Crater Lake-Klamath Regional Airport (LMT) Airport Master...
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Virtual Public Open House May 6, 2020 5:30 PM to 7 PM Crater Lake-Klamath Regional Airport (LMT) Airport Master Plan Update
Transcript of Crater Lake-Klamath Regional Airport (LMT) Airport Master...
Virtual Public Open House
May 6, 2020
5:30 PM to 7 PM
Crater Lake-Klamath Regional Airport (LMT)
Airport Master Plan Update
Welcome and Introductions
▪ LMT Airport Staff
▪ Mead & Hunt Team
Master Plan Advisory Committee (MPAC)
Name Organization
Joe Wall City of Klamath Falls
Jon Anderson City of Klamath Falls
Mark Willrett City of Klamath Falls
Erik Nobel County of Klamath
Jim Chadderdon Discover Klamath
Rick Flowers Experimental Aircraft Association (EAA)
Robert Tykoski FAA Seattle ADO
Ed Langerveld Fixed Base Operator (FBO)
Justin Dunaway Fixed Base Operator (FBO)
Dr. Roberto Gutierrez Klamath Community College (KCC)
Heather Tramp Klamath County Chamber of Commerce
Julie Matthews Klamath County Economic Development Association (KCEDA)
Randy Cox Klamath County Economic Development Association (KCEDA)
Captain Joe Young Oregon ANG
LtCol Jason Nalepa (Weave) Oregon ANG
Captain Oscar Alonso Oregon ANG
Major Zachary Johnson (Ruckus) Oregon ANG
Heather Peck Oregon DOT - Department of Aviation
Sandra Fox Oregon Institute of Technology (OIT)
Paul Stewart Sky Lakes Medical Center
Betty Riley South Central Oregon Economic Development District (SCOEDD)
Don Cavin US Forest Service
Meeting Topics
Project Overview 15 minutes
Master Plan Update 60 minutes▪ Inventory
▪ Forecast
▪ Facilities Requirements
▪ Development Alternatives
Next Steps 10 minutes
WE ARE HERE.
Master Plan Process
FAA Review Status
Inventory
▪ AcceptedNov 2018
Forecast
▪ Approved Feb 2019
▪ Additions
Approved
Mar 2020
Facility Reqs
▪ Accepted Dec 2019
▪ Prelim Comments Mar 2020
Alternatives
Master Plan Update
Inventory
▪ South-central Oregon
▪ 15 miles north of California
▪ South-central Klamath County
Airport Location
▪ Unique Factor #1
▪ Owned by City of Klamath Falls
▪ Base for 173rd FW, Oregon ANG
▪ LMT Property
▪ 1,166 acres
▪ 255 acres for Oregon ANG
Airport Property
▪ Runways
▪ Runway 14/32: 10,301’ x 150’
▪ Runway 7/25: 5,258 x 100’
▪ Unique Factor #2
▪ 109+ lane miles of pavement
▪ 345,000 s.f. (7.9 acres) of paint markings
▪ 731+ lights
▪ 90+ lighted signs
▪ 24,000 s.f. terminal building space
▪ 45,000 linear feet (8.5 miles) of fence
Airfield
West Building Area Northeast Building Area
Ramp
SASO
Northeast
Ramp
▪ City of Klamath Falls (colors)
▪ Residential to NE
▪ Industrial/Business Park to W
▪ Mix of uses in city center (5 miles N)
▪ County of Klamath
▪ Residential to N
▪ Agricultural to E/S/W
Adjacent Land Uses
Master Plan Update
Aviation Forecast
Aviation Activity Forecast: Critical Aircraft
Critical Aircraft: Runway 14/32
Aircraft Design Characteristics:
Aircraft DC-10
Aircraft Type: Tri-Engine Transport Jet
FAA ARC/TDG: D-IV; TDG 5
Approach Speed: 150 Knots
Wingspan: 165'
Length: 82'
Tailheight: 57'
Maximum Weight: 555,000 Pounds
Seating Configuration: 2 Pilot Crew
Cockpit to Main Gear (CMG) 88'
Wheelbase 72'
Main Gear Width (MGW) 35'
Future: DC 10
Existing (speed): F-15
Existing (size): Avro RJ-85
Existing Runway
Design Code: D-III
Future Runway Design
Code: D-IV
Critical Aircraft: Runway 7/25
Aircraft Design Characteristics:
Aircraft: Beechcraft King Air 350/1900
Aircraft Type: Twin Engine Turboprop
FAA ARC/TDG: B-II; TDG 2
Approach Speed: 113 Knots
Wingspan: 58'
Length: 57'
Tailheight: 16'
Maximum Weight: 17,200 Pounds
Seating Configuration: 2 Crew + 10± Passengers
Cockpit to Main Gear (CMG) 16'
Wheelbase 24'
