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Kneeland Airport Master Plan Update (September 2005) 3–1

Airport Design

OVERVIEW

The principal airfield design issue addressed in this chapter is thedeviation from FAA Airport Design standards for the runway,runway safety areas, and other required clear areas at Kneeland Airport. This issue is arguably the key issue in this Master PlanUpdate; it was the central topic of the previous master plan (1993).

Airport Property

Currently, the County of Humboldt owns about 14 acres andcontrols another 16 acres through avigation easements. The Airport consists of a single runway and a small parking aproncontaining 6 tiedown spaces.

Airfield Design Factors

Several factors influence the development of the runway/taxiway

system design. The primary influences are the activity forecastsand other underlying determinants of demand. Next is anassessment of the specific facilities which would be necessary toaccommodate the demand. Lastly, the conditions which createconstraints on potential development must be brought into thedesign process. This section examines these basic design factors.



CHAPTER 3 AIRPORT DESIGN

3–2 Kneeland Airport Master Plan Update (September 2005)

Demand Determinants

In general terms, airfield operational demand characteristics aredefined by the airport role and projected activity levels asaddressed in the preceding chapter. In the more specific contextof airfield facility design issues, these demand factors can besummarized as follows:

Design Aircraft – The majority of aircraft operating atKneeland Airport are single-engine piston aircraft. There isoccasional use by single-engine turboprops and light, twin-engine airplanes. This usage is not forecast to changesignificantly. For design purposes, a Beech Bonanza can beconsidered the airport’s critical aircraft.

Runway Approach Type – Kneeland Airport is a VFR airport with only visual approach procedures. No instrument

approaches are planned for the airport.

Aircraft Activity Volume – The Master Plan activity forecastsindicate that Kneeland Airport has a potential to reach a totalactivity level of 7,000 annual operations over the 20-yearplanning period. Peak activity periods will continue to coincide with local weather patterns (e.g., fog, clouds). That is, whenthe Humboldt Bay area airports are below VFR or IFR visibility minimums, pilots will use Kneeland Airport to waitout the weather.

Needs Assessment

For the purposes of airfield design, the above operational demandsmust be translated into facility needs. In basic terms, these needscan be assessed with respect to the following four factors:

Operational Capacity – An airport’s airfield capacity isgenerally measured in terms of the number of aircraftoperations the runway and taxiway system can accommodate inan hour or over a year. Calculation of airfield capacity,particularly annual capacity, is dependent upon various physicaland operational factors as indicated in Chapter 2.

Based upon the FAA’s capacity model, the airfield capacity atKneeland Airport is rated at 230,000 annual operations. Thislevel is well above currently foreseeable activity levels. Peak-period capacity totals indicate that Runway 15-33 canaccommodate approximately 98 VFR operations per hour. AsKneeland Airport does not have instrument approach

Beech Bonanza



AIRPORT DESIGN CHAPTER 3

Kneeland Airport Master Plan Update (September 2005) 3-3

capability, no IFR capacity exists. Operational capacity is not aconstraint at Kneeland Airport.

Runway Length – The length of runway required toaccommodate the most demanding airplanes anticipated to usean airport is a fundamental airfield design factor. Runway length requirements for specific aircraft are dependent uponairfield elevation and design temperature (the average hightemperature for the hottest month). The FAA has establishedformulas indicating the desirable runway length for variousclasses of aircraft. If a particular aircraft is especially key to anairport’s role, this data is available in performance chartsprovided by aircraft manufacturers. Specific lengthrequirements for Kneeland Airport’s runways are analyzed insubsequent sections of this chapter.

Airport Classification/Design Standards – Another basic

airfield design requirement which must be assessed is thecapability of the facilities to safely accommodate the types of aircraft which seek to operate at the airport. Runway length isa key component of this assessment, but other facility dimensions ― such as pavement widths, safety arearequirements, and the lateral clearances from the runway toadjacent taxiways and structures ― also are important.

