd
Fox Fairway Ct
Majestic View Dr
E Lakes Rd
Ginney Way
Cedar Ln
Little Bear Rd
Migratory Ridge Way
Morgan Dr
Whitetail Dr
Svc
R
d
Timber Cir
Ernesto D
r
Aspen Ridge Ln
Asp
e
n
R
i
d
g
e
L
n
Cee Way Loop
Cee Way Loop
Chokecherry Loop
Chokecherry Loop
Blackberry LoopBlackberry Loop
Appaloosa Trl
Aspen LoopAspen Loop
Svc Rd
Svc Rd
North View Dr
Fainully Dr
Fainully Dr
State Park Rd
Fairway Dr
Fairway Dr
Ridge Rd
Williams Creek Loop
Valley Rim Rd
Migratory Ridge Way
Morgan Dr
Morgan Dr
Rawhide Loop
Rawhide Loop
Huckl
e
b
e
r
r
y
L
o
o
p
Huckleberry
Loop
University Ln
MemoCir
Fox Ridge Ln
Fox Ridge Ln
Eddy Cir
Elderberry Loop
N Club
Hill Blvd
Dogwood Loop
Lakeridge
Dr
Lakeridge Dr
Scot St�
Roos
e
v
e
l
t
A
v
e
Alpin
e
S
t
Colorado St
Wooley Ave
Mission St
Davis
A
v
e
Lick Creek Rd
Park St
Thompson Ave
Pine St
Lick Creek Rd
West Valley Rd
S S
a
m
s
o
n
T
r
l
E Deinhard Ln
Eastside Dr
State Park Rd
Miles Standish Rd
E Deinhard Ln
W Deinhard Ln
West Mountain
Rd
Warren Wagon Rd
Warren Wagon Rd
Spring Mountain Blvd
Boydstun St
Wisd
o
m
R
d
N Sa
m
s
o
n
T
r
l
W La
k
e
S
t
Sta
t
e
H
w
y
5
5
S 3
r
d
S
t
N 3
r
d
S
t
E Lake St
W Lake St
W Lake St
N 3r
d
S
t
PayetteLake
LittlePayetteLake
Northern Section of the McCall Impact Area
RR RE
Warren Wagon Rd
E Side
R
d
Bear Basin
State Park Rd
Bear
B
a
s
i
n
R
d
Warre
n
W
a
g
o
n
R
d
Old Brundage Mtn Rd
0 0.5 10.25 Miles
Map Inset of Impact Area at North End of Payette Lake
City of McCall
Official Zoning Map
This map is to be used only for reference purposes; City of McCall is not responsible for any inaccuracies herein contained. Please contact the Community Development Department for confirmation on zoning designations.
Zones
Civic CV
Airport AP
Industrial I
Central Business District CB
Community Commercial CC
High Density Residential R16
Medium Density Residential R8
Low Density Residential R4
Residential (1 Acre)R1
Rural Residential Estates (5 Acres)RE
Rural Residential (10 Acres)RR
City Limits
Impact Area
Last modified: 2/10/2012Printed: 3/6/2012
0 0.5 10.25 Miles ª
Page 318
Appendix D - Airport Zoning & Land Use
McCall Municipal Airport (MYL) Master Plan
Page 319
Appendix D - Airport Zoning & Land Use
McCall Municipal Airport (MYL) Master Plan
Page 320
Appendix D - Airport Zoning & Land Use
McCall Municipal Airport (MYL) Master Plan
3.7.050 Airport Operation ProtectionZones8
0 1 20.5 Miles
PS - Primary Surface
TZ - Transitional Zone
URAZ - Runway Instument Approach Zone
HZ - Horizontal Zone
CZ - Conical Zone
Page 321
Appendix E - Airport Layout Plan
McCall Municipal Airport (MYL) Master Plan
Page 322
Appendix E - Airport Layout Plan
McCall Municipal Airport (MYL) Master Plan
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