Main Gear Width (MGW) 17'
Existing / Future
Runway Design Code:
B-II
Master Plan Update
Runway System
Facility Requirements: Runway 14/32
▪ Shoulder Width
▪ Blast Pads
▪ Runway 14 ROFA
▪ Runway 14 ILS
Runway End 14 Runway End 32 Runway End 14 Runway End 32
Runway Type
FAA Runway Design Code (RDC)
FAA Taxiway Design Group (TDG)
Military UFC Classification
Runway Facility Systems
Runway Length x Width
Runway Shoulder Width (Type)
Paved Blast Pad (W x L) 150' x 200' 150' x 200' 150' x 200' 150' x 200'
Paved Stopway/Overrun (W x L) 150' x 1,002' 150' x 1,000' 150' x 1,002' 150' x 1,000'
Runway Displaced Threshold
Arresting Gear (Military Use Only) Yes Yes Yes Yes
Land and Hold Short (LASHO)
In-Line Taxiway
Runway-to-Runway Separation
Pavement and Markings
Pavement Strength - Pounds
(Aircraft Main GearType)
Pavement Surface Course
Pavement Markings
Runway Lighting Systems
Edge Lights
Lighting Aids PAPI-4L VASI-4L PAPI-4L PAPI-4L
Approach Lighting System MALSF MALSR MALSR MALSR
Centerline Lighting Systems None None None None
Runway Visibility Range (RVR) Yes Yes Yes Yes
Runway Instrument ApproachesRNAV,
VOR/DME
ILS, RNAV,
VOR/DME
ILS, RNAV,
VOR/DME
ILS, RNAV,
VOR/DME
3/4-Mile | 550' 1/2-Mile | 200' 3/4-Mile | ±200' 1/2-Mile | 200'
(A, B, C, D) (A, B, C, D, E) (A, B, C, D) (A, B, C, D, E)
High Intensity - HIRL High Intensity - HIRL (LED)
Instrument Minimums (Lowest)
Aircraft Categories
175,000 (Dual-DWG)
315,000 (Dual Tandem-DTWG)
PCN 41 F / A / X / T
315,000 (Dual Tandem-DTWG)
PCN (To Be Determined)
Asphalt-Concrete: Grooved Asphalt-Concrete: Grooved
Precision Precision
None None
None None
None None
N/A N/A
Class B Aircraft Class B Aircraft
10,301' x 150' 10,301' x 150'
20' Per Side - Paved 25' Per Side - Paved
Primary Primary
D - III (Less Than 150,000 Pounds) D - IV
TDG 3 TDG 5
PRIMARY RUNWAY SYSTEM
Facility Component
Existing Condition (2017) Future Condition (2037)
Runway 14/32 Runway 14/32
▪ FAA standard length is 1,000’
▪ Existing ROFA length limited to 715’ by airfield
perimeter roadway, perimeter fence, and Brett Way
Alternatives:
▪ Option A: FAA Modification of Standards (MOS)
▪ Option B: Declared Distances
▪ Option C: Relocate airfield perimeter roadway,
perimeter fence, and Brett Way
▪ Option D: Shorten Runway 14/32
Alternatives: Runway 14 ROFA
Option C (Preferred Option)
▪ Retains existing runway length of 10,301’
▪ Might require relocation of drainage channel
▪ FAA eligible projects
Alternatives: Runway 14 ROFA
▪ Oregon Air National Guard (OANG) requested and funded
▪ FAA installed
▪ Maintain existing visibility minimums not less than ¾ mile
▪ Components:
• Glide Slope (GS) antenna and equipment shelter
• Localizer antenna and equipment shelter
• Medium Intensity Approach Light System with Runway Alignment Indicator Lights
(MALSR)
Alternative: Runway 14 ILS
Option A
(East - Preferred)
Option B
(East)
Option C
(West)
Description • Side Band Reference
(SBR) GS Antenna
• Capture Effect Glide
Slope (CEGS) Antenna
• CEGS Antenna
Advantages • Shortest tower (21-26’)
• Smallest critical area
• Smallest grading reqs.
• No impact to USFS/GA
facilities
• Convenient hold bar
locations (Twy B/B1)
• Ready power source
from PAPI
• Minimal impact on LMT
operations
• USFS/GA non-
movement areas
outside of critical area
• Ready power source
• No ditches require
capping
• Ideal site for GS signal
quality due to paved
surface in critical area
Dis-advantages • SBR GS sensitive to
terrain roughness
• Ditch requires capping
• Part 77 Primary surface
penetration
• GS antenna in ROFA
• Coordination/memo
required with FAA ADO
for location within
ROFA
• No ready power source
• Two ditches require
capping
• Largest grading req.