FAA design standards for these features are set in accordance withthe Airport Reference Code (ARC) applicable to the airport as a wholeor, in many cases, to individual runways or taxiways. The primary

determinants of ARC classifications are:

The approach speed, wingspan, and weight of the mostdemanding types of aircraft a runway or taxiway is intended toserve; and

The existing or planned runway approach type and visibility minimums.

Table 3A summarizes the FAA design standards associated withseveral ARC classifications potentially applicable to Kneeland Airport.

Wind Coverage – Strong winds at an airport can represent anadditional airfield design concern. FAA guidelines establishthat the orientation of an airport’s runway or runways shouldenable the airport to be usable, with crosswinds of anacceptable velocity, during at least 95% of the year. Airports with lower annual wind coverage qualify for FAA funding for acrosswind runway. The criteri a for an acceptabl e crosswind



3-4 Kneeland Airport Master Plan Update (September 2005)


Item FAA Airport Design Standards1

Airport Reference Code A-I and B-I (small) B-I

Aircraft Approach Speed <121 kts <121 kts

Aircraft Wingspan <49 ft. <49 ft.

Aircraft Weight Group (lbs) ≤12,500 >12,500

Approach Visibility Minimums Visual or ≥¾ mile

Visual or ≥¾ mile

Runway Design

Width 60 ft. 60 ft.

Blast Pad

Width 80 ft. 80 ft.

Length beyond Runway End 60 ft. 100 ft.

Safety Area Width 120 ft. 120 ft.


Obstacle Free Zone2

Shape3 A A

Width (W) 250 ft. 400 ft.

Vertical Height (H) 4,5

Slope5

Object Free Area Width 250 ft. 400 ft.


Gradient (maximum) 2.0% 2.0%

Runway Setbacks From Runway Centerline to:

Parallel Runway Centerline7 700 ft. 700 ft

Hold Line 125 ft. 200 ft.

Parallel Taxiway 150 ft. 225 ft.

Aircraft Parking Line 125 ft. 200 ft.

Building Restriction Line8 370 ft. 495 ft.

Helipad for:

Small Helicopters (≤6,000 lbs) 300 ft. 500 ft.

Medium Helicopters (≤12,000 lbs) 500 ft. 500 ft.

Heavy Helicopters (≥12,000 lbs) 700 ft. 700 ft.

Taxiway Design Width 25 ft. 25 ft.

Safety Area Width 49 ft. 49 ft.

Taxiway and Taxilane Setbacks From Taxiway Centerline to:

Parallel Taxiway/Taxilane9 69 ft. 69 ft.

Fixed or Movable Object 45 ft. 45 ft.

From Taxilane Centerline to:

Fixed or Movable Object 40 ft. 40 ft.

Runway Protection Zone10

Width at Inner End 250 ft.10 500 ft.10

Width at Outer End 450 ft. 700 ft.

Length 1,000 ft. 1,000 ft.

Table 3A

Airport Design Standards Kneeland Airport





Notes:

1 Source: FAA Advisory Circular 150/5300-13, Change 8, Airport Design (September 2004).

2 Object Free Zone normally extends 200 feet beyond end of runway; additional length required for runways with

approach systems.

3 Runway Obstacle Free Zone

cross-section shapes:

4 Height increases 3 feet per 1,000 feet of airport elevation.

5 Indicated dimensions for runways with approach visibility minimums <¾ mile are for Category I instrument

runways. Criteria for Category II and Category III runways are more restrictive.

6 Maximum of 0.8% in first and last quarters of runway.

7 Indicated runway separation is for planning purposes. FAA air traffic control criteria permit simultaneous

operations by light, single-engine propeller airplanes with runways as close as 300 feet apart and by twin-enginepropeller airplanes with runway separation of 500 feet. [FAA Order 7110.656].

8 The FAA no longer has fixed-distance standards for the Building Restriction Line location. The indicated setback

distances are based on providing 7:1 transitional slope clearance over a 35-foot building situated at the samebase elevation as the adjacent runway and can be adjusted in accordance with local conditions.

9 Assumes same size airplane uses both taxiway and adjacent taxiway/taxilane. Distance can be reduced if

secondary taxiway/taxilane is limited to use only by smaller airplanes.

