Coeur d’Alene Airport Master Plan Executive Summary

Coeur d’Alene Airport Master Plan Executive Summary

In association with

Coeur d’Alene Airport Kootenai County, ID

Prepared by

July 2012

EXECUTIVE SUMMARY COEUR D’ALENE AIRPORT MASTER PLAN

July 2012 ES-1

Introduction

The Coeur d’Alene Airport (COE) is a general aviation

(GA) airport located in Kootenai County, Idaho. COE is

designated as a GA airport by the Federal Aviation

Administration (FAA) National Plan of Integrated Airport

Systems. The Airport is a component of Idaho’s

aviation system, and the key GA airport in the northwest

United States. The 2008 Idaho Airport System Plan

found that over 1,000 jobs in the community that depend

on COE, and that the Airport is responsible for over

$130 million in annual economic impact. The Airport

Master Plan addresses facility development, resource allocation, and the relationship with the

surrounding community to help support development, and preserve COE as a regional economic

generator.

The Plan is expected to be incorporated by reference into documents such as the Kootenai County

Comprehensive Plan, local municipal plans, transportation plans, land use compatibility plans, and

special purpose plans.

Inventory

The inventory includes a summary of existing property, facilities, and equipment at COE. COE serves a

diverse aircraft fleet including single-engine propeller aircraft, business jets, commercial passenger

transports, and U.S. Forest Service fire fighting aircraft. COE sits on 1,148 acres owned by Kootenai

County. A summary of facilities found at COE is included in Table 1.

Table 1: Existing Facilities

Runways

o Runway 05-23: 7,400 ft x 100 ft

o Runway 01-19: 5,400 ft x 75 ft

Runway Navigational Aids

o Instrument Landing System (ILS)

o Precision Runway Markings

Airport Navigational Aids

o VHF Omni-directional Range with Distance

Measuring Equipment (VOR/DME)

o Automated Weather Observation System

o Wind Indicator

o Rotating Light Beacon

Building Area

o Northside

• Empire Aerospace

• Fire Station

o Eastside

• Hangars and Tie-downs

• U.S. Forest Service

o Southside

• Airport Administration

• Hangars and Tie-downs

Aircraft Fuel

o 100LL (full- and self-service)

o Jet A (full- and self-service)


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Aviation Activity Forecasts

Aviation activity forecasts provide a 20-year outlook on

the number of aircraft stored at COE, based aircraft, the

number of takeoffs and landings, aircraft operations.

Market potential for scheduled commercial passenger

airline service is investigated, and the number of

departing passengers, enplanements, and the number

of operations were forecasted.

Aviation activity forecasts expect single-engine GA

aircraft to remain the most common users at the Airport,

and business jet aircraft are expected to be the fastest growing users over the next 20 years. If market

conditions support scheduled commercial passenger airline service, it is expected that COE has the

facilities necessary to attract and support such operations until a dedicated passenger terminal could be

built. A summary of the aviation activity forecasts at COE is included in Table 2.

Table 2: Aviation Activity Forecast

Year Based Aircraft Aircraft

Operations

Passenger

Enplanements

Passenger Aircraft

Operations

2008 189 123,048 0 0

2013 225 136,895 18,814 1,668

2018 268 153,426 35,006 2,607

2028 388 197,141 51,199 3,546

Growth

Rate 3.7%(2008-2028) 2.4% (2008-2028) 6.9% (2013-2028)

4.7% (2013-2028)

Aviation activity forecasts were approved by the FAA in March, 2012. FAA national forecasts reflect a

similar growth pattern to COE forecasts, although there are factors outside of aviation that may influence

growth. Gas prices and global economic performance can affect aviation, and a downturn in one of these

indices may slow aviation growth at COE. Improvement projects developed in conjunction with the

aviation activity forecasts are intended to be need based. Subsequent plan elements assign an expected

year of project implementation; however, project implementation is subject to change provided growth in

aviation activity differs from the forecasts.


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Facility Requirements

Facility requirements are developed through analysis of

the existing facility inventory and the forecasted level of

demand, resulting in appropriately sized facilities for the

level of demand. Facility requirements identify airfield

modifications to support safe and efficient aircraft

access, aircraft storage demands, aviation support

facility needs, and automobile access needs. Results

of the facility requirements analysis are included the

following.

• Consider extending both runways and adding approach lighting systems.

• Decouple Runway Ends 19 and 23.

• Relocate the on-airport VOR.DME to facilitate taxiway development.

• Protect property and line of sight for an airport traffic control tower.

• Construct apron and hangars for aircraft parking and storage.

• Acquire property beyond runway ends to promote compatible land use.

• Improve surface road access to the Airport.

• Consider a dedicated passenger terminal building if scheduled commercial service begins.