• Complex hold line
design/locations
• Potential signal
interference with distant
terrain (5,000’) to north
• Part 77 Primary surface
penetration
• Complex hold line
design/locations
• Denies use of OANG
EOR apron during ILS
approaches
Runway 14 ILS GS Antenna Alternatives
▪ Existing 1,400’ MALSF nearing its useful life
span
▪ 2,400’ MALSR recommended to replace
▪ Addition property acquisition north of
Highway 140 required
Minimum
Property
Acquisition
MALSR
Runway 14 ILS MALSR
▪ Located 1,000’ south of Runway 32 end
▪ Critical area within perimeter road
▪ Requires continued practice of ATC
controlling vehicular traffic on perimeter
road into and out of the critical area
▪ Might require slight relocation of three
MALSR light stanchions
Runway 14 ILS Localizer Antenna
Facility Requirements: Runway 7/25
▪ Runway
Designation
▪ Reduced Runway
Dimensions
▪ Blast Pads
Future Runway 7/25 (5,000’ x 75’)
Master Plan Update
Taxiway System
Taxiway System
5 Areas of Non-Standard
Conditions
1) Taxiway A
2) Taxiway C
3) Taxiway E
4) Taxiway F/D
5) Taxiway H
Taxiway A and C
Taxiway A:
Direct Access, Angled Entry, Converge
with taxiway inside RSA, In future ILS
POFZ, Taxiway turn radius deficiency.
Taxiway C:
Direct access, Offset alignment with
B1, EOR operations
Taxiway E and G
Taxiway E:
▪ Numerous FAA Design Standards
Compliance
▪ Resolve by removing pavement
▪ Realign with Runway
▪ Option A preferred to facilitate alternate
runway crossing and reduce traffic
congestion at Taxiway D1/B1
▪ Runway connector renamed Taxiway G1
Taxiway F
Taxiway F:
▪ Two design groups
▪ Runway-Taxiway
separation
▪ Alignment with
runway ends
▪ Runup apron in
RSA
Taxiway F1
Taxiway F1:
▪ Alignment with
runway end
▪ Design group B-II
taxiway too wide
▪ Runup apron in
RSA
Taxiways F2 and H
Taxiway F2:
▪ Alignment with runway end
▪ Taxiway 35’ wide
Taxiway H:
▪ Direct access from apron to runway
Preferred Taxiway Layout
Master Plan Update
Landside Facilities
Eastside Building Area
▪ Hangar development
encouraged to occur
on East side first to
infill capacity.
▪ Meets T-hangars, mid-
sized hangars &
SASO facility forecast
demands
Westside Building Area
▪ AOB A preferred
▪ Extension to FBO 4-A
to improve reception
and services area.
▪ Designated Helicopter
parking
▪ Large/Turbine aircraft
operations separated
from Light aircraft
Master Plan Update
Oregon ANG Support Facilities
Options Explored
▪ Extend Crosswind Runway 7/25 (up to 8,000’) – Constrained
▪ Emergency Operations on Taxiway System – Not FAA Supported
▪ Construct New Parallel Runway (8,000’ x 150’) – In Progress
New Additional Runway
Crosswind Runway 7/25 Constraints
Additional Runway Concepts
* No preferred option selected in Master Plan.
EOR Concepts
B
CA
Building 400 Area
Preferred Concept
▪ Military facility expansion
▪ Non-aeronautical development
Master Plan Update
Non-Aeronautical Development
Airport Business Park
▪ Reduced Business Park footprint
▪ Enables GA hangar area
expansion
▪ Timing of transfer to aeronautical
use based on demand
Airport Entrance Road
▪ Option A: Swan Ct. connection
▪ Option B: Airport Way connection
▪ Option C: City 2012 alignment
LMT Road System
Schedule
Your Feedback
Next Steps
Schedule
PROJECT TASK
Jul Aug Sep Oct Nov Dec Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Jan Feb Mar Apr May Jun Jul Aug Sep
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27
PLAN DELIVERABLES (WORKING PAPERS):
INVENTORY
FAA AGIS
FORECASTS
FAA APPROVAL
FACILITY REQUIREMENTS
ALTERNATIVES
FAA REVIEW #2
IMPLEMENTATION PLAN
(20-YEAR CIP)
AIRPORT LAYOUT PLAN
AND EXHIBIT 'A'FAA REVIEW
MEETINGS:
PUBLIC OUTREACH
MEETING EVENT
MASTER PLAN ADVISORY
COMMITTEE (MPAC)
CITY AND STAKEHOLDER
MEETINGS
MPAC = Master Plan Advisory Committee | WP = Working Paper | FAA = Federal Aviation Administration
Note: Scoped Meetings for 8 Airport Visits: MPAC = 6 | Airport Staff/City = 5 | Guard = 4 | County = 1 | Public Outreach = 1.
Note: Schedule accounts for typical review periods - some reviews are concurrent: Airport Sponsor = 3 Weeks | FAA = 4 to 6 Weeks | MPAC = 2 to 4 Weeks.
Note: Project schedule subject to change.
RWY 7/25 JUSTIFICATION FAA ACCEPTANCE
INITIAL ALT
Thursday, April 30, 2020
2018 2019 2020
AGIS FLIGHT & MAPPING
FAA
APPROVAL FAA REVIEW #2
D2
D5
D6 ALP
D1
#1
#5
#6
#2 #3 #4
D3 D3
D4
#6#1
#2 #4 #5#1 #3
D3 D3
D2
D4
Public Comment Form