10 For runways with approach visibility minimums of ¾ mile or more, but less than 1 mile, runway protection zone

dimensions are 1,000 feet width at inner end, 1,510 feet width at outer end, and a length of 1,700 feet.

Table 3A, continued





velocity are tied to the runway’s airport reference code and thus tothe type of aircraft using the runway. Information on wind datacollected at the Kneeland Airport indicates that the airport’srunway is usable 99% of the year. This meets the FAA criteria; nocrosswind runway is needed.

Constraints

The airport’s ability to provide facilities needed to accommodateanticipated demand is based on the overall development potentialof the airport site. This section evaluates the three primary constraints on development for Kneeland Airport.

Endangered Species – The Kneeland Prairiepennycress is a perennial herb found in the coastaluplands of Humboldt County. In February 2000, theKneeland Prairie pennycress was placed on the California

Endangered Species list. The only known population isscattered within an area on and immediately adjacent tothe airport. The Kneeland Prairie pennycress populationis bisected by the airport’s runway into two colonies.Over the past 30 years, with the construction of theairport, county road, and California Department of Forestry helitac base, the Kneeland Prairie habitat for thepennycress has been reduced. The designated criticalhabitat precludes modification of the airfield. Thisenvironmental constraint is the most significant factorrestricting future expansion of airport facilities.

Topography and Soils – Kneeland Airport is situatedon top of an isolated ridge surrounded by mountainousopen space. Terrain drops off immediately beyond theends of the runway. Based on a geotechnical study conducted in 2001, topographic and geologic conditionssurrounding the facility severely limit the expansionpotential of the runway. High terrain located lateral tothe runway restricts the airport’s ability to satisfy FAArunway setback requirements.

CDF Base – The California Department of Forestry

base is located immediately west of the airfield. Thehelitac base limits the airport’s ability to satisfy lateralrunway clearance requirements to the west.

CDF helitac base

Kneeland Prairiepennycress habitat





RUNWAY 15-33

Classification

The most demanding types of aircraft that regularly use Kneeland

Airport (i.e., more than 500 annual operations) are single-enginepiston aircraft. These aircraft are in Airport Reference Code(ARC) A-I (small aircraft only); they weigh no more than 12,500pounds, have wingspans of less than 49 feet, and approach speedsof less than 91 knots.

Although Kneeland Airport occasionally sees use by larger aircraft(e.g., small-package cargo airplanes), these aircraft are anticipatedto account for less than 500 annual operations throughout the 20-year planning period.

Thus, Kneeland Airport is designed to accommodate ARC A-I

(small) aircraft such as the Beech Bonanza.

Runway Length

The runway length required to accommodate aircraft in ARC A-I(small) was evaluated using the FAA’s runway length analysisprogram. For small airplanes with less than 10 passenger seats, theFAA’s program calculates the following runway lengthrequirements:

75% of these aircraft 3,120 feet



The published runway length at Kneeland Airport is 2,235 feet,885 feet shorter than the runway length required to accommodatethe lowest category calculated (75% of the fleet). Each threshold isdisplaced 55 feet from the runway end. Displaced thresholds areused to mark the start of the usable portion of the runway during landings. Hence, the full runway length is not available forlandings at Kneeland Airport.

In 2001, a geotechnical analysis was conducted at Kneeland Airport. The results of the study indicate that four slides haveoccurred along the perimeter of the runway over the past severalyears. The most significant of these slides is located at the end of Runway 33. This slide has encroached into the runway pavementby 35 feet, thereby reducing the overall runway length from theprevious 2,270 feet to the current 2,235 feet.

Beech Bonanza





Based on the geotechnical study, topographic and geologicconditions surrounding the facility severely limit the expansionpotential of the runway. This Master Plan Update examined thepossibility of stabilizing and constructing an embankment at thesouth end of Runway 33 to restore the runway to its original length

of 2,270 feet. Any potential southward runway extension iscomplicated by Mountain View Road and the associatedgeotechnical and cost considerations inherent to a roadrealignment. The most significant impact of a proposed extensionand realignment of the roadway would be on the Kneeland Prairiepennycress population or habitat. The status of the plant and itsdesignated habitat is judged to make an extension infeasible. Thecurrent length has proven adequate for the single-engine aircraft it was designed to accommodate. Therefore, this Master Plan Update recommends stabilizing the end of Runway 33 and retaining thecurrent runway length of 2,235 feet.