Improvement Alternatives

Improvement alternatives evaluate different methods of meeting the facility requirements. Alternatives

are presented, evaluated, and a preferred alternative is selected. Evaluation considers safety of aircraft

in the air and on the ground, compatibility with the existing airfield, and accessibility and convenience to

airport users. Cost of implementation is considered for preferred alternatives. A graphical summary of

the preferred airport development plan is included on the next page. The proposed airport layout is

included on Page 3. Preferred improvements include the following.

• Provide 9,170 feet of runway length by extending Runway Ends 05 and 23.

• Extend Runway Ends 19 and 23 to decouple the existing intersection.

• Install approach lighting beyond Runway Ends 01, 19, and 23.

• Acquire property within the runway protection zones.

• Shift Taxiway A to the east to meet FAA separation standards.

• Continue developing hangars on the Eastside and Southside.

• Develop the Northside with new box hangars, a passenger terminal, and airport businesses.

• Plan for compatible development with planned road improvements outside of airport property.


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Financial Feasibility

Financial feasibility presents an overview of the

financial structure of the Airport, a review of rates and

charges at COE and nearby GA airports, and includes a

capital improvement plan (CIP) for the next 20 years.

The Airport generates over $500,000 in revenue per

year, with over 80% coming from leases. This money is

used to pay for staff, maintenance, and airport

improvements that are outside of federal and state

funding.

The CIP organizes improvement projects by priority, and includes cost estimates and potential funding

sources. The 20-year CIP supplements the Airport’s five year CIP that is on file with the FAA; allowing

FAA staff to program funding for larger projects as their implementation date approaches.

CIP funding is expected to come primarily from the FAA in the form of entitlement funds, awarded to the

Airport annually, and discretionary funds, competed for by Airports across the country. COE is eligible for

Idaho apportionment funds. Projects receiving FAA and state funding require a local match from the

Airport.

The CIP is presented in Table 3.

Table 3: CIP Summary 2012-2017

Year Project Cost

Funding Source

State FAA Local

2012 Runway 01-19 Rehabilitation $2,300,000 32% 63% 5%

Taxiway D South Rehabilitation $700,000 0% 95% 5%

2013 Seal Design Group III Area $1,000,000 74% 16% 10%

2014 Wildlife Assessment $50,000 0% 90% 10%

Extend Taxiway F $2,600,000 29% 61% 10%

2015 Reconstruct GA Apron $1,200,000 63% 38% 10%

2016 Shift Taxiway A $3,900,000 19% 71% 10%

2017 Construct Taxiway P $2,500,000 30% 60% 10%


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Land Use

Airport land use impacts extend beyond airport

property. Land use surrounding airports can impact

airport operations, and compromise well-being of

citizens living and working near the airport. The land

use analysis presents the existing land use surrounding

COE, evaluates land use compatibility strategies in the

comprehensive plans of communities nearby, and

analyzes the potential impact of aircraft noise resulting

from normal airport operations. A map of 2008 and

2028 noise exposure with forecasted operations is

included on Page 7.

Land use compatibility analysis includes guidelines to help local policy makers develop land near the

Airport. Recommendations from the land use analysis include the following.

• Develop a comprehensive overlay zone to support compatible land use development.

• Establish a joint multi-jurisdictional airport land use planning and zoning commission to develop

homogenous standards across multiple jurisdictions.

• Continue enforcing height restrictions in Idaho Airport Zoning Act.

• Continue including a notice of airport proximity on the title of properties near the Airport.

Land use compatibility guidance comes from the 2008 Idaho Airport System Plan and compatibility zones

in the 2012 Washington Department of Transportation Airports and Compatible Land Use Guidebook,

shown in Table 4 and the exhibit on Page 8.

Table 4: Safety Compatibility Zones

Zone Land Use Guidelines

1-Runway

Protection Zone

• Airport ownership encouraged

• Prohibit new structures

• Prohibit residential land uses

• Discouraged Non-airport uses

2-Inner Approach/

Departure Zone

• Limit residential to agricultural

• Limit non-residential uses

• Avoid concentrations of people

• Prohibit noise sensitive uses

• Prohibit hazardous materials

3-Inner Turning

Zone

• Limit residential to low density

• Avoid high-intensities of other uses


• Prohibit hazardous materials

4-Outer Approach/

Departure Zone

• Avoid high-intensities of non-

residential land uses

• Limit residential to low density


5-Sideline Zone

• Avoid residential uses

• Allow other uses that meet height

requirements

• Avoid high-intensities of non-

residential land uses


6-Traffic Pattern

Zone

• Allow most non-residential use

• Avoid noise sensitive uses

• Allow residential use

• Avoid concentrations of

people


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No

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Coeur d’Alene Airport Master Plan Executive Summary

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