Runway Width

The existing runway is 50 feet wide. This is ten feet narrower thanthe FAA's recommended design standard of 60 feet. It would bephysically possible to widen the runway. However, embankmentsadjacent to the runway (on both sides) penetrate the object freearea (OFA). Widening the runway would encourage aircraft tocome closer to these obstructions. It is therefore recommendedthat the existing runway width be retained.

Clearing the OFA and widening the runway to the recommended60 feet would be costly, perhaps prohibitively so, given thetopographic and geologic constraints. Furthermore, the immediateenvirons surrounding the runway have been identified as habitatfor three plants considered rare or of special concern. The mostimportant of which is the Kneeland Prairie pennycress. The only known population of this species occur adjacent to the airportrunway. Significant environmental mitigation would likely berequired for this development to occur, further adding to the cost.

Pavement Strength and Condition

The runway pavement at Kneeland Airport has a load-bearing capacity to accommodate aircraft weighing up to 13,000 pounds with main landing gear in a single-wheel configuration. This design weight continues to be appropriate to accommodate existing andanticipated users.





The pavement at Kneeland Airport is nearly 40 years old. A visualinspection of the pavement conditions revealed that the airfieldpavement is in poor condition. Pavement distress includes age-related weathering and block cracking and isolated load failures. This Master Plan Update recommends rehabilitating and repairing

this pavement.

Runway Safety Area (RSA)

FAA design standards for an ARC A-I (small) runway specify thatthe runway safety area be 120 feet wide and extend 240 feetbeyond the end of the runway. The previous ALP (1993) wasapproved with nonstandard safety area dimensions; the width of the runway safety area varies from 53 feet to 89 feet and therunway safety area length is only 10 feet beyond either end of therunway. There are cliffs immediately beyond the runway ends.

A recent geotechnical analysis revealed that earth movements havecompromised the runway safety area. As indicated previously, themost significant of these slides occurred at the end of Runway 33. This slide has steadily diminished the safety area over the pastseveral decades. Other slides have also contributed to the overallreduction in the runway safety area.

The preliminary design report questioned the feasibility of optimizing the RSA given the significant terrain constraints,particularly for the “south” slide where the RSA improvements willoverlap the unstable ground. Expansion over this landslide willrequire a substantial repair effort involving extensive earthwork,drainage control improvements, and importation of fill materials.In more general terms, the costs increase exponentially with RSAlength due to increasing fill, embankment, and stabilizationrequirements.

The additional earthwork, drainage modifications, and stabilizationcontrols required to extend the RSA would impact both thepopulation centers and potential habitat areas of the KneelandPrairie pennycress. Providing a full-length RSA on the southernend would require relocation of Mountain View Road. Theroadway realignment would further impact this environmentalplant.

As with a runway extension, providing a standard RSA is judged tobe infeasible. There is a cliff beyond each end of the runway. TheRunway 33 end is constrained by the Kneeland Prairie pennycressand its designated critical habitat. The combination is judged to beinsurmountable.





Additionally, this Master Plan Update does not recommendrelocating the runway thresholds to provide the recommendedlength for the runway safety area. If this were done, the resultantrunway length would be significantly shorter. Shortening therunway would reduce the utility and safety of the Airport.

Maintaining the displaced threshold locations at both runway ends would provide some of the operational safety margin that safety areas are meant to provide. It would be technically feasible toeliminate the existing displaced thresholds; no trees or structurespenetrate the Part 77 approach surfaces. However, it isrecommended that the displaced thresholds be retained, because of the additional safety benefits that they provide.

Obstacle Free Zones (OFZ)

The OFZ encompasses the most critical airspace adjacent to arunway. FAA standards dictate that no fixed objects penetrate theOFZ except for runway lights and certain navigational aids whichmust be located near the runway (any such equipment must be onfrangible mounts). In addition, no part of a taxiing or parkedairplane should extend into the OFZ while another airplane isusing the runway.

The dimensions of obstacle free zones vary depending upon thesize of aircraft served and the visibility minimums of any associatedinstrument approach. The design aircraft for Runway 15-33 is a

small, general aviation aircraft under 12,500 pounds. The OFZdimensions for this type of runway are 250 feet wide and 200 feetbeyond the runway end. Kneeland Airport’s respective OFZdimensions do not meet current standards due to surrounding terrain penetrations. Clearing the OFZ area to bring the airportinto conformance with FAA standards is judged to be infeasiblebecause it would be harmful to the Kneeland Prairie pennycresspopulation and habitat.

Object Free Areas (OFA)

Object Free Areas for A-I (small) runways are defined in FAAstandards as 250 feet wide and extending 240 feet beyond therunway ends. The OFA clearing standard requires that the OFAbe clear of above ground objects. However, unlike the OFZ, theOFA permits placement of objects for air navigation or aircraftground maneuvering purposes, and to taxi and hold aircraft.Currently, Kneeland Airport’s OFA dimensions are nonstandard:terrain and transient aircraft tiedowns penetrate the sides of the





OFA. This Master Plan Update explored the option of building anew aircraft tiedown apron to increase aircraft parking capacity as well as resolve aircraft and terrain penetration issues. TheKneeland Prairie pennycress makes this option environmentally infeasible. Therefore, terrain and the existing aircraft tiedown

apron will continue to infringe upon the runway OFA.

OTHER AIRFIELD DESIGN ELEMENTS

FAR Part 77 Imaginary Surfaces

Federal Aviation Regulations (FAR) Part 77, Objects Affecting Navigable Airspace, identify the airspace necessary to ensure thesafe operation of aircraft to, from, and around airports. Thedimensions and slopes of these surfaces depend on the

configuration and approach categories of each airport=s runway system. Generally, most critical among the FAR Part 77 surfacesare the approach surfaces.

Runway 15-33 has only visual approaches. The dimensions of theapproach surface are as follows:

250 feet wide at the inner end

5,000 feet long centered on the extended runway centerline

1,250 feet wide at the outer end

20:1 slope

The approach paths are clear in both directions due to the terraindrop-off. Several trees remain just below the 20:1 approachsurface for Runway 33.

Runway Protection Zone (RPZ)

A runway protection zone (RPZ) is a trapezoidal area which begins200 feet beyond the runway end and is centered on the extendedrunway centerline. The FAA recommends that the land within theRPZ be under control of the airport operator. The two principal

purposes are to protect runway approaches by minimizing development and enhancing safety by limiting the concentration of people in these areas. For each category of runway, the FAAspecifies the dimension of runway protection zones.

The Airport Reference Code (ARC) and approach visibility minimums for a runway determine the size of the associatedRunway Protection Zone (RPZ). As Runway 15-33 is designed toserve small aircraft and currently has only visual approach





procedures, the runway protection zones have the following dimensions:

250 feet wide at inner end

1,000 feet long centered on the extended runway centerline

450 feet wide at outer endCurrently, the airport controls the areas underlying the RPZsthrough avigation easements.

Aircraft Parking Limit

Aircraft parking limit (APL) lines are established to define where itis appropriate to park aircraft. The appropriate setback fromrunways to fixed or movable objects is based primarily upon the wingspans of the most demanding aircraft intended to use thefacility. The critical aircraft for Runway 15-33 have wingspans of less than 49 feet. For an ARC A-I (small) facility, the APLs are set125 feet from the centerline of the runway.

If a typical single-engine aircraft is tied down on the existing parking apron, the nose of the aircraft is only about 70 feet fromthe runway centerline. There is no way to modify the existing apron to meet the 125-foot standard. Sloping terrain restrictsexpansion of the existing parking apron. A new parking apron would be the only way of resolving the nonstandard design of theexisting apron. There are two potential sites, one on the west sideof the runway and one on the east side. Both alternatives would

satisfy the 125-foot APL setback standard. However, the presenceof endangered habitat for the Kneeland Prairie pennycresseliminates any possibility of expanding or constructing a new aircraft tiedown apron. Therefore, the APL at Kneeland Airport isset to follow the airport property boundary in all areas except atthe existing aircraft tiedown apron where it is set at a nonstandarddistance of 70 feet from the runway centerline.

Building Restriction Line

The building restriction line (BRL) defines the limits of development of all on-airport structures, except facilities requiredby their function to be located near runways and taxiways. TheFAA Airport Design Advisory Circular no longer establishesstandard setback distances for BRLs. Rather, the FAArecommends that the BRL encompass the runway OFA, RPZareas required for clear line-of-sight, and navigational aid criticalareas. Although FAA offers only limited guidance on defining the





appropriate location for BRLs, many airports use FAR Part 77imaginary surfaces.

To provide FAR Part 77 clearance over structures of up to 18 feetin height, the BRL would need to be established 250 feet from thecenterline of Runway 15-33. In this location, the BRL wouldextend well beyond the airport’s property boundary. Therefore,the BRL at Kneeland Airport is set to follow the airport property line in the areas lateral to the runway and encompasses the RPZsand avigation easement areas off the ends of the runway.Currently, the only structures located on the airport include aportable toilet and a public telephone. The buildings associated with California Department of Forestry are located west of theairport and clear the FAR Part 77 transitional surface.

Turnarounds

Kneeland Airport is a single runway facility with no paralleltaxiway. Aircraft must taxi on the runway for both departure andlanding operations. This Master Plan Update investigated the optionof constructing a small turnaround at each end of the runway. The dimensions for each turnaround would be 40 feet deep and100 feet long. To address various terrain limitations, theturnarounds would be located on the west side of each runway end. The turnarounds would provide more maneuvering space foraircraft, thereby improving access to the full length of the runway.However, paving a 4,000-square-foot area at each end of the

runway would greatly impact the Kneeland Prairie pennycress by reducing their critical habitat. To ensure that this endangeredspecies and its habitat is preserved, this Master Plan Update does notrecommend construction of the aircraft turnarounds.

Marking and Lighting

Kneeland Airport is a day-use only facility with a visual approachrunway. Runway 15-33 is not lighted and has visual markings infair condition. The runway centerline markings are standard.

Wind Indicators and Segmented Circle

Currently, a wind cone and segmented circle are locatedapproximately midfield on the east side of Runway 15-33, off airport property.





Signing

Kneeland Airport is a small facility with a single runway and noparallel taxiway. Currently, the airport has informational signsindicating that aircraft must taxi on the runway. A sign has beenplaced midfield to mark the halfway point of the runway. This sign was installed as a safety feature since the runway is shorter than therunway length recommended by the FAA to accommodate ARC A-1 (small) aircraft.

BUILDING AREA DESIGN FACTORS

Many factors influence the planning and, later, the developmentdecisions associated with Kneeland Airport’s principal building area. Most of these factors can be grouped under five basicheadings:

Demand – As documented in Chapter 2, the demand foradditional transient parking is forecast to increase from thecurrent (2001) 6 spaces to 10 spaces by the year 2021.

The various types of aircraft that will use the airport in thefuture are not expected to differ significantly from the types of aircraft currently using the airport — that is, personal/recreational aircraft and small-package cargo aircraft.

Existing Facilities – As the airport is constrained by topography, there is not much room for future development atthe airport. All of the existing airport-related facilities arelocated west of the airfield. Currently, there is one small aircraftparking apron located directly adjacent to Runway 15-33, which contains 6 tiedown positions. The apron is asphaltpaved and was reconstructed in July, 2005.

Setback Distances – The interior boundary of the airportbuilding area is determined in large part by the necessary setback distances from the runway. In the case of Kneeland Airport, topography and environmentally sensitive habitat onand off airport are the controlling factors limiting future airport

development. The following restrictions and setbacks areestablished at Kneeland Airport:

Building Restriction Line (BRL) is set to follow the airportproperty boundary. No future buildings will be permittedon airport.





A nonstandard distance of 70 feet is provided from thecenterline of Runway 15-33 to the existing aircraft parking positions. FAA standard for the APL is 125 feet from therunway centerline. This setback extends off the airportproperty in most areas.

Terrain issues are also a factor restricting expansion of theaircraft apron. Therefore, the APL is set to follow theairport property line.

Existing circumstances will continue to permit regular use by aircraft with wingspans of up to 49 feet. Occasional use by aircraft with greater wingspans should be acceptable, provided that thepilots of larger aircraft exercise appropriate care while maneuvering on the apron areas.

Accessibility – An important design consideration is the easeof access to individual portions of the building area from boththe runway/taxiway system and public roads.

As Kneeland Airport has no taxiways, the existing parking apron is accessed by taxiing on the runway. Direct publicaccess to the existing transient apron is provided via Mountain View Road.

Development Staging – Another important factor in thepreparation of a building area plan is the timing of futuredevelopment. The objective is to have a plan that is flexibleenough to adapt to changes in type and pace of facility

demands, is cost-effective, and also makes sense at each stageof development. Sometimes, the best location for facilities inthe short-term may conflict with the optimum long-range plan.

PRINCIPAL BUILDING AREA FACILITIES

Aircraft Storage and Parking

The forecasts and demand/capacity analyses prepared as part of the Master Plan Update indicate that peak transient aircraft parking

demand is expected to increase from 6 spaces to 10 spaces over the20-year forecast period. Due to existing terrain and environmentalconstraints on future airport development, all of the additionalfuture demand for transient parking is expected to continue to beinformally accommodated within the existing tiedown apron. Asthere are no based aircraft anticipated, no hangars are proposed.





Aircraft Tiedowns

The existing tiedown apron is located directly west to the runway about midfield. The apron contains 6 aircraft tiedown positions.Currently, the apron and aircraft parking positions penetrate therunway safety area and object free area. Additionally, the existing apron is inadequately sized to accommodate peak demand.

To accommodate future transient demand and to satisfy FAAsetback requirements, this Master Plan Update explored the optionof constructing a new parking apron with 10 aircraft tiedowns. Two locations were examined.

Alternative A – In this alternative, the parking apron would belocated west of Runway 15-33 and north of the existing parking apron. The apron would be setback 130 feet from the runway centerline. This position would allow parked aircraft to remain

clear of the runway safety area and object free area. A 25-foot wide taxiway would connect the new apron to the existing tiedownapron. This alternative has less fill requirements and providesconvenient vehicle and pedestrian access.

Alternative B – The second option is to locate the aircraft aproneast of Runway 15-33 about midfield. In this alternative, FAAsetbacks would also be satisfied. However, vehicles andpedestrians would be forced to cross the active runway to accessthe new apron. Additionally, the fill requirements are much moreextensive for this alternative.

The presence of the Kneeland Prairie pennycress in the immediateairport environs precludes a future aircraft apron in either location. The Kneeland Prairie Pennycress was added to the CaliforniaEndangered Species list in February 2000. Its habitat wasdrastically reduced with the construction of the airport, the county road, and the California Department of Forestry. Infillrequirements for a new tiedown apron would substantially impactthis specie’s critical habitat. Therefore, this Master Plan Update recommends retaining and utilizing the existing tiedown apron tomeet future aircraft parking demand.





SUPPORTING FACILITIES

Airfield Security

The perimeter of Kneeland Airport is entirely enclosed with cattle

fence to prevent inadvertent entry of vehicles and pedestrians ontothe airfield. Principal access to the active airfield is through a gatelocated adjacent to the existing aircraft apron. Two other gates arelocated west and east of Runway 15, respectively. These gates arepart of a cattle crossing easement and are seldom used.

Access Road and Parking

Mountain View Road provides the sole vehicle access to Kneeland Airport. This two-lane road leads to a vehicle parking area, locateddirectly west of the airport. The main gate connects this parking

lot to the existing aircraft tiedown apron. No new development isproposed.

kne chapter 3

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